Proteus Payload User’s Guide
SCR 03-014
September 29, 2004
Scaled Composites, LLC
1624 Flight Line
Mojave, CA 93501-1663
Telephone: (805) 824-4541
FAX: (805) 824-4174
Release Version:
Initial (9/29/03) – Made available to NASA following successful checkout of Dryden
Double Q-bay pod
Points of Contact
New Business/Contracts: Bob Williams, Scaled Composites, 661-824-4541
Engineering: Mike Alsbury, Scaled Composites, 661-824-4541
NASA Contracts: Bob Curry, NASA Dryden, 661-276-3715
Table of Contents
Proteus Summary ................................................................................................................ 7
Basic Dimensions: .............................................................................................................. 7
Weights: .............................................................................................................................. 7
Flight envelope: .................................................................................................................. 7
Performance: ....................................................................................................................... 8
Estimation of Maximum Cruise Range........................................................................... 9
Estimation of Loiter Endurance .................................................................................... 12
Estimation of Aircraft Service Ceiling ......................................................................... 14
Overview of Integration Process, Checkout, Deployment................................................ 16
Previous Campaigns.......................................................................................................... 16
Demonstrated External Pod Shapes .................................................................................. 19
Platform Availability ........................................................................................................ 21
Contracting........................................................................................................................ 21
Flight Ops.......................................................................................................................... 22
Flight Safety.................................................................................................................. 22
Configuration Control................................................................................................... 22
Scheduling..................................................................................................................... 22
Briefings........................................................................................................................ 22
Technical Interchange Meeting................................................................................. 22
Preflight..................................................................................................................... 23
Post flight .................................................................................................................. 23
Test Conduct ............................................................................................................. 23
Ground Support Equipment for Deployments .................................................................. 25
Deployment Location Requirements ................................................................................ 25
Proteus Instrumentation .................................................................................................... 26
Payload Volumes .............................................................................................................. 27
Generic Payload Interface................................................................................................. 30
Mechanical:................................................................................................................... 30
Electrical ....................................................................................................................... 30
Payload Environment........................................................................................................ 32
Double Q-bay Pod Payload Interface ............................................................................... 33
Mechanical.................................................................................................................... 33
Electrical ....................................................................................................................... 34
Customer Data Requirements ........................................................................................... 36
List of Figures
Figure 1: Proteus 3-view..................................................................................................... 8
Figure 2: Flight Envelope ................................................................................................... 9
Figure 3 – Max Cruise Range vs. Payload Weight for 12,500 lb. GTOW ....................... 10
Figure 4 – Max Cruise Range vs. Payload Weight for 15,000 lb. GTOW ....................... 11
Figure 5 – Max Loiter Endurance vs. Payload Weight for 12,500 lb. GTOW................. 12
Figure 6 – Max Loiter Endurance vs. Payload Weight for 15,000 lb. GTOW................. 13
Figure 7 – Initial Service Ceiling vs. Gross Take-Off Weight ......................................... 14
Figure 8– Service Ceiling vs. Aircraft Weight ................................................................. 15
Figure 9: NASA Langley Pod........................................................................................... 19
Figure 10: Angel Technologies & Raytheon Telecommunications Dish ......................... 19
Figure 11: Airborne Laser Target Body............................................................................ 19
Figure 12: Resistor Load Bank Attached to Proteus Center Pylon................................... 20
Figure 13: Sandia National Labs: Fuselage Belly Pod, Upper Fuselage Platform, Left
Vertical Tail Boom Extension, Canard Cuffs ........................................................... 20
Figure 14: NASA Dryden Double Q-bay Pod .................................................................. 20
Figure 15: Angel Technologies and Raytheon Telecommunications Pod 3-view............ 27
Figure 16: NASA Langley Pod 3-view............................................................................. 28
Figure 17: Internal Payload Locations.............................................................................. 29
Figure 18: Fuselage Payload Volumes ............................................................................. 29
Figure 19: Layout of Proteus Q-bay Pod .......................................................................... 33
Figure 20: NASA ER2 Q-bay Layout............................................................................... 34
Figure 21: ER2 Q-bay EIP................................................................................................ 35
Proteus Summary
The Proteus aircraft is a multipurpose manned platform for long duration high altitude
operations. In its current role, the Proteus is used for sensor development and flight test.
