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WB-57 EXPERIMENTER’S HANDBOOK 

Aircraft Operations Division

August 2023 

Public Release Statement: This document has been reviewed for proprietary, sensitive but unclassified (SBU), and export 

control (ITAR/EAR) and has been determined to be non-sensitive. It has been released to the public via the NASA Scientific 

and Technical Information (STI) process, DAA 40230. 

National Aeronautics and

Space Administration

Lyndon B. Johnson Space Center

Houston, Texas 77058
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APPROVAL AUTHORITY

________________________________ 

Raymond G. Heineman 

Chief, Aircraft Operations Division

original signed by:
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CHANGE RECORD/LIST OF EFFECTIVE PAGES

Doc.

Version Date Process Owner/Ext. Description

Basic Aug 2001 G. Ash/49651 Initial release.

Basic 

PCN 1

Feb 2002 G. Ash/49651 Change bar denotes changes on Page 18.

Rev A Nov 2010 J. Alexander/49870 Major revision; document updated to 

reflect current procedures.

Rev B Mar 2015 J. Alexander/49870 Add records information per 

JPR 1281.5, Document and Data 

Control. Add Section 10.1.3, Payload 

Audio Channels, and Section 10.1.4, 

Cockpit Audio Recording. Revise 

document to reflect current capabilities 

and processes.

Rev C Jun 2017 C. Mallini/33463 Major revision to reflect current 

procedures.

Rev C 

PCN 1

Nov 2019 D. Rutovic/49871 Update reference to Payload Information 

Form to reflect correct Web address.

Rev C 

PCN 2

Aug 2023 P. Layshock/41016 Revise JSC Aircraft Operations Website 

hyperlinks to align with the current 

release. 

Page No. Doc. Version Page No. Doc. Version

Cover.........................................Rev C PCN 2 52...............................................Rev C PCN 2

i thru iv......................................Rev C PCN 2 53 thru 60 ............................................. Rev C

v thru x .................................................. Rev C A-1 thru A-6......................................... Rev C

1.................................................Rev C PCN 2 B-1.............................................Rev C PCN 2

2 thru 9 ..................................................Rev C B-2........................................................ Rev C

10...............................................Rev C PCN 2 C-1 thru C-6 ......................................... Rev C

11...........................................................Rev C C-7.............................................Rev C PCN 2

12...............................................Rev C PCN 2 C-8........................................................ Rev C

13 thru 36 ..............................................Rev C D-1 and D-2 ......................................... Rev C

37 thru 39 ..................................Rev C PCN 2 E-1 thru E-4.......................................... Rev B

40 thru 49 ..............................................Rev C F-1 thru F-4.......................................... Rev C

50...............................................Rev C PCN 2 G-1 and G-2 ......................................... Rev C

51...........................................................Rev C
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TABLE OF CONTENTS

Section Page

1.0 INTRODUCTION ......................................................................................................... 1

2.0 PURPOSE....................................................................................................................... 1

3.0 SCOPE............................................................................................................................ 1

4.0 RECORDS...................................................................................................................... 1

5.0 REFERENCES .............................................................................................................. 1

6.0 DEFINITIONS............................................................................................................... 2

7.0 AIRCRAFT DESCRIPTION........................................................................................ 2

7.1 GENERAL....................................................................................................................... 2

7.2 DIMENSIONS................................................................................................................. 3

7.3 PERFORMANCE............................................................................................................ 4

7.3.1 Airspeed ........................................................................................................................... 4

7.3.2 Turn Radius...................................................................................................................... 4

7.3.3 Climb and Descent Rates................................................................................................. 4

7.3.4 Planning Factors............................................................................................................... 5

7.4 PAYLOAD WEIGHTS ................................................................................................... 5

7.5 OPERATING RESTRICTIONS...................................................................................... 9

7.5.1 Altitude Limitations......................................................................................................... 9

7.5.2 Air Traffic Control Limitations ....................................................................................... 9

7.5.3 Low Visibility Limitations............................................................................................... 9

8.0 ENVIRONMENT........................................................................................................... 9

8.1 PRESSURE...................................................................................................................... 9

8.2 TEMPERATURE ............................................................................................................ 9

8.3 LOAD AND ACCELERATION ................................................................................... 10

8.4 AIRFLOW AND BOUNDARY LAYER...................................................................... 10

8.5 STABILITY/ATTITUDE.............................................................................................. 10

8.6 VIBRATION AND SHOCK ......................................................................................... 10

8.7 RADIO FREQUENCY AND ELECTROMAGNETIC INTERFERENCE.................. 11

8.8 RADIATION ................................................................................................................. 11

9.0 PAYLOAD ACCOMMODATIONS.......................................................................... 12

9.1 PHYSICAL.................................................................................................................... 12

9.1.1 Locations and Dimensions............................................................................................. 12

9.1.2 Mass and Moment Constraints....................................................................................... 18

9.1.3 Cabin and Cargo Access Constraints............................................................................. 18

9.1.4 Mechanical Interfaces.................................................................................................... 18

9.2 ELECTRICAL POWER AND INTERFACE ............................................................... 18

9.2.1 Aircraft/Experiment Electrical Interface........................................................................ 19

9.2.2 Auxiliary Power Panels.................................................................................................. 26

9.3 PAYLOAD CONTROL AND INTERFACE................................................................ 32
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Section Page

9.4 EXPERIMENTER PORTS............................................................................................ 33

9.5 PROBES, VENTURIS, AND INLETS ......................................................................... 33

9.6 FACILITY INSTRUMENTS ........................................................................................ 33

9.6.1 Standard Aircraft Systems (Performance, Calibration) ................................................. 33

9.6.2 Cameras and Video........................................................................................................ 33

9.7 SCIENCE CREW COMPLEMENT.............................................................................. 34

10.0 COMMUNICATIONS, NAVIGATION, AND DATA ACQUISITION, 

DISTRIBUTION AND DISPLAY.............................................................................. 34

10.1 VOICE AND DATA COMMUNICATIONS ............................................................... 34

10.1.1 Voice Communications.................................................................................................. 34

10.1.2 INMARSAT................................................................................................................... 34

10.1.3 Payload Audio Channels................................................................................................ 34

10.1.4 Cockpit Audio Recording .............................................................................................. 34

10.1.5 Ku-Band Spread Spectrum (KuSS) ............................................................................... 34

10.1.6 Aircraft Network............................................................................................................ 35

10.2 ANTENNAS.................................................................................................................. 35

10.3 FLIGHT MANAGEMENT AND NAVIGATION SYSTEMS .................................... 35

10.3.1 Flight Management System Data Entry Methods.......................................................... 35

10.4 FLIGHT PARAMETER DATA RECORDING............................................................ 36

10.5 DATA ACQUISITION.................................................................................................. 36

10.6 DATA DISTRIBUTION AND INTERFACE............................................................... 37

10.7 DATA DISPLAY........................................................................................................... 37

10.8 TIME INFORMATION................................................................................................. 37

11.0 PAYLOAD DESIGN PLANNING, ENGINEERING, AND INTEGRATION 

PROCESSES................................................................................................................ 37

11.1 EXPERIMENT DEVELOPMENT AND PLANNING................................................. 37

11.1.1 Airborne Science Flight Requests.................................................................................. 37

11.1.2 Payload Information Form............................................................................................. 38

11.1.3 Payload Data Package (PDP)......................................................................................... 38

11.1.4 Drawing and Other Technical Data ............................................................................... 39

11.1.5 Hazards .......................................................................................................................... 39

11.1.6 Aircraft Personnel .......................................................................................................... 39

11.2 CERTIFICATIONS, REVIEWS, AND APPROVALS ................................................ 40

11.3 AIRCRAFT INTEGRATION........................................................................................ 40

11.4 SCHEDULES AND TIMELINES................................................................................. 40

11.4.1 Arrival at Ellington Field............................................................................................... 42

11.4.2 Departure from Ellington Field...................................................................................... 42

12.0 PAYLOAD DESIGN AND FABRICATION REQUIREMENTS .......................... 43

12.1 FLIGHT SAFETY ......................................................................................................... 43

12.2 MECHANICAL SYSTEMS.......................................................................................... 43

12.2.1 Loads and Structures, Payload Data Package Requirements......................................... 43

12.2.2 Inlet Systems.................................................................................................................. 45
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Section Page

12.2.3 Fasteners ........................................................................................................................ 45

12.2.4 Welding.......................................................................................................................... 46

12.3 ELECTRICAL SYSTEMS............................................................................................ 46

12.3.1 Wiring ............................................................................................................................ 46

12.3.2 Cabling........................................................................................................................... 47

12.3.3 Connectors..................................................................................................................... 47

12.3.4 Circuit Protection........................................................................................................... 48

12.3.5 Batteries and Uninterruptible Power Supplies............................................................... 48

12.3.6 Motors and Pumps......................................................................................................... 48

12.3.7 Power Distribution......................................................................................................... 48

12.3.8 Electromagnetic Interference ......................................................................................... 48

12.4 MATERIALS................................................................................................................. 49

12.4.1 Metallic .......................................................................................................................... 49

12.4.2 Non-Metallic .................................................................................................................. 49

12.4.3 Hazardous Material........................................................................................................ 49

12.5 PRESSURE AND HYDRAULIC SYSTEMS .............................................................. 49

12.5.1 Pressure/Vacuum Systems............................................................................................. 49

12.5.2 Purge/Vent Systems....................................................................................................... 51

12.5.3 Cylinders........................................................................................................................ 51

12.6 THERMAL .................................................................................................................... 51

12.6.1 Temperature Limits........................................................................................................ 51

12.6.2 Control ........................................................................................................................... 52

12.6.3 Heaters........................................................................................................................... 52

12.6.4 Chillers........................................................................................................................... 52

12.7 HAZARDS..................................................................................................................... 52

12.7.1 Lasers............................................................................................................................. 52

12.7.2 Gases.............................................................................................................................. 52

12.7.3 Cryogens........................................................................................................................ 52

12.7.4 Radiation Sources.......................................................................................................... 52

12.7.5 Other .............................................................................................................................. 53

12.8 ACCESS, EGRESS, AND PHYSICAL INTEGRATION ............................................ 53

13.0 FLIGHT OPERATIONS ............................................................................................ 53

13.1 OPERATIONAL SCENARIOS (FLIGHT HOURS AND DUTY DAYS) .................. 53

13.2 IN-FLIGHT ACTIVITIES AND PROTOCOLS........................................................... 54

13.2.1 Post-Flight...................................................................................................................... 54

13.3 TESTING....................................................................................................................... 54

13.4 FIELD DEPLOYMENTS.............................................................................................. 55

14.0 GROUND OPERATIONS .......................................................................................... 56

14.1 FACILITIES .................................................................................................................. 56

14.1.1 Building 994 Computer Network Access, Printers, and Phones ................................... 57

14.1.2 Payload Equipment and Material Storage...................................................................... 57

14.1.3 Shipping and Receiving ................................................................................................. 57
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Section Page

14.2 GROUND SUPPORT EQUIPMENT............................................................................ 58

14.3 TOOL CONTROL......................................................................................................... 58

14.4 ACCESS (INCLUDING BADGING)........................................................................... 59

14.4.1 United States Citizens.................................................................................................... 59

14.4.2 Permanent Resident Aliens (“Green Card” Holders)..................................................... 59

14.4.3 Foreign Nationals and Foreign Representatives............................................................ 59

14.5 SAFETY ........................................................................................................................ 59

LIST OF APPENDICES

Appendix Page

A ACRONYMS AND ABBREVIATIONS.................................................................. A-1

B PAYLOAD INFORMATION FORM...................................................................... B-1

C PAYLOAD DATA PACKAGE REQUIREMENTS .............................................. C-1

D RACK/MOUNTING LOCATIONS......................................................................... D-1

E DATA/NAVIGATION PARAMETERS ................................................................. E-1

F DETAILED SAFETY AND EMERGENCY PROCEDURES ...............................F-1

G COMMUNICATION SYSTEM GUIDE.................................................................G-1

LIST OF FIGURES

Figure Page

1 Aircraft Dimensions......................................................................................................... 3

2 Nose Radome Loading Envelope .................................................................................... 6

3 Spearpod Forebody Loading Envelope............................................................................ 7

4 Superpod Forebody Loading Envelope ........................................................................... 8

5 Typical Payload Integration Locations.......................................................................... 12

6 Standard 3-Foot Pallet ................................................................................................... 13

7 Standard 15 psi Pressure Container in 3-Foot Pallet ..................................................... 14

8 Spearpod ........................................................................................................................ 15

9 Superpod ........................................................................................................................ 16

10 Nose Cone...................................................................................................................... 17

11 Typical Mk I Experiment Interface Panel...................................................................... 19

12 Experimental Control Panel........................................................................................... 20

13 Mk I Power and Status Simplified Schematic (N926NA and N928NA) ...................... 21

14 Mk III Power and Status Simplified Schematic (N927NA) .......................................... 22

15 Pinout Receptacles J1 through J5 Configuration (MS3472W22-55S Receptacle)........ 23

16 Pinout Receptacles J6 through J10 Configuration (MS3472W20-16S Receptacle)...... 24

17 Pinout Receptacles J11 and J12 Configuration (MS3452W22-22S Receptacle) .......... 24
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Figure Page

18 Typical Mk III Experiment Interface Panel................................................................... 25

19 Typical Legacy Experimenter Interface Panel............................................................... 25

20 Power Connection for Non-Automated Payloads.......................................................... 32

21 Rear Cockpit Right Side Console Configuration........................................................... 32

22 Rear Cockpit Forward Console Configuration .............................................................. 33

23 Axis Configuration for Ultimate Loads......................................................................... 45

24 Building 994 WB-57 Payload Laboratory..................................................................... 56

25 Building 994 High Bay Work Area ............................................................................... 57

26 Building 994 Toolbox.................................................................................................... 58

LIST OF TABLES

Table Page

1 Performances and Capabilities......................................................................................... 4

2 Climb and Descent Rates................................................................................................. 4

3 Planning Factors (All times below in minutes)................................................................ 5

4 Maximum Gross Weight Limits...................................................................................... 5

5 Radio Frequency Chart .................................................................................................. 11

6 Auxiliary Power Connections (N926NA)...................................................................... 27

7 Auxiliary Power Connections (N928NA)...................................................................... 29

8 Auxiliary Power Connections (N927NA)...................................................................... 31

9 Minimum Wire Gauges.................................................................................................. 47
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1.0 INTRODUCTION

This handbook presents information on the National Aeronautics and Space Administration

(NASA) WB-57 high-altitude research aircraft and should be used in conjunction with 

information available on the NASA WB-57 Website: 

WB-57 Website

2.0 PURPOSE

This handbook provides the information necessary to make your work easier, safer, more 

efficient, and less expensive. The procedures required prior to flight are essential to ensure the 

safety of the aircraft, associated equipment, and all individuals involved. 

While every effort is made to keep this document as complete and up-to-date as possible, the 

WB-57 Program is dynamic and changes frequently occur. Please contact the WB-57 Program 

Office to verify information, request additional details, or to ask questions; contact information is 

available at the following: 

WB-57 Contacts

3.0 SCOPE

This document is applicable to all experiments conducted on NASA WB-57 aircraft.

Reference the Aircraft Operations Division (AOD) EDMS (Electronic Document Management 

System) Library or WB-57 Experimenter's Handbook to verify latest version of this document.

4.0 RECORDS

Record Record Custodian

WB-57 Payload Records Maintained (Contractor) WB-57 Program Office

5.0 REFERENCES

AOD Form 314, Checklist for Test Readiness Review of Payloads and Experiments on JSC 

AOD Heavy Aircraft 

American Welding Society (AWS) D17.1, Specification for Fusion Welding for Aerospace 

Applications 

American National Standard Institute/American Institute of Aeronautics and Astronautics 

(ANSI/AIAA) S-081/A, Space Systems Composite Overwrapped Pressure Vessels

Federal Motor Vehicle Safety Standards (FMVSS) 304, Compressed Natural Gas Fuel Container 

Integrity
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Johnson Space Center (JSC) Form (JF) 44A, Radio Frequency/Microwave Hazard Evaluation 

Data

JF 44B, Laser Device Use Request/Authorization

JF 1023, Nonionizing Radiation Training & Experience Summary

JSC Procedural Requirement (JPR) 1700.1, JSC Safety and Health Handbook

JPR 1710.13, Design, Inspection and Certification of Ground-Based Pressure Vessels and 

Pressurized Systems

NASA Drawing 8593003, Wire, Electric, Interconnection, & Hookup

NASA Drawing 8594001, Preparation of Stress Analysis Reports

National Fire Protection Association (NFPA) 52, Vehicular Gaseous Fuel Systems Code

Society of Automotive Engineers (SAE) AS50881, Wiring Aerospace Vehicle

Technical Order (T.O.) 1-1A-14, Technical Manual, Installation and Repair Practices, Volume 1, 

Aircraft Electric and Electronic Wiring

NOTE

Contact the NASA WB-57 Program Office for access to all 

NASA AOD documents.