The configuration is designed to carry payloads in various areas on the aircraft. The all
composite airframe is powered by two FJ44-2E turbofan engines that have been specially
modified by Williams International for high altitude operation. The two pilots operate in
a shirt sleeve environment in the 7 PSID pressurized cabin. The second crewmember
adds flexibility and can be dedicated to running various developmental payload systems.
The airplane is controlled through a reversible, mechanical, unboosted control system.
The retractable tricycle landing gear with nose wheel steering is powered by electrohydraulic. 28 VDC electrical power on the airplane is provided by two 400 amp starter
generators.
Additional information on the Proteus can be found at www.scaled.com.
Basic Dimensions:
Wing Span
Wing Area
Wing Aspect Ratio
Canard Span
Canard Area
Canard Aspect Ratio
Length
Height
Tail down angle (max)
Tail down angle (min)
77.6 ft.
300.5 ft2
20
54.7 ft
178.7 ft2
16.7
56 ft. 4 in.
17 ft. 7 in. (approx.)
12° (nose & main gear fully extended)
7.3° (nose & main gear fully compressed)
Weights:
Gross weight
Empty weight
Fuel weight
Minimum landing weight
Maximum landing weight
12,500 lb. (operated to 15,000 lbs with reduced g limits)
6800 lb.
6176 lb. (max. possible without bladder)
5800 (no payload)
12,500 lb.
Flight envelope:
Proteus was designed to the FAR Part 23 normal category with limit loads of +3.2 and
-1.8 g’s. At light weights (<12,500 lbs) and low altitudes (<20,000 ft), the aircraft is gust
limited. Above 20,000 ft the airplane is not gust restricted. Standard FAR-23 gust values
have been observed in these V-N diagrams. The aircraft’s speed is limited to 160 knots
indicated or Mach 0.60 (whichever is lower).
Performance:
T/W = 0.37 sea level, gross weight (0.79 at sea level, empty)
W/S = 26.1 lb/ft2 gross weight (12.1 at landing weight)
Absolute Ceiling1 - 63,245 ft
Service Ceiling2 – 61,000 ft
Service Ceiling with 2200 lbs payload – 55,000 ft
Figure 1: Proteus 3-view
1
These are based on actual flight test values. The aircraft was designed to have a maximum altitude limit
of 72,000 feet. In its current configuration, the Proteus aircraft is thrust limited (not aerodynamically
limited) at altitude.
2
Defined as maximum altitude for level flight.
Model 281 Flight Envelope
80000
Thrust Limit 7000 lbs, Clean
70000
Design Loiter
Altitude (ft)
60000
Thrust Limit 12500 lbs
External Payload
Mmo
50000
Vs @ 12500 lbs
40000
Vs @ 7000 lbs
30000
Vmo
20000
10000
0
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
Mach Number (~)
Figure 2: Flight Envelope
Estimation of Maximum Cruise Range
Figures 2 and 3 present Proteus’ maximum range at a constant 45,000 ft. cruising altitude
for GTOW’s of 12,500 lbs. and 15,000 lbs., respectively. These graphs represent a full
cruise mission, from take-off (at 0 ft. MSL) to landing, and incorporate fuel burn for
climb and descent, plus 1 hour of reserve fuel. Range shown is for the constant altitude
cruise phase of the mission only. Up to 250 nm of additional range is available if range
credit is allowed during the climb and descent portions of the flight.
Max Cruise Range vs. Payload W eight; 12500 lb. GTOW ; 45000 ft. const alt (Std. Day)
3500
Max Range at Cruise Alt [nm]
3000
2500
2000
1500
1000
500
0
1
2
3
0
sq.
sq.
sq.
sq.
ft
ft
ft
ft
payload
payload
payload
payload
500
drag
drag
drag
drag
1000
1500
2000
Payload W eight [lbs]
2500
Figure 3 – Max Cruise Range vs. Payload Weight for 12,500 lb. GTOW
3000
Max Cruise Range vs. Payload W eight; 15000 lb. GTOW ; 45000 ft. const alt (Std. Day)
5000
Max Range at Cruise Alt [nm]
4500
4000
3500
3000
2500
2000
0
1
2
3
0
sq.
sq.
sq.
sq.
ft
ft
ft
ft
payload
payload
payload
payload
500
drag
drag
drag
drag
1000
1500
2000
Payload W eight [lbs]
2500
Figure 4 – Max Cruise Range vs. Payload Weight for 15,000 lb. GTOW
3000
Estimation of Loiter Endurance
Figures 5 and 6 present the loiter endurance capabilities of the Proteus aircraft at an
altitude of 45,000 ft. for GTOW’s of 12,500 lbs. and 15,000 lbs., respectively. These
graphs represent a full loiter mission, from take-off (at 0 ft. MSL) to landing, and
incorporate fuel burn for climb and descent, plus 1 hour of reserve fuel. Endurance
shown is for the constant altitude loiter phase of the mission only. More than one hour of
additional mission time is available if endurance credit is taken for the climb and descent
portions of the flight.
Loiter Endurance vs. Payload W eight; 12500 lb. GTOW ; 45000 ft. const alt (Std. Day)
16
0
1
2
3
Loiter Endurance at Altitude [hrs]
14
sq.
sq.
sq.
sq.
ft
ft
ft
ft
payload
payload
payload
payload
drag
drag
drag
drag
12
10
8
6
4
2
0
500
1000
1500
2000
Payload W eight [lbs]
2500
Figure 5 – Max Loiter Endurance vs. Payload Weight for 12,500 lb. GTOW
3000
Loiter Endurance vs. Payload W eight; 15000 lb. GTOW ; 45000 ft. const alt (Std. Day)
22
0
1
2
3
Loiter Endurance at Altitude [hrs]
20
sq.
sq.
sq.
sq.
ft
ft
ft
ft
payload
payload
payload
payload
drag
drag
drag
drag
18
16
14
12
10
8
0
500
1000
1500
2000
Payload W eight [lbs]
2500
Figure 6 – Max Loiter Endurance vs. Payload Weight for 15,000 lb. GTOW
3000
Estimation of Aircraft Service Ceiling
Figure 5 illustrates Proteus’ initial service ceiling for GTOW’s from 8,000 to 15,000 lbs.
The initial service ceiling is the altitude obtained by a direct climb at best climb airspeed
from take-off until the aircraft’s vertical speed equals 100 feet per minute. Use this graph
to determine the initial service ceiling for a given GTOW and known external payload
drag area (if any).
PROTEUS Service Ceiling (Std. Day)
62
60
Service Ceiling / 1000 [ft MSL]
58
56
54
52
50
48
0
1
2
3
46
44
7
sq.
sq.
sq.
sq.
8
ft
ft
ft
ft
payload
payload
payload
payload
9
drag
drag
drag
drag
10
11
12
Aircraft W eight / 1000 [lbs]
13
Figure 7 – Initial Service Ceiling vs. Gross Take-Off Weight
14
15
Figure 6 presents a plot of service ceiling versus weight for the Proteus aircraft. For
missions with an altitude requirement, this graph may be used to determine the maximum
weight at which the Proteus aircraft is capable of obtaining that altitude.
PROTEUS Initial Service Ceiling (Std. Day)
62
60
Initial Service Ceiling / 1000 [ft MSL]
58
56
54
52
50
48
0
1
2
3
46
44
8
sq.
sq.
sq.
sq.