6.0 DEFINITIONS

Shall and Will Indicates a mandatory requirement.

Should and May Indicates an acceptable or suggested means of accomplishment.

7.0 AIRCRAFT DESCRIPTION

7.1 GENERAL

NASA JSC AOD owns and operates the last three WB-57 aircraft in the world, out of Ellington 

Field (EFD) in Houston, Texas. The WB-57 aircraft, originally produced as the WB-57F by 

General Dynamics, is a mid-wing, long-range aircraft capable of operation from sea level to 

altitudes in excess of 60,000 feet (ft). NOTE

Flights above 50,000 ft (“high flights”) require the aircrew 

to wear full pressure suits.

Two crewmembers are positioned at separate tandem stations in the forward section of the 

fuselage. The pilot station contains all the essential equipment for flying the aircraft. The aft, or 

Sensor Equipment Operator (SEO) station, contains both navigational equipment and controls for 

the operation of payloads and payload support systems located throughout the aircraft.
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NOTE

NASA JSC’s WB-57 aircraft (N926NA, N927NA, and 

N928NA) are not configured identically, although that is 

the long-term goal. Wherever possible, differences 

between the three aircraft are specified.

7.2 DIMENSIONS

Figure 1 provides the basic dimensions of the WB-57 aircraft. 

Figure 1. Aircraft Dimensions
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7.3 PERFORMANCE

Refer to Table 1 for WB-57 aircraft performance and capabilities.

Table 1. Performances and Capabilities

Aircraft Ceiling Over 60,000 ft

Maximum Flight Duration ~6.5 hours (not air refuelable)

Range ~2,500 nm

Maximum Gross Weight 72,000 lbs

Maximum Payload Weight 9,700 lbs (including empty weight of pallets, spearpods, and 

superpods)

Wing Surface Area 2,000 ft2

Engine Thrust 15,500 lbs per engine

True Air Speed at 60,000+ft ~410 knots (KTS) (maximum Mach 0.78)

Maximum True Air Speed at Sea Level 190 KTS 

Minimum Runway Dimensions 7,000 ft × 150 ft (sea level)

Maximum Crosswind Component 15 KTS

Air-to-Ground Communications Ultra High Frequency (UHF), Very High Frequency (VHF), 

High Frequency (HF), Satellite (SAT) Phone, Ku-Band 

Spread Spectrum (KuSS), INMARSAT

Payload Power Options 115 Volts Alternating Current (VAC) 400 Hz 3 Phase

115 VAC 60 Hz Single Phase 28 Volts Direct Current (VDC)

7.3.1 Airspeed

The WB-57 is limited to 190 knots calibrated airspeed (KCAS) below 35,000 ft; and 175 KCAS or 

Mach 0.78, whichever is less, above 35,000 ft.

7.3.2 Turn Radius

Turn radius is a function of airspeed and bank angle. Airspeed varies with altitude and winds;

bank angle is limited to 30 degrees. At altitude, the turn radius with a 30-degree bank angle is 

approximately 5 nautical miles (nm).

7.3.3 Climb and Descent Rates

Maximum climb rate is approximately 6,000 feet per minute (ft/min). A typical climb profile is 

shown in Table 2.

Table 2. Climb and Descent Rates

Climb Descent

0–15,000 ft 4,000 ft/min

15,000–30,000 ft 2,500–3,000 ft/min

30,000–40,000 ft 2,000 ft/min

40,000+ ft 1,000 ft/min

The maximum descent rate is approximately 4,000 ft/min, although the typical descent rate is 

approximately 2,000 ft/min.
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7.3.4 Planning Factors

Based on aircraft performance, the planning factors shown in Table 3 can be used for a typical 

WB-57 mission. Actual performance will vary depending on payload weight, fuel load, etc.

Table 3. Planning Factors

Altitude 

(ft MSL)

Time to Climb

(minutes)

Loiter Time at 

Altitude

(minutes)

Time to 

Descend/RTB

(minutes)

45,000 0+30 5+00 0+30

50,000 0+35 4+50 0+35

55,000 0+45 4+30 0+45

60,000 1+00 4+00 1+00

7.4 PAYLOAD WEIGHTS

The WB-57 can carry up to 9,700 pounds (lbs) of payload (including the empty weights of 

pallets, spearpods, and superpods). Overall payload weight should be kept to a minimum when 

all other payload design requirements have been satisfied. Refer to Table 4 for maximum gross

weight limits for the various payload integration locations. The aircraft is sensitive to Center of 

Gravity (CG) location, so ballast may need to be added (primarily in the nose), which subtracts

from overall payload capacity.

Table 4. Maximum Gross Weight Limits

Payload Integration Location Payload (Maximum) Empty Weight

3-foot Unpressurized Pallet 1,000 lbsa 165 lbs

3-foot Pressurized Pallet 1,000 lbsa ~400 lbs (estimated)

6-foot Unpressurized Pallet 2,000 lbsa ~247 lbs

6-foot Pressurized Pallet 2,000 lbsa ~700 lbs (estimated)

Nose Cone 954 lbsb ~232 lbs

Aft Fuselage CG dependent, contact WB-57

Program Office

Spearpod Forebody 370 lbsc ~90 lbs

Superpod Pylon and Forebody: 1,420 lbs

Forebody: 400 lbsd

Pylon: ~508 lbs

Forebody: ~140 lbs

Wing Hatch 65 lbse ~5.5 lbsf

a Including pallet

b Including nose radome, CG dependent (see Figure 2) c Including forebody, CG dependent (see Figure 3)

d CG dependent (see Figure 4) e Including wing hatch panel

f Wing hatch panel
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FS (in) -32.9 -27.9 -22.9 -17.9 -12.9 -7.9 -2.9 0 2.1 7.1 12.1 17.1 22.1 27.1 35.1 40.1 43.1

X (in) 73 68 63 58 53 48 43 40.1 38 33 28 23 18 13 8 3 0

WT (lbs) 383 411 444 482 527 582 649 696 731 796 842 879 909 932 946 954 958

Origin of X dimension is at the forward bulkhead [Fuselage Station (FS) 43.1] and positive running forward.

Ballast amount is governed by overall aircraft weight and balance requirements.

Empty radome weight is 232 lbs at X=23.1 inches (in). These values are approximated for use in planning purposes. Contact the 

WB-57 Program Office for details about the specific nose cone to be used in the payload.

NOTE

This loading envelope assumes a relatively uniform loading 

of the WB-57 nose cone attachment ring. For payloads 

with attachment designs that may result in non-uniform 

loading of the nose cone attachment ring, contact the 

WB-57 Program Office for design guidance.

Figure 2. Nose Radome Loading Envelope
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Payload+Forebody+Extension w/Rack Payload Only (assuming standard spearpod forebody)

X (in) 0 25.6 78 78 X (in) 0 29.3 78 78

WT (lbs) 370 370 122 0 WT (lbs) 280 244 92 0

Origin of X dimension is at the extension ring-to-pylon interface (FS 293.0) and positive running forward.

Forebody-to-Extension ring interface is at X=12.0 (FS 281.0).

Standard empty weights:

Forebody (P/N 5726012-301 or P/N RX612): 55 lbs at X=37 in.

Extension Ring (P/N 5726040-701/702) w/Rack: 70 lbs at X-6.0 inches

Combined: 126 lbs at X=14 in.

Figure 3. Spearpod Forebody Loading Envelope
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Payload+Forebody Payload Only (assuming standard forebody)

X (in) 2 30 80.6 80.6 X (in) 2 28 80

WT (lbs) 560 560 208 0 WT (lbs) 400 400 210

Origin of X dimension is at the forebody to pylon interface (FS 245.75) and positive running forward.

Empty standard forebody (P/N EAW-1005-1) weight: 140 lbs at X=34.5 inches.

Weight and balance also governed by overall superpod configuration (forebody+pylon).

Figure 4. Superpod Forebody Loading Envelope
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7.5 OPERATING RESTRICTIONS

WB-57 operating restrictions (e.g., airfield, meteorological) are as follows:

• Minimum runway length and width, respectively: 7,000 ft by 150 ft (at sea level)

• Maximum crosswind component for takeoff and landing: 15 KTS

7.5.1 Altitude Limitations

Flight rules dictate that the WB-57 may fly with a minimum altitude of 500 ft AGL (Above 

Ground Level) subject to NASA management approval and on a case-by-case basis.

Maximum altitude is dictated primarily by gross weight and overall drag. The aircraft is capable 

of higher altitudes later in flight due to fuel burn, while drag is increased by adding wing pods, 

instrument inlets, and any other items that protrude outside the aircraft. 

7.5.2 Air Traffic Control Limitations

The WB-57 is confined to all Air Traffic Control (ATC) rules, just as any other military or 

commercial aircraft is. Therefore, it is important to consider all ATC guidelines when planning a 

flight. In general, clearances above 45,000 ft are obtainable, whereas clearances between 

35,000–45,000 ft are more difficult to obtain, especially near metropolitan areas; clearances 

below 35,000 ft are difficult to obtain unless the flight is in a low traffic area. This is not to say 

the aircraft cannot pass through these high-traffic areas; however, ATC may not allow the 

aircraft to maneuver as desired for experimental purposes.

7.5.3 Low Visibility Limitations

For flight operations at night or in cloudy conditions, the pilot will be more conservative with 

fuel estimations, which may slightly decrease the flight time. The aircraft can be equipped with 

weather radar, which will aid in deconflicting with thunderstorms during both day and night 

operations; however, note that certain payloads in the nose may limit or preclude the use of the 

radar. In these instances, another deconfliction method may be employed with the use of a 

stormscope and/or ground radar station(s).

8.0 ENVIRONMENT

8.1 PRESSURE

Payload integration locations are typically unpressurized. However, conditioned bleed air 

provides pressure 5 pounds per square inch gauge (psig) to the nose cone compartment, 

pressurized pallet compartments, and pressure containers, if required.

8.2 TEMPERATURE

Temperature levels in payload compartments vary according to flight profile and ambient air 

conditions; however, tarmac temperatures in the summer can reach as high as 140° Fahrenheit (F) 

[60° Celsius (C)] and temperatures at high altitude drop to as low as -76°F (-60°C). Water 

condensation in Houston, Texas, is very likely upon descent to landing. GSE (Ground Support 
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Equipment) provides the capability for payload cooling operations on the ground prior to taxi. 

Researchers may incorporate heaters and chillers into payloads for use in flight. For detailed 

pallet temperature data, refer to the following:

WB-57 Design Aids

8.3 LOAD AND ACCELERATION

The WB-57 gravity (g) load envelope is -1.00-g to +2.25-g’s.

8.4 AIRFLOW AND BOUNDARY LAYER

For detailed boundary layer data, refer to the following:

WB-57 Design Aids

8.5 STABILITY/ATTITUDE

In level flight, the aircraft pitch attitude ranges from 0 degrees to approximately 8 degrees nose 

up. The pitch attitude varies with gross weight and indicated airspeed. Pitch attitude increases 

with increasing gross weight and decreasing indicated airspeed. During normal cruise, or at a 

normal data collection airspeed of approximately 130 knots indicated airspeed (KIAS), the pitch 

attitude will range between 0 and 4 degrees nose up, decreasing as fuel is consumed.

The WB-57 autopilot, in smooth air, will control the aircraft to ±1 degree in pitch, roll, and yaw. 

The autopilot can be coupled to a Global Positioning System (GPS) and will control the aircraft 

to within approximately 0.1 nm lateral deviation from the desired course. Aircraft heading will 

differ from the desired course depending on the magnitude of the crosswind component True 

Airspeed (TAS). This angular difference, known as crab angle, increases with increasing 

crosswind component and decreasing TAS. Crab angles can be as high as 20 degrees with a high 

crosswind component and low TAS.

The aircraft’s pitch attitude on the ground is approximately 3 degrees nose down. The aircraft 

can be leveled with jacks, if required, for ground operations.

8.6 VIBRATION AND SHOCK

Vibration levels within the aircraft during flight are minimal. Levels during ground operations 

are somewhat higher, especially in the low frequency range.

NOTE

No source data is available for the provided plots.

For vibration data, refer to the following:

WB-57 Design Aids
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8.7 RADIO FREQUENCY AND ELECTROMAGNETIC INTERFERENCE

Frequency ranges of the navigation, communications, and radar units on the WB-57 are shown in

Table 5. Experimenters are cautioned that transmitters on the aircraft may cause interference 

with equipment.

Table 5. Radio Frequency Chart

Equipment Transmitting/Receiving 

Frequency(ies) Receiving Transmitting

ADF (Automatic Direction Finder) 190.0 kilohertz (kHz) to 

1,750.0 kHz X

HF Radio 2.000–29.999 megahertz (MHz) X X

Marker Beacon 75.0 MHz X

VOR (VHF Omnidirectional Radio 

Range)

108.00–117.95 MHz X

Glideslope Receiver 329.15–335.00 MHz X

VHF Radio 118–136.975 MHz X X

UHF Radio 225.000–399.975 MHz X X

ATC Transponder 1,030 MHz X

1,090 MHz X

TCAS (Traffic Collision Avoidance 

System) 

1,030 MHz X

1,090 MHz X

DME (Distance Measuring Equipment) 

and TACAN (Tactical Air Command 

and Navigation)

960–1215 MHz

X X

GPS

1,575.42 (±10.0) MHz X

Iridium SAT Phone 1,616–1,626.5 MHz X X

Radar Altimeter 4.2–4.37 gigahertz (GHz) X X

Weather Radar 9375±30 MHz X X

Time Code Generator (IRIG-B) 1,575.42 (±2.0) MHz X

INMARSAT Satellite Data Link 1,626.5–1,646.5 MHz X

1,525.0–1,545.0 MHz X

KuSS 14.0–14.5 GHz X

11.55–12.75 GHz X

8.8 RADIATION

There are no known radiation effects to personnel or instruments on board the WB-57. Although 

the WB-57 flies at a higher altitude, radiation effects are not significantly different from those 

experienced on a standard commercial airliner. 
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9.0 PAYLOAD ACCOMMODATIONS

9.1 PHYSICAL

9.1.1 Locations and Dimensions 

The WB-57 can carry payloads up to 9,700 lbs (including the empty weights of pallets, spearpods, 

and superpods); typical payload integration locations are detailed in Figure 5. The aircraft

employs a pallet system in the main fuselage area that consists of interchangeable pallet modules

(pressurized and unpressurized). The pallet system can carry a total of 4,000 lbs, including pallet 

weight. Large payloads may be installed in the payload bay without use of the pallet system, by 

attaching the payload directly to the WB-57 airframe. Contact the WB-57 Program Office for

further information (refer to Section 2.0, Purpose). Payload bay rails will support a maximum of

5,000 lbs. Lighter, smaller weight payloads can also be carried in the forward and aft transition 

sections, nose cone, spearpods, superpods, wing hatches, aft fuselage, and/or tail cone. Drawings 

can be found on the WB-57 Website: 

WB-57 Design Integration

Figure 5. Typical Payload Integration Locations

For integration economy, pallets, spearpods, nose cones, and 15 pounds per square inch (psi) 

pressure containers are available for shipment to your facility. The modular feature of the 

pallets, spearpods, nose cones, and pressure containers allow for sensor development, 

integration, checkout, and maintenance away from the aircraft.
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The WB-57 has been modified to provide a standardized electrical interface for payload 

integration, power, and payload control operations, which permits the aircraft to carry multiple 

payloads simultaneously.

9.1.1.1 Pallets

Payloads can be easily integrated by use of NASA-provided pallets. Pallets are located midfuselage on the belly of the aircraft in the former bomb bay (now known as the pallet bay, payload 

bay, or Q-bay). Pallets are available in 3-foot or 6-foot sizes (measured longitudinally along the 

aircraft), pressurized or unpressurized configurations, and have convenient power panels located 

in close proximity to mounting locations (see Figure 6 for a standard 3-foot pallet).

NOTE

Pressurized pallets are pressurized to cockpit pressure 

(approximately 5 psig).

All pallets have detachable casters for use during ground operations and most have standard inlet 

holes available for payload inlets. Seven and one-quarter inch dropdown rails are available on 

most pallets, which provide added payload volume in the pallet bay, but reduce the ground 

clearance of the pallet.

NOTE

Modifications to pallets are allowed with WB-57 Program 

Office approval.

Pallets are available for shipment to researcher laboratories for payload design purposes.