9
ft
ft
ft
ft
payload
payload
payload
payload
drag
drag
drag
drag
10
11
12
Aircraft GTOW / 1000 [lbs]
13
Figure 8– Service Ceiling vs. Aircraft Weight
14
15
Overview of Integration Process, Checkout, Deployment
A typical sensor development flight test series will consist of several stages including:
Pod Design
Pod Fabrication
Pod Flight Test
Sensor integration
Ground testing
Data Checkout Flight
Flight Series
Previous Campaigns
Since its first flight on July 26, 1998, the Proteus aircraft has participated in numerous
scientific and developmental flight test campaigns. Below is a summary of some of these
flights:
Paris Airshow: June 1999
This trip included the first trans-Atlantic crossing for any Scaled aircraft as
Proteus flew non-stop from Bangor, Maine to Paris, France. The aircraft flew
every day during the week long show to demonstrate it’s capabilities as a
telecommunications platform.
Angel Telecommunications Flights: Fall 1999 and Summer 2000
Working closely with both Angel Technologies and the Raytheon Corporation,
Scaled build and flew a 14 ft diameter telecommunications dish. The goal of this
flight test was met in the summer of 2000 when a videoconference was relayed
via the Proteus as it flew over Los Angeles.
C-IOP: Cloud Intensive Operating Period, March 2000
For the Proteus’s first science campaign, the aircraft was based out of Stillwater,
OK. 30 Hours were flown over a 1.5 week period to characterize cloud properties
and perform clear air validate over the DOE Cloud and Radiation Testbed
(CART) site.
WV-IOP: Water Vapor Intensive Operating Period, September-October
2000
Proteus once again returned to the Stillwater, OK for overflights of the central
CART facility. The goal of this campaign was to study the upper tropospheric
water vapor, clear air observation validation, and underflights of the Terra
satellite.
World Record Flights: October 2000
The Proteus set three world records for it’s weight class including a maximum
altitude of 63,245 ft during several flights to determine the aircraft’s service
ceiling with the current FJ44-2E engines. The flights were conducted jointly with
support from NASA Dryden.
AFWEX: ARM-FIRE Water Vapor Experiment, November-December
2000In this campaign consisting primarily of night flights, the Proteus overflew
the central CART site to characterize the upper tropospheric water vapor, perform
clear air observation validation, and underfly the Terra satellite. In addition, the
Proteus team worked closely with NASA’s DC-8 to gather co-incident scientific
data sets.
NAST A-P: NAST Asian-Pacific Campaign, February – March 2001
This 126-flight hour science campaign is the longest to date for Proteus and
involved flight operations based out of Hawaii, Japan, and Alaska. Science
missions took the aircraft on flights over the Pacific, Orient, and Arctic including
the North Pole. The flights were planned to be coincident with ground-, balloon,
aircraft-, and space based meteorology and chemistry measurements.
Generator Testing: June 2001
Flight-testing was conducted to determine the effects of pulling large loads off the
engine generators. The objectives were met when 600 amps was pulled off the
right engine with no degradation in engine thrust.
CLAMS: Chesapeake Lighthouse & Aircraft Measurements for Satellites,
July – August 2001
During the CLAMS deployment, Proteus based out of the NASA Wallops Flight
Facility and worked closely with the other science aircraft including NASA’s
ER2. CLAMS had as its major goals to improve satellite-based estimates of
aerosol measurements and to measure ocean characteristics.
ERAST Cooperative Detect, See, and Avoid Demonstration: March 2002
Flight-testing conducted in Las Cruces, NM in conjunction with NASA’s
Environmental Research Aircraft Sensor Technology Program and New Mexico
State University demonstrated the ability for a ground station pilot to fly Proteus
remotely and avoid other aircraft using the Skywatch collision avoidance sensor.
Over-the-horizon communication with ATC was also successfully demonstrated.
Airborne Laser Target Body First Flight: February 2002
Proteus is the designated carrier of the ABL target body. The target body is thirty
feet long and contains over 2000 holes for optical sensors to detect the various
lasers aboard the Airborne Laser platform.
IHOP: June 2002
Proteus participated in this science campaign with both a P3 and DC8. The chief
aim of IHOP_2002 was improved characterization of the four-dimensional (4-D)
distribution of water vapor and its application to improving the understanding and
prediction of convection.
Crystal-FACE: July 2002
Proteus participated in CRYSTAL-FACE with five other aircraft to investigate
tropical cirrus cloud physical properties and formation processes. Flights were
conducted from Key West, Florida and ranged as far south as Belize as far north
as Georgia. During the campaign, the Proteus was configured with 10-foot canard
and 13.5 foot wing tip extensions.
Sandia National Labs Fall Experiment: November 2002
This campaign involved a combination of remote sensing and in-situ
measurements of mid-latitude cirrus clouds. Flights were conducted remotely
from the base of operations at Ponca City as far away as the Gulf of Mexico. The
extensive instrument suite was mounted in five different locations on the aircraft
and included over 20 instruments.
ERAST Non-Cooperative Detect, See, and Avoid Demonstration: April 2003
Flight-testing conducted in Mojave in conjunction with NASA demonstrated the
ability for a ground station pilot to fly Proteus remotely and avoid other noncooperative aircraft using the Amphitech OASys radar system. Command and
control of the aircraft was conducted using both line-of-sight and over-the-horizon
data links.
Demonstrated External Pod Shapes
Figure 9: NASA Langley Pod
Figure 10: Angel Technologies & Raytheon Telecommunications Dish
Figure 11: Airborne Laser Target Body
Figure 12: Resistor Load Bank Attached to Proteus Center Pylon
Figure 13: Sandia National Labs: Fuselage Belly Pod, Upper Fuselage Platform, Left Vertical Tail
Boom Extension, Canard Cuffs
Figure 14: NASA Dryden Double Q-bay Pod
Platform Availability
Scaled Composites keeps an ongoing schedule of existing and potential Proteus work.
Due to the modular payload approach, changing out payloads is a simple task enabling
Scaled to support multiple customers during similar time periods. Please contact Scaled
to determine platform availability during the times you are planning to flight test.
Contracting
Contracting for flight time on the Proteus aircraft can be conducted directly through
Scaled Composites contracts office. In addition, a contract is in place with NASA
Dryden for government customers to buy time on the Proteus aircraft. Please contact
Scaled for the latest Proteus rates that include the aircraft, crew, maintenance personnel,
liability insurance, and fuel.
Flight Ops
Flight Safety
Scaled Composites, LLC has implemented several processes to aide in the safe conduct
of flight test operations. These processes are modeled after Air Force standards and
include:
Configuration Control
In order to maintain control of the vehicle configuration, and thus ensure both safety (in
knowing the precise test configuration) and test efficiency (same issue), all modifications
to the vehicle must be documented, in writing, in the aircraft and engineering records.
This documentation will be done in the following way:
For discrepancies or maintenance requirements that do not change the design of the
aircraft, the Scaled Maintenance/Discrepancy forms will be used. Any discrepancies
identified by the flight or maintenance crews will be entered into these forms, with the
resolution of these issues as described in the Scaled Maintenance Plan.
For modifications to the vehicle test configuration, all requests for such modifications
will be transmitted to the Crew Chief via the Engineering Request (ER) form.
Specifically, the Scaled PE, the PBM or his designee must sign off the ER. The
Maintenance and ER status will be briefed to the flight crew by the Crew Chief at each
preflight mission briefing.
Scheduling
A Flight/Maintenance Schedule form will be published in advance of the preflight
briefing. This schedule will identify flight target date and times, requested fuel load,
requested cg location/ballast requirements, test areas/airspace, and any special test
equipment required. It will also identify specific crew requirements, including flight
crew, chase crew, ground vehicles and crew, photographers, and maintenance staff
required. This schedule will be approved and signed by the Test Director or his designee.
Briefings
There are three types of flight briefings: the Technical Interchange Meeting, Preflight
Briefing, and Post flight Briefing.