NOTE

As long as the 12 ft of allotted space in the pallet bay is not 

exceeded, 3-foot and 6-foot pallets can be installed on the 

aircraft in multiple configurations (e.g., two 3-foot pallets 

may be installed with one 6-foot pallet, or two 6-foot 

pallets may be installed with no 3-foot pallets, or four

3-foot pallets may be installed with no 6-foot pallets).

Figure 6. Standard 3-Foot Pallet
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9.1.1.2 Pressure Containers

Payloads can be mounted within a standard 15 psi pressure container that will generally maintain 

one ATM (Atmosphere) pressure at altitude (see Figure 7). This container can be used to house 

spinning disk drives or other electronics that are sensitive to low-pressure environments. Active 

pressurization at 5 psig is available from the bleed air system, if desired. The pressure containers 

have standard panels for pressure relief, check valves, and an electrical interface. Pressure 

containers are available for shipment to researcher laboratories for payload design purposes.

Figure 7. Standard 15 psi Pressure Container in 3-Foot Pallet
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9.1.1.3 Spearpods 

Payloads can be integrated in NASA-provided wing spearpods (see Figure 8) located outboard of 

the engines. Spearpods are available in one size only, are unpressurized, and have convenient 

power panels located in close proximity to their mounting location. Rigs/carts are available at 

EFD for use during ground operations and installation/removal procedures. Spearpods, with 

available inlet holes, are available for shipment to researcher laboratories for payload design 

purposes. 

NOTE

Modifications are allowed with WB-57 Program Office

approval. 

Figure 8. Spearpod
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9.1.1.4 Superpods

Payloads can be integrated in NASA-provided wing superpods (see Figure 9) located immediately 

outboard of the engines. Superpods are available in one size only, are unpressurized, and have 

convenient power panels located in close proximity to their mounting location. The superpod is 

comprised of two major components: the pylon and the forebody. The pylon provides the 

interface to the wing, a forward interface ring with latches for mounting of the superpod forebody, 

and secondary locations for mounting payload hardware. The forebody is the nose of the superpod and primary location for mounting payloads. The forebody is the same type as that used on 

the NASA ER-2 to allow payload portability between the two platforms. No modifications are 

currently permitted on superpod forebodies. 

Figure 9. Superpod
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9.1.1.5 Nose Cone

Payloads can be integrated in the nose cone, which can be either pressurized or unpressurized. 

When pressurized, the nose cone is pressurized at cockpit pressure (approximately 5 psig). The 

nose cone has convenient power panels, a fiber optics interface, and other interfaces located in 

close proximity to its mounting location (see Figure 10). A nose cone rig is available at EFD for 

use during ground operations and installation/removal procedures. A common nose cone 

bulkhead ring is mounted on each aircraft allowing nose cones to be used on any aircraft without 

modification. 

NOTE

Modifications to nose cones are allowed with WB-57 

Program Office approval.

Figure 10. Nose Cone

9.1.1.6 Aft Fuselage/Tail Cone

Payloads can be integrated in the aft fuselage, which is located within the body of the aircraft 

from mid-wing to the tail cone and is unpressurized.

NOTE

Aft fuselage modifications are allowed with WB-57 

Program Office approval.

9.1.1.7 Wing Hatches

Small payloads can be integrated onto dry bay wing hatches. There are 14 total available wing 

hatches located on the underside of the wings (seven on each wing). 
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9.1.2 Mass and Moment Constraints

Refer to Section 7.4, Payload Weights.

9.1.3 Cabin and Cargo Access Constraints

Payloads and/or components are not accessible during flight.

9.1.4 Mechanical Interfaces

9.1.4.1 Structural Attachments (Hard Points)

Hard points are located outboard of the engine on each wing for mounting superpods and 

spearpods. Contact the WB-57 Program Office to inquire about the use of hard points to mount 

payloads other than the superpods or spearpods. 

9.1.4.2 Pods

Payloads can be integrated in NASA-provided spearpods or superpods (refer to Section 9.1.1.3, 

Spearpods, and Section 9.1.1.4, Superpods).

9.1.4.3 Equipment Bays

The pallet bay, or Q-bay, is the primary equipment bay. It is 12 ft long and can accommodate 

standard 3-foot or 6-foot payload pallets in the lower fuselage (refer to Section 9.1.1.1, Pallets).

Lighter, smaller weight payloads can also be carried in the forward and aft transition sections, 

nose cone, spearpods, superpods, wing hatches, aft fuselage, and/or tail cone (see ).

9.2 ELECTRICAL POWER AND INTERFACE

Payloads installed in the aircraft have the following power options:

• 115 VAC 400 Hertz (Hz), three-phase (~100 amps/phase maximum)

• 115 VAC 60 Hz, single phase (~50 amps maximum)

• 28 VDC (~400 amps maximum)

These power options are available at all typical payload integration locations through installed 

power panels. Connections to aircraft power panels are through standard military specification 

connectors. Internal data bus connections are also available for payloads. WB-57 data buses 

provide inertial reference system and various aircraft parameters to the payload data 

processor/recorder (refer to Section 12.3, Electrical Systems, for detailed information on 

electrical system requirements).
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9.2.1 Aircraft/Experiment Electrical Interface

The Experiment Interface Panel (EIP) links the payload to the aircraft electrical system, the 

Experiment Control Panel (ECP) in the rear cockpit, and the aircraft data system.

• N926NA has six total Mark (Mk) I EIPs (two in the pallet bay and one each in the nose, tail,

left wing, and right wing).

• N928NA has six total Mk I EIPs (three in the pallet bay and one each in the nose, left wing,

and right wing).

• N927NA has seven total Mk III EIPs (four in the pallet bay and one each in the nose, left

wing, and right wing).

In addition, each superpod pylon has one Mk I EIP and one auxiliary power panel. 

9.2.1.1 Mk 1 Experiment Interface Panel

Up to five payloads can be connected to each Mk I EIP (see Figure 11) using connectors J1 

through J5. Control switches to operate the payloads are located on the rear cockpit ECP. The 

ECP consists of four rows of five switches (see Figure 12). Each row of switches corresponds to 

receptacles J1 through J5 on a given EIP. The control switches activate a SPDT (Single Pole, 

Double Throw) relay (see Figure 13). The relay contacts are rated at 1.0 amp maximum. The 

contacts are user definable and are available at receptacles J1 through J5 on the EIP. 

Figure 11. Typical Mk I Experiment Interface Panel

Mk I EIP receptacles J1 through J5 provide the various timing, control, and aircraft navigation 

signals. The pinout for these receptacles is shown in Figure 15. 
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Alternating Current (AC) and Direct Current (DC) power are provided through identical Mk I

EIP receptacles J6 through J10. Each plug (J6 through J10) contains two 115 VAC 400 Hz 3-

phase circuits and two 28 VDC circuits. Each J6-J10 connector contact (AC or DC) is limited to 

a maximum of 15 amps. All connectors J6-J10 share the two AC circuits and the two DC 

circuits. Connectors J11 and J12 also share the two DC circuits with J6-J10. The two AC 

circuits are limited to 35 amps per phase per circuit for the entire EIP. In other words, each EIP 

is provided a maximum of 70 amps of DC power and 30 amps of AC power per phase that is 

shared among all power receptacles. Generally, it is desirable for power loads to be balanced. 

The WB-57 Program Office may assign payloads to specific circuits to achieve a balanced load. 

See Figure 16 for a pinout of receptacles J6 through J10.

Mk I EIP receptacles J11 and J12 are identical and accommodate higher current DC power 

connections. These receptacles provide a total (per circuit) of 35 amps. See Figure 17 for a 

pinout of receptacles J11 and J12.

Figure 12. Experimental Control Panel
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NOTE

The EIP Power Control Relay shown in Figure 13 is a 

mechanical relay on J1 through J5 of the Mk I EIP that is 

installed on N926 and N928. 

Figure 13. Mk I Power and Status Simplified Schematic (N926NA and N928NA)
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NOTE

Mk III EIP is installed on N927NA shown in Figure 14. 

The relay on J1-J5 of the Mk III EIP is a solid-state power 

controller requiring a specific direction of current flow. 

Current flow should be from pin HH to pin EE for all J1-J5 

EIP connections. Thereby, payloads can be flown on any 

of the aircraft without requiring wiring modification. Also, 

note that with the solid-state power controller there is no 

normally closed contact. Therefore, pin GG cannot be used 

on J1-J5 on N927NA EIPs.

Figure 14. Mk III Power and Status Simplified Schematic (N927NA)
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NOTE

PIN GG is applicable to Mk I EIPs only on N926NA and 

N928NA. For more information, see the note in Figure 13

and Figure 14.

Figure 15. Pinout Receptacles J1 through J5 Configuration 

(MS3472W22-55S Receptacle)
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Figure 16. Pinout Receptacles J6 through J10 Configuration 

(MS3472W20-16S Receptacle)

Figure 17. Pinout Receptacles J11 and J12 Configuration 

(MS3452W22-22S Receptacle)

9.2.1.2 Mk III Experiment Interface Panel

The legacy Mk I EIP functions are incorporated into the Mk III EIP in a virtually identical 

fashion. However, the connector part numbers and layout on the Mk III EIP are different from 

the Mk I EIP. To make the three aircraft as common as possible, N927NA has Legacy EIPs 

installed for payloads to connect. These legacy panels are built to replicate Mk I EIP part 

numbers of connectors J1-J10. This allows payloads to move from one aircraft to another 

without requiring different connections. 
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Figure 18. Typical Mk III Experiment Interface Panel

Figure 19. Typical Legacy Experimenter Interface Panel
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Up to five payloads can be connected to each Mk III EIP (see Figure 18) using connectors 

J1 through J5 of the Legacy EIP (see Figure 19). Control switches to operate the payloads are 

located on the rear cockpit ECP. The ECP consists of multiple rows of five switches (see

Figure 12). Each row of switches corresponds to receptacles J1 through J5 on a given Legacy

EIP Interface Panel. The control switches activate a solid-state power controller (see Figure 14). 

The relay contacts are rated at 1.0 amp maximum. The contacts are user definable and are 

available at receptacles J1 through J5 on the Legacy EIP. 

Mk III Legacy EIP receptacles J1 through J5 provide the various timing, control, and aircraft 

navigation signals. The pinout for the Legacy EIP receptacles is shown in Figure 15. 

AC and DC power are provided through identical Mk III Legacy EIP receptacles J6 through J10. 

Each plug (J6 through J10) contains two 115 VAC 400 Hz three-phase circuits and two 28 VDC

circuits. Each J6 through J10 connector contact (AC or DC) is limited to a maximum of 

15 amps. All connectors J6 through J10 share the two AC circuits and the two DC circuits. 

Connectors J11 and J12 also share the two DC circuits with J6 through J10. The two AC circuits 

are limited to 15 amps per phase per circuit for the entire EIP. The two DC circuits are limited to 

35 amps per circuit for the entire EIP. In other words, each EIP is provided a maximum of 

70 amps of DC power and 30 amps of AC power per phase that is shared among all power 

receptacles. Generally, it is desirable for power loads to be balanced. The WB-57 Program 

Office may assign payloads to specific circuits to achieve a balanced load. See Figure 16 for a 

pinout of receptacles J6 through J10. 

Another notable difference between the Mk III EIP and the Mk I EIP is that the Mk III EIP only 

has one high-power DC connector instead of two. Receptacle J11 accommodates higher current 

DC power connections. This receptacle provides a total (per circuit) of 35 amps. See Figure 17

for a pinout of receptacle J11. Receptacle J11 is not extended to the Legacy EIP; payloads 

needing to use this corrector will be connected directly to the Mk III EIP.

9.2.2 Auxiliary Power Panels

All typical payload integration areas have additional power interface panels. These panels 

provide connections to 115 VAC 60 Hz power in addition to the 115 VAC 400 Hz and 28 VDC 

power provided through the EIPs. Configurations for these power panels vary between the 

payload locations. Table 6, Table 7, and Table 8 detail the typical arrangement and connectors 

used for each type of power. Power to these panels is not individually controllable like the EIPs; 

they are energized throughout the entire flight. Since 115 VAC 60 Hz power is limited and 

therefore not the preferred option, whenever possible, 115 VAC 400 Hz should be used. 

The EIPs throughout the WB-57 are the main components for providing 115 VAC 400 Hz and 

28 VDC power to the payloads. There are also auxiliary power panels throughout the aircraft 

that provide 115 VAC 60 Hz power and some alternate connections for 115 VAC 400 Hz and 

28 VDC power. Table 6 (N926NA), Table 7 (N928NA), and Table 8 (N927NA) depict the 

different locations and types of connections that are available. 
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Amperage value listed in the tables is the maximum for that circuit. Many of the circuits listed 

are on shared circuit breakers. Therefore, the maximum current listed may not be available when 

multiple connections are made to a single circuit. Coordinate with the WB-57 Program Office to 

verify if the required circuit current is available.

Table 6. Auxiliary Power Connections (N926NA)

AIRCRAFT CONNECTOR PAYLOAD MATING

CONNECTOR

LOCATION QTY

TBF22-22PS

115VAC 400HZ PHA 35A A

115VAC 400HZ PHB 35A B

115VAC 400HZ PHC 35A C

400HZ GROUND D

MS3456W22-22P NOSE BULKHEAD 1

MS3119E20-16

115VAC 400HZ PHA 10A A

115VAC 400HZ PHB 10A B 

115VAC 400HZ PHC 10A C 

400HZ GROUND D 

115VAC 60HZ 10A F 

60HZ GROUND G 

60HZ GROUND M 

28VDC 10A J 

DC GROUND H 

28VDC 10A L 

DC GROUND K 

MS3476W20-16P NOSE BULKHEAD 1

MS3452W32-17S

28VDC 100A A 

DC GROUND B

28VDC 50A C 

DC GROUND D

MS3456W32-17P NOSE BULKHEAD 

PAYLOAD BAY 

1

2
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Table 6. Auxiliary Power Connections (N926NA) (Concluded)

AIRCRAFT CONNECTOR PAYLOAD MATING

CONNECTOR

LOCATION QTY

MS3452W20-19S

115VAC 60HZ 30A A

60HZ GROUND B

60HZ GROUND C

MS3456W20-19P PAYLOAD BAY 4

MS3472W12-3S

115VAC 60HZ 10A A

60HZ GROUND B

60HZ GROUND C

MS3476W12-3P PAYLOAD BAY 4

MS3452W14S-1S

115VAC 60HZ 15A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P PAYLOAD BAY

TAIL COMPARTMENT

LEFT WING

RIGHT WING

4

2

2

2

MS3452W14S-1S

115VAC 60HZ 10A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P LEFT WING

RIGHT WING

1

1

MS3452W14S-9S

28VDC 15A A

DC GROUND B

MS3456W14S-9P TAIL COMPARTMENT

LEFT WING

RIGHT WING

2

2

2

MS3472W14-5S

28VDC 15A A

DC GROUND B

UNUSED C

UNUSED D

UNUSED E

MS3476W14-5P LEFT WING

RIGHT WING

3

3
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Table 7. Auxiliary Power Connections (N928NA)

AIRCRAFT CONNECTOR PAYLOAD MATING

CONNECTOR

LOCATION QTY

MS3119E20-16

115VAC 400HZ PHA 10A A

115VAC 400HZ PHB 10A B

115VAC 400HZ PHC 10A C

400HZ GROUND D

115VAC 60HZ 10A F

60HZ GROUND G

60HZ GROUND M

28VDC 10A J

DC GROUND H

28VDC 10A L

DC GROUND K

MS3476W20-16P NOSE BULKHEAD 1

MS3452W32-17S

28VDC 100A A

DC GROUND B

28VDC 50A C

DC GROUND D

MS3456W32-17P NOSE BULKHEAD

PAYLOAD BAY

LEFT WING

RIGHT WING

1

3

1

1

MS3452W14S-1S

115VAC 60HZ 15A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P PAYLOAD BAY

LEFT WING

RIGHT WING

2

2

2

MS3452W14S-1S

115VAC 60HZ 10A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P PAYLOAD BAY 2
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Table 7. Auxiliary Power Connections (N928NA) (Concluded)

AIRCRAFT CONNECTOR PAYLOAD MATING

CONNECTOR

LOCATION QTY

MS3452W14S-1S

115VAC 60HZ 5A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P PAYLOAD BAY 4

MS3452W14S-9S

28VDC 15A A

DC GROUND B

MS3456W14S-9P LEFT WING

RIGHT WING

2

2

MS3452W14S-2S

115VAC 400HZ PHA 15A A

115VAC 400HZ PHB 15A B

115VAC 400HZ PHC 15A C

400HZ GROUND D

MS3456W14S-5P LEFT WING

RIGHT WING

2

2
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Table 8. Auxiliary Power Connections (N927NA)

AIRCRAFT CONNECTOR PAYLOAD MATING

CONNECTOR

LOCATION QTY

MS3119E20-16

115VAC 400HZ PHA 10A A

115VAC 400HZ PHB 10A B

115VAC 400HZ PHC 10A C

400HZ GROUND D

115VAC 60HZ 10A F

60HZ GROUND G

60HZ GROUND M

28VDC 10A J 

DC GROUND H

28VDC 10A L 

DC GROUND K

MS3476W20-16P NOSE BULKHEAD 1

MS3452W32-17S

28VDC 100A A 

DC GROUND B

28VDC 50A C

DC GROUND D 

MS3456W32-17P NOSE BULKHEAD 

PAYLOAD BAY 

LEFT WING 

RIGHT WING

1

4

1

1

MS3452W14S-1S

115VAC 60HZ 15A A

60HZ GROUND B

60HZ GROUND C

MS3456W14S-1P PAYLOAD BAY 

LEFT WING 

RIGHT WING

8

2

2

MS3452W14S-9S

28VDC 15A A 

DC GROUND B

MS3456W14S-9P PAYLOAD BAY 

LEFT WING 

RIGHT WING

8

2

2

MS3452W14S-2S

115VAC 400HZ PHA 15A A

115VAC 400HZ PHB 15A B

115VAC 400HZ PHC 15A C

400HZ GROUND D

MS3456W14S-5P PAYLOAD BAY 

LEFT WING 

RIGHT WING

8

2

2
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9.3 PAYLOAD CONTROL AND INTERFACE

ECP on/off switches in the rear cockpit control power to experiments (see Figure 12). Once 

power is provided to the instrument, payload operations should be handled internally. For 

payloads that are not completely automated, contact the WB-57 Program Office to discuss 

payload control options. Also, see Figure 20 for an example power connection to the EIP for 

non-automated payloads. The configuration of the SEO (rear cockpit) station is shown in

Figure 21 and Figure 22.