Technical Interchange Meeting
Prior to a Preflight briefing, a Technical Interchange Meeting (TIM) will be held among
appropriate Scaled and customer engineering and test personnel, with no limitations to
attendance. This meeting can be held face-to-face, or via telephony or other means. The
goal of the TIM is to attain concurrence regarding specific tests requested for the next
flight. It is expected that both Scaled and the customer will have input to this process,
with Scaled providing recommendations for either modifications or specific tests to be
performed, and the customer requesting specific data or modifications. All aircraft
configuration modifications will be handled per the Scaled ER process.
From the specific requests during this meeting, and the overall test plan, Scaled will
prepare its specific flight cards for the next flight. The Scaled Mission Director or his
designee will initial the test cards before the flight is conducted.
Preflight
There will be a face-to-face preflight briefing held before each flight, in accordance with
the Scaled Mission Briefing Guide (MBG). Participants will include all those designated
on the flight/maintenance schedule or otherwise invited by the Scaled Test Director.
The Test Pilot will conduct the briefing. The goals of the briefing are to review the test
vehicle status, the requirements of other participants, and the specific conduct of the tests
to be performed. Tests not specifically briefed will not be conducted during the flight
without the mutual agreement of the Scaled Test Director and the Test Pilot.
Post flight
There will be a face-to-face post flight briefing held immediately after each flight, in
accordance with the MBG. Participants will be the same as for the preflight briefing.
The Scaled Test Pilot will conduct the briefing, to include review of discrepancies and
maintenance items, significant test results, and recommendations for any issues and for
the next flight. At this meeting, a tentative schedule will be set for the next flight, and for
the activities required to support it.
Test Conduct
Once the airplane has had its preflight inspection, no one will approach the airplane in the
hangar or on the ramp without specific concurrence of the Crew Chief.
All personnel not specifically involved with a ground or flight test will remain a safe
distance from the airplane at all times, and shall not approach the airplane or interfere
with the test without the concurrence of the Crew Chief or his designee.
Only Scaled vehicles, unless otherwise agreed, will be allowed on the Scaled ramp during
tests. All vehicle movements on the ramp, taxiways, or runways, will adhere to Mojave
Airport and Scaled directions and regulations. Any special accommodations for
spectators, photographers, etc., must be coordinated in advance with Scaled and the
Mojave Airport.
The test team monitoring specific flight or ground tests will be segregated from nonparticipants so as to minimize any interference with the team’s responsibilities. This
team is critical to the safe conduct of the tests.
Ground Support Equipment for Deployments
The simple design approach and commercial off the shelf systems allow Proteus to
deploy worldwide without a lot of equipment required. The minimum equipment
required is:
• Hangar (door must be 80 ft wide x 18 ft high and hangar must be at least 60 ft
deep)
• 28V Ground Power Cart (for payload and avionics checkout in the hangar)
• Start cart (for engine start)
• Aircrew oxygen (2-4 bottles)
• Standard compressed nitrogen (2 bottles)
• Tug/truck
• Approved fuels in order of preference - Jet A, Jet A1, JP8
Deployment Location Requirements
Runway length ~ at least 5000 ft
Runway width at least 75 ft
Type of surface: asphalt/concrete
Operational thresholds (cross winds, visibility etc.) - Aircraft's crosswind limit is 15
knots. Proteus cannot fly in icing conditions or moderate turbulence. Max landing weight
is 12,500 lbs.
Proteus Instrumentation
VHF x 2/Satcom relay
Proteus is currently equipped with 2 VHF (118.0 - 136.975) radios and an Inmarsat
Mini-M satcom system. The VHF radios provide line of sight communication with
approximately 150 nmi of a base station radio. Beyond those distances, the Proteus crew
and communicate directly with scientists on the ground via the satcom.
LOS/OTH telemetry
Proteus is equipped with both a line of sight and over the horizon data link that is
available to payloads. Both data links utilize an RS232 data format. The LOS link
provides a full duplex bandwidth of 115.2KBps while the OTH link provides a bandwidth
of 2.4KBps. Depending on ground station antenna set-up and location, the LOS link
typically has a range of 30 nautical miles.
INS
The Proteus aircraft is equipped with a Boeing CMIGITS II GPS aided inertial system.
This INS is mounted in the mid upper fuselage and broadcasts aircraft attitude, position,
and rate information over serial data lines. Information on packet decoding can be
obtained from Scaled Composites.
GPS Splitter/Antennas
The Proteus is equipped with a GPS splitter that can provide GPS signals to the various
aircraft payloads. The GPS Source S14 splitter receives its signal from a Sensor Systems
Antenna P/N S67-1575-39. This is an L1 active antenna that receives its voltage through
the splitter (splitter blocks DC from other avionics). If necessary, other GPS antennas
can be adapted to existing mounts on top of the Proteus fuselage.
Power
The Proteus generators supply 800 amps of 28VDC power. There is an inverter in the
Proteus cabin that has a 1kVA rating at 110VAC/60 Hz. Payloads requiring other types
of power should plan on supplying their own inverters.
Onboard real time data system & PC
Proteus has two onboard flight test data acquisition systems capable of recording upto
100 channels of data.
Payload Volumes
As shown in Figure 17-18, several pressurized and unpressurized locations are available
on the aircraft for the integration of customer equipment. As shown previously, the
aircraft has carried six different pods on the centerline pylon (capable of upto 2000 lbs)
including the:
Angel Technologies and Raytheon Telecommunications Pod
14 ft. diameter profile
35 inches deep with 1 foot of fuselage clearance
Mounted at 12° Bank Angle
Figure 15: Angel Technologies and Raytheon Telecommunications Pod 3-view
NASA Langley Science Pod
18.7 ft. long
45 inch x 45 inch front profile with 1 foot fuselage clearance
Figure 16: NASA Langley Pod 3-view
Several other areas on the aircraft which could be configured to carry instruments include
the:
Fuselage Center Section (unpressurized)
40 inch diameter, 8 feet length
“Superboom” Option (unpressurized)
Extending vertical tail booms forward 80” for an equivalent volume of 80”
x 33” diameter
Figure 17: Internal Payload Locations
Figure 18: Fuselage Payload Volumes
Generic Payload Interface
Mechanical:
Depending on the depth of the customer’s instrument, Proteus external pods can be
mounted either directly to the fuselage or to an existing belly pylon. The centerline pylon
accepts a standard ejector style bombrack (BRU-22) which can carry upto 2000 lbs (22"
spacing on hard points).
Electrical
The Proteus Payload Electrical ICD summarizes the interfaces between the
aircraft and payloads. The current version of this document is revision 1.5 shown below.
Power:
Left Side Bus: 225-amp In-line fuse and Leach MS24185-D2 400 Amp Relay
Set #1: 28V (1), GND wire (1), 1/0 Gage Wire
Wire Current Rating = 245 Amps
Termination = Terminal Lugs, 3/8” Hole
5 ft Drop Length from Fuselage at FS365
Right Side Bus: 130-amp In-line fuse and Leach MS24185-D2 400 Amp Relay
325-amp In-line fuse and Eaton Aerospace MS24185-D1 400
Amp Relay
Set #2: 28V (1), GND wire (1), 2Gage Wire (connected to Leach Relay)
Wire Current Rating = 180 Amps
Termination = Terminal Lugs, 3/8” Hole
5 ft Drop Length from Fuselage at FS365
GPS Signal:
RG58 Coax with BNC Male connector
20 ft Drop Length from Fuselage at FS365
Sensor Systems Antenna P/N S67-1575-39 signal passed through GPS Source
S14 Splitter
Payload Connector:
MS3476L22-55S, M83723-13R2255N