Figure 20. Power Connection for Non-Automated Payloads

Figure 21. Rear Cockpit Right Side Console Configuration
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Figure 22. Rear Cockpit Forward Console Configuration

9.4 EXPERIMENTER PORTS

Ports (e.g., viewports, apertures, windows) can be incorporated as required into pallets, nose

cones, wing hatches, spearpod forebodies, or superpod pylons. No modifications are currently 

permitted on superpod forebodies. Contact the WB-57 Program Office for further information

(refer to Section 2.0, Purpose). 

9.5 PROBES, VENTURIS, AND INLETS

Probes, venturis, and inlets can be incorporated as required into pallets, nose cones, wing 

hatches, spear pods, or superpod pylons. No modifications are currently permitted on superpod 

forebodies. Contact the WB-57 Program Office for further information (refer to Section 2.0, 

Purpose).

9.6 FACILITY INSTRUMENTS

9.6.1 Standard Aircraft Systems (Performance, Calibration)

There are no standard facility instruments currently available on the WB-57. 

9.6.2 Cameras and Video

The AIRS (Airborne Imaging and Recording System) nose mounts to the front of the WB-57 and 

takes the place of the standard nose. Originally designed to carry the WAVE (WB Ascension 

Video Experiment) optical bench, which filmed the space shuttle during launch, it has since been 

modified to carry different optical systems to meet various needs. 

The current optical system is the Day Night Airborne Motion Imagery for Terrestrial 

Environments (DyNAMITE), which consists of two independent co-bore sighted video camera 

systems. One system collects full 1080 (High-Definition) HD color video, and the other system 

is a Mid-Wave Infrared (MWIR) camera and lens.
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One of a kind, long focal length lenses for each system coupled with the HDTV (High-Definition 

Television) and MWIR sensors provide high-resolution full motion video for day and night 

operations at extreme ranges. The DyNAMITE system has been tailored with the option to 

collect individual snapshots (still imagery) for specific targets of interest as well as full video 

recording capabilities. The snapshots can be stitched together using an in-flight image processor 

to provide geo-rectified TIFF (Tagged Image File Format) mosaics.

9.7 SCIENCE CREW COMPLEMENT

The WB-57 flight crew consists of the pilot (front cockpit) and the SEO (back cockpit); there are

no additional science crewmembers on board the aircraft. The SEO is trained in payload 

operations by the payload customer. 

10.0 COMMUNICATIONS, NAVIGATION, AND DATA ACQUISITION, 

DISTRIBUTION AND DISPLAY 

10.1 VOICE AND DATA COMMUNICATIONS

10.1.1 Voice Communications

Iridium SAT Phone, secure/non-secure UHF, VHF, and HF radios provide a means of 

communication between flight crew and payload personnel on the ground. The preferred and 

primary means of communication with payload personnel on the ground is UHF.

10.1.2 INMARSAT

The WB-57 is equipped with a four-channel INMARSAT system, which allows for connection 

from systems on the aircraft, including payloads, to ground stations at EFD or deployed 

locations. Customers desiring to use the system are responsible for all costs required to operate 

the system. 

10.1.3 Payload Audio Channels

Two-level programmable transmit/receive audio channels allow a payload to act as two

communication radios available to the pilot or SEO. Contact the WB-57 Program Office for 

further information (refer to Section 2.0, Purpose). 

10.1.4 Cockpit Audio Recording

A cockpit voice recorder port allows recording of pilot audio. Contact the WB-57 Program 

Office for further information (refer to Section 2.0, Purpose). 

10.1.5 Ku-Band Spread Spectrum

KuSS allows for connection from systems on the aircraft, including payloads, to ground stations 

at EFD or deployed locations. Customers desiring to use the KuSS system are responsible for all 

costs required by the service provider. 
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10.1.6 Aircraft Network

Each aircraft has a computer network that can host payloads. The SEO can connect to a payload 

computer through the network by remote login. Payloads can also use this network to 

communicate data to the ground station through the satellite data link. 

10.2 ANTENNAS

The WB-57 has a GPS antenna farm on the upper fuselage, and there is a GPS repeater in 

Hangar 990 for use in payload ground testing and checkout. Contact the WB-57 Program Office 

(refer to Section 2.0, Purpose) for specifics on current GPS antennas available for use. 

10.3 FLIGHT MANAGEMENT AND NAVIGATION SYSTEMS

To position the aircraft properly to collect required data, the flight crew must enter precise 

navigational waypoints into the WB-57 Flight Management System (FMS). Waypoint data 

should be delivered to the flight crew as early as possible. One day prior to the flight is optimal; 

however, it is understood that is not always possible. Two hours prior to takeoff for all low 

flights and 3 hours prior for all “high” flights is sufficient in most cases. If the flight profile is 

particularly complicated or there are a large number of waypoints, then the customer should 

discuss these requirements with the flight crew early in the operation. A mutual timeline can be 

coordinated. 

10.3.1 Flight Management System Data Entry Methods 

There are two methods of entering data into the FMS. If the number of waypoints is small (10 or 

less), manually entering waypoints is reasonable. If the number of waypoints is significant 

(more than 10), then data transfer from a digital source is required. Each method requires a 

unique waypoint format (described below). 

NOTE

If the data transfer method is used, the payload team should 

provide the flight crew with both methods. 

Both methods provide waypoint name, latitude, and longitude. 

Waypoint Name – In both formats, “N” is an alphanumeric character in a five-character 

waypoint name. The name should describe the location of the waypoint (e.g., NW001 could be 

the northwestern most point and the first to be flown). The number sequence, therefore, should 

show the order in which the payload team desires the waypoints to be flown. As this is an 

example only, other naming options are possible. As long as other naming options are 

coordinated with the flight crew in advance and as long as they remain unique in the navigation 

database, they should suffice. 

Latitude – The “+/-” in front of the first set of numbers indicates North or South latitude, “+” for 

North and “-” for South. 

Longitude – The “+/-” in front of the second set of numbers indicates East or West longitude, 

“+” for East and “-” for West. 
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Degrees – The “D” stands for degrees of latitude or longitude. 

Minutes – The “M” stands for minutes of latitude or longitude. 

10.3.1.1 Manual Format

The manual format should be provided to the flight crew on as few pages as possible; one page is 

desirable. A map of the waypoints with ground references is highly desirable (Google EarthTM

mapping service has been used in the past and works well). The manual method is in degrees 

and minutes to two decimal places. 

NNNNN, +/- DD MM.MM, +/- DDD MM.MM 

Example (a waypoint northeast of San Antonio, TX):

NW001, +29 58.50, -098 15.45

10.3.1.2 Data Transfer Format

The data transfer format must be a text file (.txt). As with the manual format, a map of the 

waypoints is desirable. The data transfer format is in degrees to four decimal places. 

NNNNN, +/- DD.DDDD, +/- DDD.DDDD

Example (a waypoint northeast of San Antonio, TX):

NW001, +29.9750, -098.2575

10.4 FLIGHT PARAMETER DATA RECORDING

Aircraft attitude, navigational data (GPS and inertial), ambient flight path atmospheric 

conditions, and precise timing is recorded throughout the flight on the WB-57 Nav Data 

Recorder. This data stream is also available to aircraft payloads for data processing/recording. 

All ARINC 429 data supplied to the payload EIPs during the flight is recorded and can be 

supplied to the payloads post-flight. The WB-57 Program can provide the data in either of two 

formats:

A. CSV (Comma-Separated Values) format

B. ICARRT (International Consortium for Atmospheric Research on Transport and 

Transformation) (ict) format

10.5 DATA ACQUISITION

Aircraft attitude, navigational data (GPS and inertial), ambient flight path atmospheric conditions, 

and precise timing are distributed throughout the aircraft through the EIP connectors J1 through

J5. The pinouts are described in Figure 15, and the data parameters are detailed in Appendix E, 

Data/Navigation Parameters. This data is available at each EIP location. Contact the WB-57

Program Office early in the integration design process if you have additional requirements (refer 

to Section 2.0, Purpose).
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10.6 DATA DISTRIBUTION AND INTERFACE

Customers may elect to have embedded computer(s) as part of the payload. A Keyboard-VideoMouse (KVM) switch hardware, accessible by the user, allows multiple computers [e.g., Red 

Intelligent Data Acquisition Node (IDAN) and embedded payload computer] to access the video 

displays, mouse, and keyboard in the rear cockpit (SEO station). Removable drives are preferred 

to minimize de-integration of payloads. Solid-state hard drives are recommended if a pressure 

container is not used to house electronics, as spinning hard drives may not operate in a lowpressure environment. Contact the WB-57 Program Office for details of the KVM hardware and 

interface requirements.

A common fiber optics interface runs from the payload bay to the canted bulkhead (behind the 

cockpit) to the nose bulkhead (forward of the cockpit). This interface is populated with 37 fiber 

pairs consisting of: 16x50 micron, 13x62.5 micron, and 8x9 micron fibers. The fiber interface is 

not used by aircraft systems and may be used by the payload as needed. Mating connectors will 

be provided upon request.

10.7 DATA DISPLAY

Depending on payload configuration, data display is available to the SEO in the backseat via two 

monitors (15-inch and 10-inch) (see Figure 22).

10.8 TIME INFORMATION

An Inter-Range Instrumentation Group (IRIG-B) time code generator is available.

11.0 PAYLOAD DESIGN PLANNING, ENGINEERING, AND INTEGRATION 

PROCESSES

11.1 EXPERIMENT DEVELOPMENT AND PLANNING

11.1.1 Airborne Science Flight Requests

Contact the WB-57 Program Office at least 6 months prior to flight to discuss the feasibility of 

flying an instrument on the WB-57, to establish tentative dates, and to answer any specific 

questions. A payload integration project manager will work with you to guide you through the 

process. It is beneficial to maintain frequent communications with your payload integration 

project manager to identify and resolve potential problem areas as early and as smoothly as 

possible. For current contact information, refer to the following:

WB-57 Contacts

If sponsored by NASA, the principal investigator must also complete a formal Flight Request 

(FR) via the Science Operations Flight Request System (SOFRS). The FR should be submitted 

at least 6 months prior to flight. After processing at NASA Ames Research Center, the FR will 

be relayed to the WB-57 Program Office. An approved FR is required before the payload can be 

flown. Refer to Science Operations Flight Request System.
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The FR contains general information describing the following: 

• Science objectives

• Desired schedule (exact flight dates will be determined later) and location

• Brief description of the scientific instruments and associated equipment

• Special support required or constraints, including security classification of project (if

applicable)

• Preliminary hazard analysis identifying hazards and controls (any format is acceptable)

• Data requirements from the WB-57

• Names, addresses, and phone numbers of contacts

The WB-57 Program Office will work with the principal investigator or project manager to 

establish experiment manifests for individual flight weeks.

11.1.1.2 Funding 

The WB-57 Program is a cost-reimbursable program. All payloads that fly on the WB-57 must be 

funded through direct transfer of funds between the organization conducting the research and 

NASA JSC. Foreign government organizations requesting flight time on the WB-57 must have a 

Memorandum of Understanding (MOU) with NASA Headquarters prior to flight. Supplementary 

support required from NASA (i.e., overtime hours, deployment expenses) will be figured into the 

total cost of a WB-57 mission as an additional expense. Cost estimates can be provided by the 

WB-57 Program Office upon request. 

11.1.2 Payload Information Form 

A NASA Payload Information Form is required for each payload on the WB-57. It provides 

preliminary information only and should be submitted to the WB-57 Program Office as early as 

possible to provide awareness of researcher intent and requirements, and to initiate coordination 

with the AOD Engineering Branch. The Payload Information Form is a basis for planning and is 

not intended to reflect final design, components, operation, etc. For the Payload Information 

Form refer to the following: 

Payload Information Form

11.1.3 Payload Data Package

A Payload Data Package (PDP) is required for each payload on the WB-57. This package must 

provide detailed documentation of the payload and address all aspects of its design and operation. 

The final signed PDP will be submitted to the WB-57 Program Office no later than 6 weeks prior 

to flight to allow time for thorough review prior to the Airworthiness Review (AR) and the Test 

Readiness Review (TRR). Late submissions may necessitate a 1-day slip to the flight schedule 

for each day late. Refer to Appendix C for detailed PDP requirements.
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11.1.4 Drawing and Other Technical Data 

The WB-57 Website contains drawings and other technical data for payload mounting locations 

at the following link: 

WB-57 Design Integration

Please contact the WB-57 Program Office to inquire about other drawings or technical data.

11.1.5 Hazards

The use of hazardous materials should be avoided or minimized when possible. If the use of 

hazardous materials is required, refer to Section 12.7, Hazards, for guidelines. 

11.1.6 Aircraft Personnel

A. Payload Integration Project Manager

This WB-57 Program Office representative serves as the primary liaison between the

payload customer, engineering, maintenance, flight operations, aviation safety, and quality

assurance organizations at JSC AOD, and other organizations as required, to ensure safe

and successful payload development and integration onto the WB-57 aircraft. This

individual will be the customer’s primary point of contact until payload integration is

complete. It is beneficial to maintain frequent communications with your payload

integration project manager to identify and resolve potential problem areas as early and as

smoothly as possible.

B. Mission Manager

This WB-57 Program Office representative manages WB-57 deployments and flight

operations. The Mission Manager may also serve as an SEO, maintenance team lead, etc.

This individual will be the customer’s primary point of contact once payload integration is

complete and flight operations begin (whether deployed or at EFD).

C. Project Pilot

This AOD Flight Operations Branch representative coordinates flight scheduling, crew

training, and other WB-57 operational issues with crewmembers, mission managers, etc.

D. Project Engineer

This AOD Engineering Branch representative coordinates all engineering activities relative

to the WB-57.

E. Maintenance Team Lead

This Contractor Maintenance representative coordinates all maintenance activities relative

to the WB-57.
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11.2 CERTIFICATIONS, REVIEWS, AND APPROVALS 

A. Airworthiness Review (AR)

The AR is an internal AOD Engineering peer review meant to ensure the payload’s

readiness for a safe and successful flight. The review will address all engineering elements

presented in the TRR or Flight Readiness Review (FRR). Successful completion of the AR

means that the project can progress to the TRR or FRR.

B. Test Readiness Review (TRR)

A TRR is required for all new and modified payloads flown on the WB-57. The TRR is the

final safety review prior to flight for test articles and other payloads. It includes a complete

review of supporting documentation, an inspection of the payload, and a final verification

of flight readiness. Refer to Section 13.3, Testing, for details.

C. Flight Readiness Review (FRR)

An FRR is required if payload integration incorporates major modifications to the WB-57

aircraft itself. The FRR certifies that the aircraft is safe to fly its intended mission (a TRR

is sufficient for payloads that are conducted within the confines of the aircraft including

minor protrusions outside of the aircraft that do not significantly affect drag).

D. Operational Readiness Review (ORR)

An ORR is required for all significant aircraft operations to include WB-57 deployments

(i.e., flight operations away from EFD). The ORR should describe all aspects of the

intended mission including planning for reasonable contingencies. An approved ORR

certifies that the intended mission has been properly planned.

11.3 AIRCRAFT INTEGRATION

Payloads proposed for flight on the WB-57 should consider provisions for safe and efficient 

aircraft integration operations. All payloads must be designed to fit, without aircraft 

interference, into their designated location on the aircraft, and must meet all design guidelines 

specified in this document (e.g., structural, electrical). Accurate weight and CG locations must 

be determined for all payloads, and provisions made for service coils (slack) for electrical 

connections and/or overboard vent lines.

11.4 SCHEDULES AND TIMELINES

This simplified, generic timeline has been designed to assist researchers with the timely 

submittal of required documentation to ensure successful payload integration. All times are prior 

to first flight unless otherwise noted. Depending on specific circumstances, the actual timeline 

may range anywhere from 2 years or more to 6 months or less. 

A. 1+ Year

Contact the WB-57 Program Office with initial inquiry about the feasibility of flying a

payload on the WB-57. For very complex payloads, inquiries should be made further in

advance.
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B. 11 Months

Submit Payload Information Form (refer to Section 11.1.2, Payload Information Form).

C. 10 Months

Submit FR via SOFRS (for NASA-sponsored payloads only) (refer to Section 11.1.1,

Airborne Science Flight Requests).

D. 8 Months

Pressure and laser systems should be discussed with the WB-57 Program Office as early as

possible. The more complex and hazardous, the longer the approval process.

E. 6 Months

Submit JSC Form 44A, Radio Frequency/Microwave Hazard Evaluation Data, and/or

JSC Form 44B, Laser Device Use Request/Authorization, with JF1023, Nonionizing

Radiation Training and Experience Summary (if applicable) (refer to Section 12.7.1, Lasers,

and Section 12.7.4, Radiation Sources).

F. 3 Months (prior to arrival)

Submit a draft PDP. This should include, if applicable, laser information for JF44A,

JF44B, and JF1023 (refer to Section 12.7.1, Lasers, and Section 12.7.4, Radiation Sources)

as well as the necessary information for NASA to complete an Operation Configuration

Control Plan (OCCP) for any pressure/vacuum systems (refer to Section 12.5.1,

Pressure/Vacuum Systems).

Submit badging request for foreign nationals (if applicable) [refer to Section 14.4, Access

(Including Badging)].

G. 6 Weeks

Submit final, signed PDP (refer to Section 11.1.3, Payload Data Package, and Appendix C,

Payload Data Package Requirements).

H. 3 Weeks

Submit AOD Form 314, Checklist for Test Readiness Review of Payloads and Experiments

on JSC AOD Heavy Aircraft (refer to Section 13.3, Testing).

I. 2 Weeks (prior to arrival)

Submit badging request for all United States (U.S.) citizens and permanent resident aliens

(if applicable) [refer to Section 14.4, Access (Including Badging)].

J. 3 Days to 2 Weeks

Ensure payload hardware arrives at EFD and is installed on the WB-57. Complete electrical

and control checkouts. Coordinate with the SEO to finalize the payload operation checklist

(refer to Section 11.4.1, Arrival at Ellington Field, and Section 12.1, Flight Safety).
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K. 1 to 3 Days

Participate in pre-TRR and TRR. Complete any resulting action items (if applicable) (refer 

to Section 13.3, Testing).

L. Zero Days

Go Fly! [Refer to Section 13.1, Operational Scenarios (Flight Hours and Duty Days).]

11.4.1 Arrival at Ellington Field

Payloads and equipment should be received at JSC EFD in a timely manner to allow for 

unpacking, assembly, weighing, aircraft installation, electrical checkout, pre-TRR, and TRR. 

The address to use for shipping is:

NASA/DynCorp International

WB-57 Program Office/Your Payload Name

Attn: POC Name/POC Phone #

Building 270, Ellington Field

Houston, Texas 77034

With prior coordination, larger shipments can be sent directly to Hangar 990 or Building 994 

(refer to Section 14.1.3, Shipping and Receiving). During your time at EFD, it is recommended 

that smaller shipments be shipped to your hotel if possible. NASA’s shipping and receiving 

department has limited hours. 

The assembly of instrumentation is solely the responsibility of the researcher. The WB-57

Program Office provides toolboxes with standard tools in English and metric units. Contact the 

WB-57 Program Office for a list of tools available in the toolbox. The researcher must provide 

special tools and checkout equipment.

11.4.2 Departure from Ellington Field

After final flight at EFD, payloads will be offloaded and prepared for shipment by the user. It is 

the researcher’s responsibility to ensure that all payloads and ground equipment used for the 

mission (i.e., compressed gas cylinders, chemicals, packing, crating) are removed promptly from 

Building 994 and Hangar 990. It is also the responsibility of the user to arrange for the shipment 

of all equipment. Be sure to advise your shipper that pickups must be made no later than 

3:15 p.m. CST (Central Standard Time), Monday through Friday only.

Customer feedback received concerning the facilities, staff, and the WB-57 Program is greatly 

appreciated in order to improve customer service. A customer feedback form will be provided to 

each participant at the conclusion of the mission.
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12.0 PAYLOAD DESIGN AND FABRICATION REQUIREMENTS 

This section provides a detailed description of payload design specifications that must be met 

before a payload is approved for flight on the WB-57. Retain all documentation throughout the 

design process so that it may be presented later in the flight approval process. The safety 

guidelines presented in this section are the minimum required. We encourage you to take steps to 

exceed these guidelines when practical, while keeping overall payload weight and drag to a 

minimum. In the absence of specific guidance in this document, it is recommended that 

appropriate sections of Federal Aviation Administration (FAA) Advisory Circular 43.13-1B/2A, 

Acceptable Methods, Techniques, and Practices – Aircraft Inspection, Repair, and Alterations, be 

adhered to whenever possible during payload design and fabrication to ensure safety and 

compliance with common aerospace industry standards.

12.1 FLIGHT SAFETY

Safety of the aircraft, flight crew, and ground personnel is paramount during all aspects of 

payload design, integration, and operations. The WB-57 flight crew consists of the pilot (front 

cockpit) and SEO (rear cockpit).

The pilot is responsible for flying the aircraft (including navigation, radio, and system diagnostic 

responsibilities) during all phases of a flight. The pilot is ultimately responsible for the safety of 

the crew and aircraft, and has the final say as to whether or not the flight will proceed. 

The SEO is responsible for the safe operation of all payloads on the WB-57 as well as some 

navigational and pilot assistance responsibilities. The SEO, in coordination with the pilot, has the 

authority to shut down all payloads for safety of flight issues. Payload operation checklists will 

be generated and certified for flight through regularly scheduled briefings attended by the 

researcher, pilot, and SEO. Deviations from the payload operation checklist are allowed to 

address issues pertaining to the overall safety of the flight. 

Payload Fail-Safing – All equipment will be designed so that in the event of payload power loss 

(expected or unexpected), power surge, rapid depressurization, fluid leak, fire, etc., the payload 

will fail to a safe configuration and there will be no chance of inducing another hazardous 

situation. Researchers shall coordinate with the WB-57 Program Office to develop appropriate 

emergency procedures in checklist format for payload fail-safing. WB-57 flight crew will be 

trained on how to fail-safe the payload so they are able to safely and efficiently initiate emergency 

procedures when required. 

12.2 MECHANICAL SYSTEMS

12.2.1 Loads and Structures Payload Data Package Requirements

WB-57 payloads must comply with the following structural design requirements and provide 

documented proof of compliance via the PDP (refer to Section 11.1.3, Payload Data Package,

and Appendix C, Payload Data Package Requirements). Structural designs should allow for ease 

of aircraft integration, payload maintenance, and replacement of components, when required. 

All hardware shall be designed for aircraft installation with enough clearance to avoid the risk of 

damaging aircraft structure (i.e., 1 inch from moving or critical surfaces, 1/2 inch from static 
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surfaces). Hardware shall also be designed to be compatible with standard materials handling 

equipment and procedures. Equipment that is manually handled (i.e., handles, lifting bars, 

points) shall be designed so that no person lifts more than 50 lbs.

Structures are to be designed with both limit and ultimate load cases in mind. Limit and ultimate 

loads for the WB-57 are defined as follows:

A. Limit Loads

Limit loads are defined as the maximum loads anticipated on the aircraft during its lifetime 

of service. These loads are typically based on the maximum accelerations the aircraft is 

expected to experience during operation. The structure shall be able to support limit loads 

without detrimental permanent deformation.

For externally mounted payloads, aerodynamic loads shall be combined with the inertial 

limit loads.

NOTE

Limit loads are calculated by dividing the ultimate loads by 

a factor of 1.5.

B. Ultimate Loads

Ultimate loads are defined as the limit loads multiplied by a Factor of Safety (FS) = 1.5. 

The structure must be able to support ultimate loads without failure for at least 3 seconds. 

Ultimate load factors are listed in Section 12.2.1.1, Ultimate Load Factors. For example, 

payloads mounted in a pallet must be able to withstand 3-g’s in the forward direction, 

1.5-g’s in the aft direction, etc. Each load direction should be analyzed independent of the 

other load cases.

12.2.1.1 Ultimate Load Factors

All structures, attachments, and fasteners for equipment installed in the aircraft shall be designed 

to withstand the load conditions listed below. These load factors, when applied one at a time, 

shall not produce a stress in any structural element beyond the accepted ultimate strength of the 

construction material. See Figure 23 for loading directions.

• Forward: 3-g’s (ultimate)

• Aft: 1.5-g’s (ultimate)

• Up: 3-g’s (ultimate)

• Down: 6.1-g’s (ultimate)

• Lateral: 1.5-g’s (ultimate)
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Figure 23. Axis Configuration for Ultimate Loads

12.2.2 Inlet Systems

There are no standard inlets on the WB-57 aircraft. There are existing provisions for inlets on 

pallets. Inlets may be added to other payload locations with WB-57 Program Office approval. 

12.2.3 Fasteners

Fasteners used in structural designs shall be of an aerospace grade [e.g., Army-Navy (AN),

Military Specification (MS), National Aerospace Standard (NAS)] or equivalent, and shall 

possess documented fastener strengths. Common fasteners used in payload structures include 

bolts, screws, rivets, and nut plates. Proper fastener installation will be practiced at all times by 

using correct fastener sizes, spacing [e.g., Edge Distance (E/D) no less than 2.0], torque loads, 

locking hardware (e.g., safety wire, locking nut plates, locking helicoils, lock nuts), and rivet 

bucking procedures.

NOTE

The #8 size threaded fasteners (or smaller) are not 

considered sufficiently sized fasteners for structural 

purposes. 

Only use #10 size (0.190 inches in diameter) or larger fasteners when selecting fasteners for load 

bearing structures. Threaded fasteners shall have threads engaged sufficiently. This requires at 

least two threads to be visible beyond the locking nut or nut plate. If more than four threads are 

exposed, a shorter grip length should be selected.

The following applies to fasteners used in safety critical joints. A safety critical joint is defined 

as a joint whose failure could result in a catastrophic hazard such as critical damage to the 

aircraft or injury to personnel.

• Fasteners shall be properly torqued using calibrated tools.

• Fully threaded fasteners (threads in the shear plane) shall not be used. Fasteners shall be 

sized to allow for an unthreaded shank in the shear plane.

• Fasteners must include a self-locking feature or be safety wired. Lock washers shall not be 

used without WB-57 Engineering approval.
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• The use of locking or staking compounds such as threadlocking adhesives or epoxy staking 

compounds is not recommended. Proposed applications that use these compounds in safety 

critical joints must include a detailed analysis verifying their use and be approved by AOD 

Engineering. 

12.2.4 Welding

Structural welds shall be performed in accordance with (IAW) AWS D17.1, Specification for 

Fusion Welding for Aerospace Applications. The structural analysis for the hardware must 

consider the new material properties in the Heat-Affected Zone (HAZ). The HAZ is the area of 

base material that has had its microstructure and properties altered by welding or heat intensive 

cutting operations. The heat from the welding process and subsequent re-cooling causes this 

change in the area surrounding the weld. The extent and magnitude of property change depends 

primarily on the base material, the weld filler metal, and the amount and concentration of heat 

input by the welding process.

12.3 ELECTRICAL SYSTEMS 

NOTE

Brief interruptions of electrical power during engine startup and momentary interruptions of electrical power may 

occur during flight. Although infrequent, brief power 

interruptions may disrupt certain sensitive instruments. 

Sensitive test equipment should incorporate protective 

devices to prevent data loss.

12.3.1 Wiring

All electrical wiring and interconnect cabling shall be fabricated and installed IAW

SAE AS50881, Wiring Aerospace Vehicle; T.O. 1-1A-14, Technical Manual, Installation and 

Repair Practices, Aircraft Electric and Electronic Wiring; and/or JPR 1700.1, JSC Safety and 

Health Handbook, as applicable. Also, refer to FAA Advisory Circular 43-13-1, Acceptable 

Methods, Techniques, and Practices – Aircraft Inspection and Repair, for general guidelines. 

Wire types shall be IAW NASA Drawing 8593003, Wire, Electric, Interconnection, and Hookup. 

Contact the WB-57 Program Office for copies of these documents. 

All wires should be made of copper and have a wire temperature rating of at least 140°F/60°C. 

Higher rated wire (i.e., 221°F/105°C) is strongly encouraged.

Materials or insulation that are flammable, produce smoke, or emit toxic fumes when exposed to 

a combustible or high-temperature environment shall not be used in payload assemblies. The 

following materials are not acceptable for use in payloads to be carried onboard the WB-57 if 

there is any possibility that smoke and/or fumes could enter the cockpit pressurization system:

• Polyester

• Nylon

• Polyvinyl Chloride (PVC)
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• Polyethylene (PE)

• Polypropylene

• Polyurethane

• Kapton® (polyimide resin), with the exception of Kapton® tape

Specialty purposes cables such as Universal Serial Bus (USB), Ethernet, and video cables are 

typically purchased with PVC jackets, which are hazardous when burned. The WB-57 Program 

Office requires the use of Low Smoke Zero Halogen (LSZH) cables when these types of cables 

are installed on the payload. A web search for LSZH cables will produce several options or 

contact the WB-57 Program Office for suggested cables.

12.3.2 Cabling

All electrical aircraft interface cables shall have a descriptive tag secured to each end with 

information to include the payload name, cable number, voltage, maximum current required 

from the aircraft outlet, and manufacturer-printed wire gauge label. All cables within the 

payload shall be adequately restrained and clamped, and electrical insulation shall be protected 

against abrasion and chafing. All exposed power leads and electrical contacts must be covered to 

protect personnel as well as the equipment and aircraft. 

All experiment cables, including power cables, must be of the appropriate size (or gauge) for the 

intended current draw across the wire. All experiments are required to comply with the wire 

sizing guidelines shown in Table 9.

Table 9. Minimum Wire Gauges

Maximum Current Minimum Wire Gauge

5 Amps 18

10 Amps 16

15 Amps 14

20 Amps 12

25 Amps 10

30 Amps 8

50 Amps 4

Customers are responsible for providing all payload electrical cables that interface with the 

aircraft. As a general rule, electrical interface cables for pallet payloads should be approximately 

15 ft long to allow for installation in any of the four pallet positions.

12.3.3 Connectors

Connectors shall be suitable aircraft-type connectors. Where suitable aircraft-type connectors 

cannot be used, the connector shall be mechanically secured to prevent un-mating due to aircraft 

vibrations.
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12.3.4 Circuit Protection

Circuit breakers shall be IAW SAE AS50881. The payload shall be self-protected with an 

incorporated circuit breaker or other current-limiting device. The limiting value of each device 

should be carefully chosen with the maximum current of the protected components in mind. 

When selecting circuit breaker values, the sum of the maximum device currents cannot exceed 

the rated current of the power source or the circuit breaker itself. Ideally, each circuit should be 

designed so that the total nominal current of all devices does not exceed 80% of the rated supply 

current. Any exposed metal surfaces shall be adequately grounded to prevent electrical shock.

12.3.5 Batteries and Uninterruptible Power Supplies

The payload shall have emergency shutdown capabilities to completely de-energize the entire 

payload including backup power systems such as batteries or UPSs (Uninterruptible Power 

Supplies).

Small numbers of AA or D type alkaline or “button” Nickel Cadmium batteries can be used 

without special approval. All other battery usage on the aircraft, including Lithium chemistry 

batteries, requires approval of the WB-57 Program Office and should be presented early in the 

design phase of the payload. Whenever possible, select benign battery chemistries with 

hermetically sealed cell designs from the following:

• Alkaline (Zn/MnO2)

• Silver-Zinc

• Nickel Cadmium

• Sealed Lead Acid (starved electrolyte or immobilized electrolyte type)

Batteries shall be of the dry cell or gel-cell type. Liquid electrolyte batteries are not allowed on 

the aircraft. Recharging in flight is not permitted for non-aircraft batteries.

12.3.6 Motors and Pumps

As such motors do not introduce starting transient loads on the 60 Hz power converters 

employed on the aircraft, the use of 400 Hz motors is preferred. Larger motors (e.g., those used 

in vacuum pumps) shall be protected by a thermal overload device. Additionally, single-phase 

motors must be equipped with solid-state switches to inhibit arcing at the contacts during start 

up. In the absence of arc suppressors, motors must be shown to be spark-free during operation. 

Motors that are rated as explosion-proof or totally enclosed and non-ventilated are recommended 

for use on the aircraft.

12.3.7 Power Distribution

Total electrical power loads (including peak or in-rush currents) shall be calculated and electrical 

power requirements coordinated with the WB-57 Program Office.

12.3.8 Electromagnetic Interference

All electrical components on payloads should meet reasonable requirements for Electromagnetic 

Interference (EMI) transmission and EMI susceptibility. Treat equipment generating Radio 
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Frequency (RF) energy between 30 Hz and 30,000 MHz as a cause of interference unless you 

provide the equipment with power line filters, shielding, bonding, and grounding. Any 

experiment determined to be interfering with other experiments or aircraft instrumentation 

systems during any phase of flight will be powered down. Experiments may also be powered 

down to help troubleshoot an EMI problem.

12.4 MATERIALS

12.4.1 Metallic

Materials used in a payload structural design must have documented allowable strengths. Typical 

materials used in structural design are aluminum, steel, and stainless steel. 

12.4.2 Non-Metallic

If non-metallic materials are used, some restrictions apply. Researchers must provide 

documentation (usually the material specification sheet) that the non-metallic items are nonflammable and that they will not support combustion. The researcher is also required to supply 

the WB-57 Program Office with Safety Data Sheets (SDSs), via the PDP (refer to Appendix C), 

for the non-metallic materials being used. Glass or plastic windows or panels require a higher 

factor of safety than metal components. Contact the WB-57 Program Office for further 

information (refer to Section 2.0, Purpose).

12.4.3 Hazardous Material 

HAZMAT (Hazardous Material) is defined as anything with a flashpoint below 140°F/60°C or 

with a TLV (Threshold Limit Value) below 500 parts per million (ppm), below 500 milligrams 

per cubic meter (mg/M3

) for fumes, below 10 mg/M3 for dust, or with a single oral dose (if liquid) 

at 50% lethality below 500 milligrams per kilogram (mg/kg). As a note, materials with flash 

points at or above 100°F/38°C are considered combustible; flash points below 100°F/38°C are 

considered flammable. If possible, avoid the use of hazardous materials including high pressure, 

toxic, corrosive, explosive, flammable, and combustible materials. If such materials are required, 

whether in-flight or on the ground, proper containment and hazard controls shall be provided. 

Early contact with the WB-57 Program Office for discussions on proper hazard controls and 

containment of proposed hazardous materials may prevent delays in obtaining approval for the 

use of such materials. If such materials are necessary, provisions for dumping and purging in 

flight may be required. A current SDS shall be supplied for each hazardous material via the PDP 

(refer to Appendix C). It is the researcher’s responsibility to store hazardous materials as 

specified in the SDS, and to provide and use appropriate Personal Protective Equipment (PPE) 

IAW the applicable SDS.

12.5 PRESSURE AND HYDRAULIC SYSTEMS

12.5.1 Pressure/Vacuum Systems

All pressure/vacuum systems proposed for flight and/or ground use must comply with JPR 1710.13, 

Design, Inspection, and Certification of Ground-Based Pressure Vessels and Pressurized Systems 

(contact the WB-57 Program Office for access to this document). An OCCP will likely be required
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depending on the type of pressure/vacuum system proposed. Instructions for requesting an OCCP 

can be found in the Data Package section. The OCCP is completed and approved by the JSC 

Structural Engineering Division based on the customer request, and an approved OCCP is 

required prior to ground testing or use of the system on the WB-57. Coordination with the WB-57 

Program Office early in the design process will facilitate approval of the pressure/vacuum system 

and prevent potential redesign. 

NOTE 

Sealed containers do not require an OCCP but must still be 

documented in the PDP. To be approved as a sealed 

container, the following requirements must be met:

• Item is a single, independent container, component or

housing that is not a part of a/the pressure system.

• Container is not vented or actively pressurized.

• Leakage of the fluid is non-hazardous.

• Loss of pressure in the container will not pose a hazard

to continued operation of the aircraft or result in a

catastrophic event.

• Container Maximum Operating Pressure (MOP) is less

than 100 pounds per square inch absolute (psia).

• The stored energy of the container must be less than

14,240 foot-pounds (ft-lbs) based on adiabatic

expansion of a perfect gas. The contained energy of the

container is calculated using the following equation at

the highest pressure differential to be seen during

operation:

Pi V Pe K – 1

E = 1 – K

K – 1 Pi

Where:

E = container stored energy [in-lbs (inch-pounds)]

Pi = internal pressure (psia)

Pe = external pressure (psia) 

V = internal volume [cubic inch (in3)]

K = ratio of specific heats Cp (constant pressure)/Cv (constant volume) 

(1.4 for air)
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12.5.2 Purge/Vent Systems

An overboard vent line is available in the WB-57 pallet bay. The manifold fittings on the 

multi-user vent line are female (internally threaded) 3/8-inch National Pipe Thread (NPT) 

fittings. Researchers must provide a suitable type and length of hose to reach the manifold from 

their pallet integration location. Service coils (slack) must be figured into the length of the hose 

for ease of payload integration and maintenance. Requests for use of the overboard vent system 

shall be made by contacting the WB-57 Program Office. 

The chemical composition, physical characteristics, and quantity of the vented gas shall be 

entirely known and documented by the researcher, and no liquid shall be present in the vented 

gas line for “freeze-up” purposes. It is the responsibility of the researcher to inform the WB-57 

Program Office, via the PDP (refer to Appendix C), of all possible hazards associated with the 

vent gas, along with mitigation and potential interaction. This includes, but is not limited to, the 

possibility of freeze-up, blockage, ignition, corrosion, and chemical reaction with other agents 

that could be introduced by another payload on the same vent line. 

12.5.3 Cylinders

For pressure vessel requirements, it is recommended that Type I (all metal) cylinders be used 

whenever possible. Metal cylinders must be Department of Transportation (DOT) approved. 

Composite Overwrapped Pressure Vessels (COPV) are susceptible to impact damage and require 

detailed visual inspection by a trained visual inspector. COPVs have specific inspection, 

installation, and documentation requirements, but may be used if desired or if weight is an issue. 

All COPVs require a protective cover to guard against damage during maintenance activities 

(e.g., dropped tools). DOT/Natural Gas Vehicle (NGV2) COPVs will be required to meet 

FMVSS 304, Compressed Natural Gas Fuel Container Integrity, requirements for inspection and 

NFPA 52, Vehicular Gaseous Fuel Systems Code, for installation, at a minimum. Any flight 

weight COPVs will require adherence to the ANSI/AIAA S-081/A, Space Systems-Composite 

Overwrapped Pressure Vessels, standard and Damage Control Plan approval by the JSC Fracture 

Control Board. All cylinders shall have proof of current inspection. Contact the WB-57

Program Office for further information regarding pressure vessel usage. 

12.6 THERMAL

12.6.1 Temperature Limits

Payloads using heaters or other heat-producing devices shall maintain a touch temperature of no 

greater than 130°F/54°C. Guards or other protection measures will be employed for research 

hardware where the touch temperatures are greater than 130°F/54°C. Cold surface temperatures 

shall also be guarded if below 32°F/0°C.
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12.6.2 Control 

While there is limited capability for SEO thermal control of payloads, in general, overall payload 

thermal control should be autonomous, requiring no SEO monitoring or input. Indication of an offnominal thermal condition shall be provided to the SEO. Provisions shall be provided for the SEO 

to shut down a portion of or all of a payload, as required, in the event of an off-nominal condition. 

12.6.3 Heaters

It is possible to install heaters in payload locations to help moderate payload temperature, and for 

external heating to be supplied to payload locations on the ground. Heater provisions are the

responsibility of the payload customer. Heaters shall not be in contact or in close proximity with

any materials that could be a fire hazard.

12.6.4 Chillers

It is possible to install cooling systems in payload locations to help moderate payload 

temperatures, and for external cooling to be supplied to payload locations on the ground. Chiller 

provisions are the responsibility of the payload customer. 

12.7 HAZARDS

12.7.1 Lasers

All lasers proposed for flight and/or ground use must comply with JPR 1700.1 (JSC Handbook).

All Class 3 and 4 lasers must be registered and approved for use with JF44B. JF1023, 

Nonionizing Radiation Training and Experience Summary, must also be completed for each laser 

operator. Both forms may be found in the JSC Handbook.

12.7.2 Gases

All compressed gases used, either in-flight or on the ground, must be documented in the PDP and 

accompanied by an SDS. Local gas suppliers are available upon request.

12.7.3 Cryogens 

All cryogens proposed for flight and/or ground use must comply with JPR 1700.1 (JSC 

Handbook).

12.7.4 Radiation Sources 

All radioactive materials or radiation-producing equipment proposed for flight and/or ground use 

must comply with JPR 1700.1 (JSC Handbook) (ionizing and non-ionizing radiation). 

Depending on the situation, authorization for use may be required from the JSC Radiation Safety 

Committee. RF transmitters such as radar systems must be registered and approved for use with 

a JF44A. JF44A may be found at the following: 

JSC Handbook
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12.7.5 Other

Fluids approved for flight on the WB-57 must be contained in a system that is structurally 

capable to withstand design and ultimate loads specified in Section 12.2.1, Loads and Structures. 

Hardware used to contain fluid must be designed with suitable provisions for leak control to 

ensure a leak free system during ground and flight operations. In the event of payload power 

loss, power surge, rapid depressurization, etc., all hardware must fail to a mode allowing for 

sound fluid containment. If fluid is drained to an ambient pressure reservoir during flight 

operations, fluid absorption methods must be installed to eliminate the chance of leaks through 

loose seals. If possible, avoid the use of toxic, corrosive, and explosive fluids. An SDS must be 

submitted via the PDP (refer to Appendix C) for all fluids other than water.

NOTE

• All hard and sharp edges that could conceivably be

accessed by voluntary or involuntary contact shall be 

guarded.

• Any frangible items [i.e., glass, Cathode Ray Tubes

(CRT), gauges, windows, or other objects that are 

susceptible to shattering] will be entirely contained to 

prevent injury or Foreign Object Debris (FOD) damage.

12.8 ACCESS, EGRESS, AND PHYSICAL INTEGRATION

Access to the aircraft is controlled. An AOD employee must accompany anyone requiring access 

to the aircraft. The Payload Integration Project Manager or Mission Manager will advise when the 

aircraft is available for payload integration or testing. Special qualifications are required for access 

to the cockpit (front or rear) due to safety hazard posed by ejection seats.

13.0 FLIGHT OPERATIONS

13.1 OPERATIONAL SCENARIOS (FLIGHT HOURS AND DUTY DAYS)

The crew duty day for WB-57 crewmembers is 12 hours. The standard crew rest period prior to 

flight is 10 hours. Crewmembers must wear a full pressure suit for flights above 50,000 ft 

(“high” flights). After a high flight of 5.5 hours duration or longer, 30 hours crew rest is 

required before another high flight can be flown. If high flights are scheduled every day, two 

crews will generally be required.

Researchers shall coordinate with the SEO to develop an effective flight crew checklist to 

operate each payload. Researchers shall also establish proper security protocols for payload 

ground handling, in-flight operation, and data processing during normal operations and possible 

aircraft emergency divert situations. 

One to two days prior to the flight, a list of the payloads to be flown and an operational checklist 

will be posted. All checklist changes must be marked by noon on the day prior to the flight. 

Prior to all flights, the mission researchers and flight crew will attend a pre-flight briefing. The 

briefing will cover the flight plans, meteorology, go/no-go criteria, contingency plans, etc.
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The standard pre-flight timeline for both low and high flights is shown below.

A. Low Flight (at or below 50,000 ft)

T-4 hours: Maintenance Preparation of Aircraft

T-3 hours: Researcher Payload Time with Aircraft

T-2 hours: Researcher Hands Off; Maintenance Tow Out and Fueling

T-1.5 hours: Pre-flight Briefing

T-1 hour: Aircrew Pre-flight

T-0 hours: Aircraft Takeoff

B. High Flight (above 50,000 ft)

T-5 hours: Maintenance Preparation of Aircraft

T-4 hours: Researcher Payload Time with Aircraft

T-3 hours: Researcher Hands Off; Maintenance Tow Out and Fueling

T-2.5 hours: Pre-flight Briefing

T-2 hours: Aircrew Pre-flight

T-1 hour: Aircrew Pressure Suit-up

T-0 hours: Aircraft Takeoff

13.2 IN-FLIGHT ACTIVITIES AND PROTOCOLS

The flight crew may contact ground personnel via aircraft radios, satellite phone, or text chat if 

there are any problems or questions regarding instrumentation. At times, this communication 

may not be available; therefore, researchers should take care to properly convey all failure 

procedures to the SEO. 

13.2.1 Post-Flight

A post-flight debriefing will be held immediately after landing to review all aspects of the flight. 

This review includes the profile executed, general payload operation information, and/or any 

anomalies that occurred during the flight.

Payloads should be offloaded from the WB-57 for data processing immediately after the aircraft 

is towed into the hangar. Take care to ensure your payload is removed from the aircraft according 

to your wishes prior to the departure of the ground crew.

13.3 TESTING

The TRR is the final safety review of a payload prior to its flight. It includes a complete payload 

review of supporting analyses and documentation, an inspection of the payload hardware, and a 

final integrated verification of flight readiness. The final signed PDP is the primary source of 

payload documentation and will be provided to the WB-57 Program Office no later than 6 weeks
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prior to flight to allow sufficient time for review. Late submissions may necessitate a one-day 

slip to the flight schedule for each day late. Refer to Section 11.1.3, Payload Data Package, and 

Appendix C, Payload Data Package Requirements.

A TRR is required for all new and modified payloads. For payloads that have flown previously on 

the WB-57 but have been modified since the last TRR, the TRR will take the form of a delta TRR. 

The delta TRR will focus only on the changes to the payload since the last TRR. Modifications to 

the payload from its previous approved and flown configuration shall be documented in a revision 

to the PDP. Ideally, PDP Revision A documents delta TRR #1, PDP Revision B documents delta 

TRR #2, etc. The revised PDP shall clearly show the differences between the “old” and “new” 

configurations to include components, mounting hardware, power requirements, weights, etc. The 

revised PDP will be provided to the WB-57 Program Office no later than 6 weeks prior to flight to 

allow sufficient time for review. 

An informal “pre-TRR” will normally be conducted 1 or 2 working days prior to the TRR. This 

is an opportunity for engineering, quality assurance, safety, pressure systems, etc. to inspect 

hardware and identify issues that can be corrected before the TRR. Researchers are required to 

be available for the pre-TRR.

The TRR will normally be conducted at EFD in Building 994 or Hangar 990, 1 to 3 working 

days prior to the first flight. Occasionally, the TRR may be conducted up to several weeks prior 

to first flight depending on the circumstances. Researchers are required to attend the TRR and 

may be required to operate their equipment during the TRR. During the TRR, each payload will 

be “approved,” “approved pending corrections indicated,” or “not approved” for flight. A 

unanimous decision from the reviewers is required for flight approval. Payloads that have not 

been approved may be scheduled for a subsequent review when deficient areas have been 

corrected. 

AOD Form 314, Checklist for Test Readiness Review of Payloads and Experiments on JSC 

AOD Heavy Aircraft, is required to be completed and signed for the payload prior to each TRR

or delta TRR. Researchers are encouraged to review and incorporate AOD Form 314 at the start 

of payload design to help ensure a successful TRR.

13.4 FIELD DEPLOYMENTS

The primary operating location for the NASA WB-57s is EFD in Houston, Texas. If necessary, 

the WB-57 can be deployed to both domestic and international locations. A site survey will be 

performed by the WB-57 Program Office to assess remote site support facilities, logistics 

support, runway parameters, meteorological/operational issues, and if located outside the U.S., 

foreign government permission. The WB-57 has operated in many remote sites including Key 

West, Florida; Costa Rica; Guam, and Kwajalein Atoll, part of the Republic of the Marshall 

Islands. Contact the WB-57 Program Office with any inquiries about remote site deployments.
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14.0 GROUND OPERATIONS

14.1 FACILITIES

Hangar 990 at EFD is the home of the WB-57 aircraft and the WB-57 Program Office. Parking 

for all NASA facilities near Hangar 990 is located in the lot across the street from the pedestrian 

gate at the north end of Hangar 990. Visitors will not drive or park inside the fence.

Building 994 (see Figure 24), on the flight line side of Hangar 990, provides visiting researchers 

with a payload lab area that is generally available 24/7 (see Figure 25). This air-conditioned 

workspace is available for payload assembly and checkout. The building is equipped with a 

small conference room, workbenches, phones/fax, Wi-Fi, and computer network drop lines for 

researcher use. Access to Building 994 includes a 12 ft x 12 ft roll-up door. The following 

power options are available:

• 115 VAC – 60 Hz, single phase, 20 amps

• 115 VAC – 60 Hz, single phase, 30 amps

• 115 VAC – 400 Hz, three-phase, 20 amps

• 208 VAC – 60 Hz, single phase, 20 amps

• 208 VAC – 60 Hz, three-phase, 60 amps

• 460 VAC – 60 Hz, three-phase, 50 amps

• 28 VDC – 20 amps

NOTE

Building 994 does not have a vent hood for the mixing of 

chemicals inside the building.

Figure 24. Building 994 WB-57 Payload Laboratory
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Figure 25. Building 994 High Bay Work Area

14.1.1 Building 994 Computer Network Access, Printers, and Phones 

Researchers should plan to bring their own laptops. Multiple network drops are available at each 

workstation and in the conference room, and printer access can be arranged. Wi-Fi access is also 

available; contact the WB-57 Program Office to arrange a JSC guest account for Wi-Fi. Phones 

are located throughout Building 994. Incoming calls or faxes for the researcher should use the 

following numbers:

High Bay: 281-244-9629

Small Lab: 281-244-9684

Conference Room: 281-244-9026

Fax: 281-244-9788

14.1.2 Payload Equipment and Material Storage

Limited storage space is available. Limited chemical storage is available in the payload lab area. 

Requests for space must be prearranged with the WB-57 Program Office. Storage and customer 

work areas are secured.

14.1.3 Shipping and Receiving

The shipping address for payload hardware is:

NASA/DynCorp International

WB-57 Program Office/Your Payload Name

Attn: POC Name, POC phone #

Building 270, Ellington Field

Houston, Texas 77034

Shipping arrangements should be made with the WB-57 Program Office prior to shipment.
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NOTE

Oversized shipments (i.e., those requiring a forklift, flatbed, 

or pickup truck to move) may be shipped directly to 

Hangar 990 or Building 994 with prior coordination. 

Delivery trucks must first stop at Guard Post 18 for 

inspection, and then NASA security must escort and 

provide gate access to Hangar 990/Building 994. Contact 

the WB-57 Program Office to discuss this option.

14.2 GROUND SUPPORT EQUIPMENT

Building 994 is equipped with a 2,000 lb capacity A-Frame hoist. Forklifts are available for the 

unloading and loading of payload equipment. Contact the WB-57 Program Office for any 

special handling requirements.

14.3 TOOL CONTROL

The WB-57 Program Office provides an inventoried toolbox designated for researcher use (see

Figure 26). The toolbox contains standard tools in both English and metric units. This toolbox 

is shadowed to enable ease of inventory. Prior to flight, this toolbox and all tools assigned to the 

WB-57 aircraft will be inventoried (a missing tool will ground the aircraft until found).

Figure 26. Building 994 Toolbox

Before bringing tools to EFD, contact the WB-57 Program Office to confirm if it will be 

necessary. Any researcher tools brought to EFD must be inventoried and accounted for prior to 

all WB-57 flights. Researcher tools and support equipment brought to EFD should be kept to a 

minimum and controlled in an organized fashion to mitigate any FOD hazards to the WB-57. 

All tools should be stored in a proper container such as a tool bag or box. Each container should 

have an inventory sheet listing all the tools contained. Tools needed for aircraft/payload 

integration will be briefed to the WB-57 Program Office upon arrival at EFD. 
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14.4 ACCESS (INCLUDING BADGING)

The WB-57 Program Office will provide arrangements for access to appropriate EFD facilities. 

Researchers will have 24/7 access to Building 994.

All individuals working at and visiting JSC AOD at EFD must display the appropriate access 

badge above the waist at all times. There are different badging requirements for U.S. citizens, 

permanent resident aliens, and other foreign nationals.

14.4.1 United States Citizens

All visiting personnel without a permanent NASA badge will be required to have the appropriate 

visitor badge during their stay at JSC (EFD). It is the responsibility of the user to provide badge 

request information (name, organization, and dates of visit) to the WB-57 Program Office 

2 weeks prior to visit. U.S. citizens working for a company or corporation headquartered outside 

the U.S. shall follow the same procedures as foreign nationals (refer to Section 14.4.3, Foreign 

Nationals and Foreign Representatives). Individuals in this category are listed as “foreign 

representatives.”

14.4.2 Permanent Resident Aliens (“Green Card” Holders)

Badging for permanent resident non-U.S. citizens who have a Permanent Resident Alien Card 

(“Green Card” or USCIS Form 1-551) shall follow the same procedures as a U.S. citizen (refer to 

Section 14.4.1, United States Citizens). The only difference is that when a Permanent Resident 

Alien arrives at JSC and receives their badge, they must have their (original) Resident Alien

Card (“Green Card”) in their possession.

14.4.3 Foreign Nationals and Foreign Representatives

Access to JSC facilities by foreign nationals or representatives is strictly controlled. Since 

access requires many levels of approval, this process should begin 3 months prior to 

arrival. Contact the WB-57 Program Office with foreign national badge requests.

U.S. citizens working for a company or corporation headquartered outside the U.S. shall follow 

the same procedures as foreign nationals. Individuals in this category are listed as foreign 

representatives.

14.5 SAFETY

Safety of the aircraft, flight crew, and ground personnel is paramount during all aspects of 

payload design, integration, and operations.

Any work performed by payload personnel on or around the aircraft shall be coordinated in 

advance with the WB-57 Program Office and/or maintenance. Researchers are generally not 

authorized access to the cockpit (pilot or SEO seats) due to safety hazards posed by the ejection 

seats. However, limited exceptions may be granted for researcher access to the rear cockpit. 

Completion of a safety briefing and a cockpit familiarization session is required. Contact the 

WB-57 Program Office for further information.
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The flight line area can be busy and hazardous. Do not enter the flight line unless accompanied 

by a WB-57 Program employee. Use caution on the flight line, and do not wander away from 

the WB-57 area, particularly towards the Coast Guard ramp (restricted area). Always use proper 

hearing protection during aircraft operations. Earplugs are available inside Hangar 990 and 

Building 994.

Dress is casual, but consider safety when selecting clothes and shoes. Full foot protection is 

required when working around aircraft, hangars, and equipment. Shorts are acceptable unless 

you are handling hazardous products/materials or performing tasks that would require additional 

protection.

Material shavings, splinters, dirt, and miscellaneous loose objects on payloads pose a very 

dangerous FOD hazard in flight. Loose objects will shift throughout the various phases of a 

flight, and could interfere with aircraft systems (e.g., flight controls, engine controls). For this 

reason, ensure all payload parts are clean and securely fastened during payload assembly. After 

assembly, vacuum and/or blow out all material shavings created during the assembly phase.

Equipment repairs (i.e., drilling, sanding, filing, or any other operation that may produce 

shavings or splinters) performed while integrating a payload to the aircraft must be approved by 

the WB-57 Program Office.

NOTE

Refer to Appendix F for more detailed safety and 

emergency information.
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APPENDIX A

ACRONYMS AND ABBREVIATIONS

A amp

AC Alternating Current

ADF Automatic Direction Finder

AGL Above Ground Level

AIAA American Institute of Aeronautics and Astronautics

AIRS Airborne Imaging and Recording System

AN Army-Navy

ANSI American National Standard Institute

AOD Aircraft Operations Division

AR Airworthiness Review

ATC Air Traffic Control

ATM Atmosphere

AWS American Welding Society

C Celsius

CG Center of Gravity

COPV Composite Overwrapped Pressure Vessel

Cp constant pressure

CRT Cathode Ray Tube

CST Central Standard Time

CSV Comma-Separated Value

Cv constant volume

DC Direct Current

DME Distance Measuring Equipment

DOT Department of Transportation

DyNAMITE Day Night Airborne Motion Imagery for Terrestrial Environments

E/D Edge Distance

ECP Experiment Control Panel

EDMS Electronic Document Management System

EFD Ellington Field
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EIP Experiment Interface Panel

EMI Electromagnetic Interference

F Fahrenheit

FAA Federal Aviation Administration

FMS Flight Management System

FMVSS Federal Motor Vehicle Safety Standards

FOD Foreign Object Debris

FR Flight Request

FRR Flight Readiness Review

FS Factor of Safety

ft feet

ft2 square feet

ft-lb foot-pound

ft/min feet per minute

g gravity

GHz gigahertz

GPS Global Positioning System

GSE Ground Support Equipment

HAZ Heat Affected Zone

HAZMAT Hazardous Material

HD High-Definition

HDTV High-Definition Television

HF High Frequency

Hz Hertz

IAW in accordance with

ICCART International Consortium for Atmospheric Research on Transport and 

Transformation

IDAN Intelligent Data Acquisition Node

in-lbs inch-pounds

in inch

in3 cubic inch

INS Inertial Navigation System
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IP Internet Protocol

IRIG-B Inter-Range Instrumentation Group – Time Code Format B

JF JSC Form

JPR JSC Procedural Requirement

JSC Johnson Space Center

KCAS knots calibrated airspeed

kHz Kilohertz

KIAS knots indicated airspeed

KTS knots

KuSS Ku-Band Spread Spectrum Satellite Communication System

KVM Keyboard-Video-Mouse

lbs pounds

LSZH Low Smoke Zero Halogen

MAX Maximum

MIN Minimum

mg/kg milligrams per kilogram

mg/M3 milligrams per cubic meter

MHz Megahertz

Mk Mark

MOP Maximum Operating Pressure

MOU Memorandum of Understanding

MS Military Specification

MSL Mean Sea Level

MWIR Mid-Wave Infrared

N/A Not Applicable

NAS National Aerospace Standard

NASA National Aeronautics and Space Administration

NFPA National Fire Protection Association

NGV Natural Gas Vehicle

nm Nautical Mile

NPT National Pipe Thread
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OCCP Operation and Configuration Control Plan

ORR Operational Readiness Review

OSHA Occupation Safety and Health Administration

P/N Part Number

PDP Payload Data Package

PE Polyethylene

PPE Personal Protective Equipment

ppm parts per million

psi pounds per square inch

psia pounds per square inch absolute

psig pounds per square inch gauge

PVC Polyvinyl Chloride

RF Radio Frequency

RTB Return to Base

SAE Society of Automotive Engineers

SAT Satellite

SDS Safety Data Sheet

SEO Sensor Equipment Operator

SOFRS Science Operations Flight Request System

SPDT Single Pole, Double Throw

T.O. Technical Order

TACAN Tactical Air Control and Navigation

TAS True Airspeed

TCAS Traffic Collision Avoidance System

TIFF Tagged Image File Format

TLV Threshold Limit Value

TRR Test Readiness Review

U.S. United States

UHF Ultra High Frequency

UPS Uninterruptible Power Supply
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VAC Volts Alternating Current

VDC Volts Direct Current

VHF Very High Frequency

VOR VHF Omnidirectional Radio Range

VPN Virtual Private Network

VPP Voluntary Protection Program

WAVE WB Ascension Video Experiment

~ approximately

× multiplication sign 

+ plus

° degree

= equal sign

- minus

± plus or minus

+/- north/south latitude or east/west longitude

TM trademark

# number sign

® registered trademark

% percent
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APPENDIX B

PAYLOAD INFORMATION FORM

For the Payload Information Form refer to the following:

Payload Information Form
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APPENDIX C

PAYLOAD DATA PACKAGE REQUIREMENTS

A Payload Data Package (PDP) is required for each payload on the WB-57. A draft PDP is 

required no later than 3 months prior to flight, and the final signed PDP will be submitted to the 

WB-57 Program Office no later than 6 weeks prior to flight to allow time for thorough review 

prior to the Test Readiness Review (TRR). Late submissions may necessitate a 1-day slip to the 

flight schedule for each day late. All payload documentation requirements are presented in this 

appendix, as well as the required format. It is imperative that all sections of the PDP be 

addressed. If a section is not applicable to your experiment, do not leave it out. Instead, address 

the non-applicable section with a brief statement explaining why it is not applicable to your 

experiment. 

The PDP requirements presented in this appendix are the absolute minimum required. These 

minimums should be exceeded if necessary to thoroughly explain a payload. Any changes to a 

payload design occurring after the PDP has been submitted must be approved by the WB-57

Program Office through submitted documentation of the change. 

The required PDP format is listed below. Be sure to define all acronyms at their first use.

A. Cover Page

The cover page of the PDP should contain the principal investigator’s name, organization, 

and contact information (i.e., e-mail address, phone number, and mailing address), the 

payload name and acronym, the date the package was submitted, the revision letter if 

applicable, and required signatures. 

Version Control – The PDP, signed and approved by the customer, is the official payload 

documentation for the TRR. The original PDP does not have a revision letter (e.g., Rev 0). 

If payload modifications are made following the TRR, then ideally, PDP Rev A would be 

the documentation for delta TRR #1, PDP Rev B would be the documentation for delta 

TRR #2, etc. If partial or incomplete PDPs are submitted for feedback or review, they 

should be dated and clearly marked “DRAFT” on all pages to avoid confusion. Multiple 

iterations of draft PDPs are acceptable, but changes from previous draft versions should be 

clearly noted. A final, signed “official” version will still be required no later than 6 weeks

prior to flight. 

Required Signatures – At a minimum, the final, complete PDP shall be signed and dated 

by the: 

• Author/engineer (individual who wrote the report)

• Approver (principal investigator, program manager, or other person authorized to 

approve report release)
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B. Quick Reference Data Sheet

The Quick Reference Data Sheet should be completed in the format shown below and be 

submitted on a dedicated page.

1. Principal investigator

2. Contact information

3. Payload name and acronym

4. Mission profile/number of flights requested

5. Requested flight date(s)

6. Payload installation location on aircraft (e.g., 3-foot/6-foot pressurized/unpressurized 

pallet, spearpod, superpod, nose)

7. Payload overall assembly weight [pounds (lbs)]

8. Gas/cryogenic cylinder requests (type and quantity)

9. Hazardous materials to be used (include quantity)

10. Overboard vent requests (yes or no) and type of gas to be vented

11. Payload power requirement (voltage and current required)

12. Ground laboratory workspace requests (include storage requests)

13. Computer network access requests

14. Sheet metal work requests (only on NASA-owned hardware)

15. Electrical wiring requests

16. Miscellaneous requests

Note for PDP Rev A, Rev B, etc. – This page should highlight changes from the previous 

PDP version [e.g., original payload weight was 400 lbs and new payload weight is now 

470 lbs]. If the above information was in table format, there could be a column for “PDP 

Original” and “PDP Rev A” showing the differences. Entering the deviations in red font is

also helpful. Also, include a short “Summary of Changes” paragraph below the data sheet 

that briefly describes the payload changes from the previous version and references the 

changed sections of the PDP. Change bars and/or the use of a red font for the changes 

should also be used in the body of the PDP. The intent is to be able to quickly identify 

changes to the previously approved flight configuration from the last TRR. 

C. Table of Contents

List the sections of the PDP and their corresponding page numbers.
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D. Proposed Mission Profile and Flight Schedule

This section should address the type of flights being requested (e.g., where, how high, 

maneuvers), the number of flights being requested, and the proposed mission timeline with 

dates. This section should also address whether the experiment is a follow-up of a previous 

flight, a preliminary step to a future flight, etc. The name of any supporting 

organization/sponsor should also be listed here.

E. Payload Description

This section should briefly explain the payload design and objective, and the section should 

be written so that a practicing engineer can understand the experiment. Science (or 

engineering) goals should be presented along with a description of the expected results. 

Include drawings and/or photographs of the payload, its overall weight and Center of 

Gravity (CG) location, and a proposed dimensional layout of the equipment in the aircraft. 

Any laser, fluid, chemical, Radio Frequency (RF) transmission, and/or pressure/vacuum 

system should be described. Any component with special handling requirements or 

specific hazards must also be described in detail.

F. Electrical

1. Electrical Loads

This section shall list all the electrical loads (watts/amps). Include the standard 

operating conditions for which the load will be an active load and identify the duration 

of operation for each load. Transient or warm-up requirements, and the ability of the 

circuit protection to handle such events, shall be documented. 

2. Diagrams

Block diagrams shall be sufficient to understand the required aircraft data/format and 

the basic power distribution for the incurred loads. Locations for the required 

components and any interconnections that may be required outside of the payload 

envelope shall be included. Wiring diagrams or schematics that depict the aircraftpayload interface shall be provided and shall include wire sizes.

3. Antennas

Describe any specialized antennas, required separations, frequency ranges, RF 

bonding requirements, and RF cable runs that are required.

G. Pressure/Vacuum Systems

Describe the purpose and design of any pressure/vacuum systems, including sealed 

containers. All pressure/vacuum systems proposed for flight and/or ground use shall 

comply with JPR 1710.13, Design, Inspection and Certification of Ground-Based Pressure 

Vessels and Pressurized Systems. An Operation and Configuration Control Plan (OCCP)

will likely be required (except for sealed containers). Refer to Section 12.5.1, 

Pressure/Vacuum Systems, for more information.
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H. Laser Systems

For all lasers used in flight payloads and/or on the ground, provide the following 

information:

• Laser class, type, and manufacturer.

• Description of the laser’s purpose, ground or flight.

• Description of the containment controls (i.e., describe the protective housing, interlock 

switches, emergency kill switch, temperature/fire control, protective eyewear) that will 

be implemented in the laser system design.

All lasers proposed for flight and/or ground use shall comply with JPR 1700.1, JSC Safety 

and Health Handbook. All Class 3 and 4 lasers must be registered and approved for use 

with JSC Form 44B, Laser Device Use Request/Authorization. Refer to Section 12.7.1, 

Lasers, for more information.

I. Hazard Analysis

A hazard analysis should be provided in the PDP to document the review and implemented 

control of hazards associated with a specific payload. Reference the hazard source 

checklist below. If any of the hazards listed pertain to your experiment, describe the hazard 

and explain the control that exists to eliminate or mitigate the risk involved. If the payload 

presents a potential hazard for which no suitable hazard control is available, the deficiency 

must be documented and provided to the WB-57 Program Office. NASA will analyze this 

hazard and make a decision on risk acceptance.

1. Hazard Source Checklist

Describe identified hazards and explain the control that exists to eliminate or mitigate 

the risk involved.

a. Flammable/combustible material, fluid (liquid, vapor, or gas)

b. Toxic/corrosive/hot/cold material, fluid (liquid, vapor, or gas)

c. High pressure system (static or dynamic)

d. Evacuated container (implosion)

e. Frangible material

f. Stress corrosion susceptible material

g. Inadequate structural design (e.g., low safety margin)

h. High intensity light source including laser (e.g., unintended reflections)

i. Ionizing/electromagnetic radiation
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j. Rotating device

k. Extendible/deployable/articulating experiment element (collision)

l. Stowage restraint failure

m. Stored energy device (e.g., mechanical spring under compression)

n. Vacuum vent failure (e.g., loss of pressure/atmosphere)

o. Heat transfer (habitable area over-temperature)

p. Over-temperature explosive rupture (including electrical battery)

q. High/low touch temperature

r. Hardware cooling/heating loss (e.g., loss of thermal control)

s. Pyrotechnic/explosive device

t. Propulsion system (pressurized gas or liquid/solid propellant)

u. High acoustic noise level

v. Toxic off-gassing material

w Mercury/mercury compound

x. Organic/microbiological (pathogenic) contamination source

y. Sharp corner/edge/protrusion/protuberance

z. Flammable/combustible material, fluid ignition source (e.g., short circuit undersized wiring/fuse/circuit breaker)

aa. High voltage (electrical shock)

ab. High static electrical discharge producer

ac. Software error or computer fault

ad. Carcinogenic material

ae. Rapid depressurization of aircraft (e.g., optical window fracture)

af. Uninterrupted power supplies

ag. Transfer of liquid or gas in flight 

ah. Liquid or gas leak (e.g., improper containment, electrical short circuit) 

ai. Other
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J. Hazardous Material

Hazardous material is defined as anything with a flashpoint below 140° Fahrenheit (F)/60°

Celsius (C) or with a TLV (Threshold Limit Value) below 500 ppm (parts per million).

below 500 milligrams per cubic meter (mg/M3

) for fumes, below 10 mg/M3 for dust, or 

with a single oral dose (if liquid) at 50% lethality below 500 mg/kg (milligrams per 

kilogram). As a note, materials with flash points at or above 100°F/38°C are considered 

combustible and below are considered flammable. Please state whether or not you will be 

using any toxic, corrosive, explosive, flammable, combustible, and/or other hazardous 

materials. Describe what the material is, how it will be used, and what quantities will be 

used. If possible, avoid the use of hazardous materials. If such materials are required for a 

payload, proper containment must be provided. Please describe how you plan to safely 

contain and handle any hazardous materials. Early contact with the WB-57 Program Office 

for discussions on proper use and containment of proposed hazardous materials may 

prevent delays in obtaining approval for the use of such materials. If such materials are 

necessary, provisions for dumping and purging in flight and on the ground may be 

required. A current Safety Data Sheet (SDS) must be supplied for each hazardous material.

K. Ground Support Requirements

Describe what you will need in terms of ground support from the WB-57 Program Office. 

Please address the following:

• State what type of ground power needed for testing/operating research equipment.

• State the need for any pressurized gas or cryogenics. State how much is needed of each 

to assess storage space. Procurement of pressurized gases or cryogenics will be the 

responsibility of the researcher. An SDS must be provided. 

• State whether you will be mixing or storing any chemicals that are toxic, corrosive, 

and/or explosive. If so, what type of material handling procedures will be required?

• Request laboratory space (working and storage), if necessary.

• Request computer network, if necessary.

• Request special ground handling/support equipment (e.g., forklift, crane), if necessary.

• State miscellaneous requests.

L. Mission Procedures

Researchers are responsible for all equipment sent to and from Ellington Field (EFD). The 

WB-57 Program Office is not responsible for any shipping arrangements (refer to 

Section 11.4.1, Arrival at Ellington Field; Section 11.4.2, Departure from Ellington Field;

and Section 14.1.3, Shipping and Receiving, for additional information on the shipping and 

receiving of equipment to/from EFD). The information presented in this section of the 

PDP will describe all of the procedures involved with operating your experiment at EFD or 

at a remote deployment site. 
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These procedures should be broken down in the following order:

1. Equipment Shipment

State how equipment will be shipped (e.g., freight, include the shipping company 

name), when it will be shipped (i.e., month, day, and time), and what storage 

requirements are needed to safely store your hardware (e.g., space requirements, 

temperature).

2. Ground Operations

Provide the procedures proposed to set-up and operate your equipment on the ground at

EFD. All equipment will be inspected at the pre-TRR and TRR (refer to Section 13.3, 

Testing) prior to flight.

3. Loading

Provide the procedures proposed to load and integrate your equipment onto the WB-57.

4. Pre-Flight

Provide the procedures proposed for pre-flight operations.

5. Flight Operations

Flight checklists for payload operation will be generated through researcher 

consultation with the SEO (Sensor Equipment Operator). Provide the backseat 

procedures that will most likely be requested to operate your payload during takeoff, 

cruise, and/or landing operations.

6. Post-Flight

Provide the procedures proposed for readying equipment for a subsequent flight.

7. Off-Loading

Provide the procedures proposed for off-loading your payload from the WB-57 and the 

shipping arrangements that have been made for the removal of equipment from NASA 

property.

M. Appendix A – Stress Analysis

A complete stress analysis shall be completed for each payload. The payload stress 

analysis report is designed to be a stand-alone document, but it should be included as 

Appendix A to the PDP. Report requirements and format are governed by NASA Drawing

8594001, Preparation of Stress Analysis Reports:

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N. Appendix B – Safety Data Sheet

Include SDSs that apply to any composite, plastic, foam, fabric, chemical, fluid, 

compressed gas, etc., which you are utilizing with your payload, either in flight or on the 

ground. The SDS should correlate to descriptions provided in PDP Sections I through K so 

it the purpose of the materials is understood. An SDS must be provided for all chemicals 

taken onto NASA property. Copies of each SDS must also be kept with the chemicals at 

their ground-based storage areas.
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APPENDIX D

RACK/MOUNTING LOCATIONS

Not applicable to WB-57 aircraft. Refer to Section 9.1.1, Locations and Dimensions, for payload 

integration locations.
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APPENDIX E

DATA/NAVIGATION PARAMETERS

RS232 Navigation Data Recorder Output to Payload Areas

Data from all navigation data inputs is accumulated in a time buffer for 1 second. The data is 

processed and output to the RS232 data bus at 9600 baud. This results in a delay of 1 second 

between the actual time the data is received and the time it is output on the RS232 data bus. The 

time is correct to one millisecond. The data bus output format is as follows:

Parameter Name Output

Units Output Format StringSize

Signed

(Y/N)

Positive 

Sense

ARINC

Label No.

soh N/A 0x01 1 N/A N/A N/A

GPS Status N/A X 1 N/A N/A N/A

Date/Time N/A ddd:hh:mm:ss 12 N/A N/A N/A

Position Latitude degrees N/SXX.XXXXX 9 Y North 310

Position Longitude degrees E/WXXX.XXXXX 10 Y East 311

True Heading degrees +/-XXX.XX 7 Y CW from N 314

Pitch Angle degrees +/-XX.XXXX 8 Y Up 324

Roll Angle degrees +/-XX.XXXX 8 Y R Wing DN 325

Ground Speed knots XXX.XX 6 N Always + 312

True Track Angle degrees +/-XXX.XX 7 Y CW from N 313

Wind Speed knots XX.X 4 N Always + 315

Wind Direction degrees +/-XXX.X 6 Y CW from N 316

Longitudinal Accel g’s +/-X.XXX 6 Y Forward 331

Lateral Accel g’s +/-X.XXX 6 Y Right 332

Body Normal Accel g’s +/-X.XXX 6 Y Up 333

Track Angle Rate deg/s +/-XX.X 5 Y CW from N 335

Pitch Rate deg/s +/-XX.X 5 Y Up 326

Roll Rate deg/s +/-XX.X 5 Y R Wing DN 327

Inertial Vertical Speed ft/min +/-XX.XX 6 Y Up 365

Magnetic Track Angle degrees +/-XXX.XX 7 Y CW from N 317

Magnetic Heading degrees +/-XXX.XX 7 Y CW from N 320

Drift Angle degrees +/-XXX.XX 7 Y Nose Right 321

Flight Path Angle degrees +/-XXX.XX 7 Y Up 322

Flight Path Accel g’s +/-X.XXX 6 Y Forward 323

Pitch Att Rate deg/s +/-XX.X 5 Y Up 336

Roll Att Rate deg/s +/-XX.X 5 Y R Wing DN 337

Inertial Altitude feet +/-XXXXX.X 8 Y Up 361

Along Track Accel g’s +/-X.XXX 6 Y Forward 362

Cross Track Accel g’s +/-X.XXX 6 Y Right 363

Vertical Accel g’s +/-X.XXX 6 Y Up 364

NS Velocity knots +/-XXX.X 6 Y North 366

EW Velocity knots +/-XXX.X 6 Y East 367

Pressure Altitude feet +/-XXXXX 6 Y Up 203

Baro Corrected Altitude feet +/-XXXXX 6 Y Up 204

Mach unitless X.XXX 5 N Always + 205

Computed Airspeed knots XXX.XX 6 N Always + 206

Max Allowable Airspeed knots XXX.XX 6 N Always + 207

True Airspeed knots XXX.XX 6 N Always + 210

Total Air Temperature deg C +/-XXX.XX 7 Y Positive deg 211

Altitude Rate ft/min +/-XXXXX 6 Y Up 212

Static Air Temperature deg C +/-XXX.XX 7 Y Positive deg 213
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Parameter Name Significant 

Bits

Range 

(unsigned)

Max BNR 

Value

Source 

Units LSB Weight

soh N/A N/A N/A N/A N/A

GPS Status N/A N/A N/A N/A N/A

Date/Time N/A N/A N/A N/A N/A

Position Latitude 20 180 1048575 degrees 1.71661540662327000E-04

Position Longitude 20 180 1048575 degrees 1.71661540662327000E-04

True Heading 18 180 262143 degrees 6.86648127167233000E-04

Pitch Angle 18 180 262143 degrees 6.86648127167233000E-04

Roll Angle 18 180 262143 degrees 6.86648127167233000E-04

Ground Speed 18 4096 262143 knots 1.56250596048721000E-02

True Track Angle 18 180 262143 degrees 6.86648127167233000E-04

Wind Speed 18 256 262143 knots 9.76566225304509000E-04

Wind Direction 18 180 262143 degrees 6.86648127167233000E-04

Longitudinal Accel 18 4 262143 g's 1.52588472703830000E-05

Lateral Accel 18 4 262143 g's 1.52588472703830000E-05

Body Normal Accel 18 4 262143 g's 1.52588472703830000E-05

Track Angle Rate 18 32 262143 deg/s 1.22070778163064000E-04

Pitch Rate 18 128 262143 deg/s 4.88283112652255000E-04

Roll Rate 18 128 262143 deg/s 4.88283112652255000E-04

Inertial Vertical 

Speed

18 32768 262143 ft/min 1.25000476838977000E-01

Magnetic Track 

Angle

18 180 262143 deg 6.86648127167233000E-04

Magnetic Heading 18 180 262143 deg 6.86648127167233000E-04

Drift Angle 18 180 262143 deg 6.86648127167233000E-04

Flight Path Angle 18 180 262143 deg 6.86648127167233000E-04

Flight Path Accel 18 4 262143 g's 1.52588472703830000E-05

Pitch Att Rate 18 128 262143 deg/s 4.88283112652255000E-04

Roll Att Rate 18 128 262143 deg/s 4.88283112652255000E-04

Inertial Altitude 20 131072 1048575 feet 1.25000119209403000E-01

Along Track Accel 18 4 262143 g's 1.52588472703830000E-05

Cross Track Accel 18 4 262143 g's 1.52588472703830000E-05

Vertical Accel 18 4 262143 g's 1.52588472703830000E-05

NS Velocity 18 4096 262143 knots 1.56250596048721000E-02

EW Velocity 18 4096 262143 knots 1.56250596048721000E-02

Pressure Altitude 17 131071 131071 feet 1.00000000000000000E+00

Baro Corrected 

Altitude

17 131071 131071 feet 1.00000000000000000E+00

Mach 16 4.096 65535 unitless 6.25009536888685000E-05

Computed Airspeed 14 1023.75 16383 knots 6.24885552096686000E-02

Max Allowable 

Airspeed

12 1024 4095 knots 2.50061050061050000E-01

True Airspeed 15 2048 32767 knots 6.25019074068422000E-02

Total Air 

Temperature

11 511.75 2047 deg C 2.50000000000000000E-01

Altitude Rate 11 32750 2047 ft/min 1.60000000000000000E+01

Static Air 

Temperature

11 511.75 2047 deg C 2.50000000000000000E-01

* Each parameter is followed by a space.
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ARINC 429 GPS Output To Payload Areas

The Navigation Data Recorder provides GPS data to all payload areas in ARINC 429 format. 

The GPS ARINC 429 output format is as follows:

Binary 

Label Parameter

Output 

Rate

(Hz)

Numeric 

Range Units Sig Bits* Resolution Positive Sense

072 Inertial Latitude 8 ±90 degrees 20 0.000172 North from Zero

073 Inertial Longitude 8 ±180 degrees 20 0.000172 East from Zero

076 GPS Altitude 1 ±131,072 feet 20 0.125 Up

101 GPS HDOP 1 0–1024 meters 15 0.031 Always Positive

102 GPS VDOP 1 0–1024 meters 15 0.031 Always Positive

103 GPS Track Angle 1 ±180 degrees 15 0.0055 CW from North

110 GPS Latitude 1 ±90 degrees 20 0.000172 North from Zero

111 GPS Longitude 1 ±180 degrees 20 0.000172 East from Zero

112 GPS Ground Speed 1 0–4096 knots 15 0.125 Always Positive

120 GPS Latitude-Fine 1 0–

0.000172

degrees 11 8.38E-8 North from Zero

121 GPS Longitude-Fine 1 0–

0.000172

degrees 11 8.38E-8 East from Zero

130 GPS Integrity Limit 1 0–16 nm 18 6.1E-5 N/A

136 GPS Vert FOM Or EVE 1 0–32,768 feet 18 0.125 Always Positive

150 UTC (BCD Format) 1 23:59:59 hr:min:sec 17 1.0 Always Positive

165 GPS Vert Vel. 1 ±32,768 ft/min 15 1.00 Up

166 GPS N-S Velocity 1 ±4,096 knots 15 0.125 North

174 GPS E-W Velocity 1 ±4,096 knots 15 0.125 East

247 GPS Horiz FOM 1 0–16 nm 18 6.1E-5 Always Positive

60 Date 1 N/A BCD 6 1 Day N/A

273 GPS Sensor Status 1 N/A DIS 19 N/A N/A

* Does not include sign bit.

ARINC 429 ADDU Output To Payload