10 ft Drop length from Fuselage at FS365
All lines run to cockpit connector (identical sequence) as follows:
Pin
Signal
Pin
Signal
Pin
Signal
A
B
C
D
E
F
G
H
J
K
L
M
N
P
R
S
T
U
V
W
Pair 1
Pair 1
Shield 1
Pair 2
Pair 2
Shield 2
Shield 3
Pair 3
Pair 3
Pair 4
Pair 4
Shield 4
Pair 5
Pair 5
Shield 5
Pair 6
Pair 6
Shield 6
Pair 7
Pair 7
X
Y
Z
a
b
c
d
e
f
g
h
i
j
k
m
n
p
q
r
s
Shield 7
Pair 8
Pair 8
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
t
u
v
w
x
y
z
AA
BB
CC
DD
EE
FF
GG
HH
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
20 awg
* 20 awg wire rated at 3 amps
** Twisted pair wiring rated at 3 amps
Cockpit Connector:
MS3470L22-55P, M83723-02R2255N
Note: Connector mates with Payload connector above
Recommended length of cockpit control box cable = 10 feet min
Ethernet:
RJ45 (female)
Recommended length of cockpit Ethernet cable = 10 feet min
Recommended length of pod Ethernet cable = 20 feet min
Payload Environment
Both NASA Langley and NASA Dryden have documented the Proteus
characteristics. This data can be obtained by contacting the following individuals:
NASA Langley: Anna Noe
NASA Dryden: Bob Curry
The Proteus provides a low vibration and shock environment. The most rigorous
vibration levels are encountered during taxi, takeoff, and landing. Depending on pod
power consumption, the temperature within the pod is typically 30-40 deg F warmer that
standard ISA temperatures. In addition, for unpressurized payloads, pressure within the
pod closely matches the standard atmospheric tables.
Double Q-bay Pod Payload Interface
Mechanical
The Proteus double equipment bay pod was designed to conform to the payload volume
requirements specified in the NASA ER-2 Investigator’s Handbook. As in the ER-2
installation, each Q-bay is limited to a total weight of 900 lbs (including attachment
rack).3 Please refer to Appendix A of the NASA ER-2 Investigator’s Handbook for more
information on the NASA Q-bay.
Figure 19: Layout of Proteus Q-bay Pod
3
Each of the Q-bay rack attachment points (1 forward, 2 aft) cannot exceed a 300 lb limit load per
Lockheed drawings.
Figure 20: NASA ER2 Q-bay Layout4
Electrical
The Proteus double equipment bay pod will have the same interface as NASA’s ER2
aircraft. NASA will supply EIP boxes such that the payload interface will be seamless
regardless of science platform. Please refer to Chapter 6 of the ER2 Airborne Laboratory
Experimenter’s Handbook for more information on the electrical interface.
4
Taken from the August 2002 revision of the NASA ER2 Experimenter’s Handbook.
Figure 21: ER2 Q-bay EIP5
5
Taken from the August 2002 revision of the NASA ER2 Experimenter’s Handbook.
Customer Data Requirements
To help Scaled Composites respond to customer inquiries, the following Payload
information sheet should be reviewed, filled out, and returned to Scaled Composites.
Principal Investigator
Name:
Institution:
Address:
Phone:
Fax:
Email:
Instrument
Name:
Purpose:
Size (if multiple components, please identify each item):
Weight:
Power:
Special Requirements (pressurization, nitrogen purge, ram air cooling, etc):
Brief Description of Proposed Operations:
Typical Flight Profile:
Typical Flight Duration:
Number of Flights:
Length of Deployment:
Deployment Geographic Location:
Proteus Interface
Is inertial or GPS information required?
Is onboard data recording using Proteus’ system required?
If yes, number of parameters and sample rate?
Is a pilot and/or test engineer interface required (laptop, stunt box, or other)?
Is telemetry required?
If yes, what are the number of channels and approximate data rates?
Status
What is the instrument readiness condition?
Where will build up and integration be performed?
Sponsor and Funding
Sponsoring Agency:
Proposal would be submitted:
Funding would start:
Deployment Timeline: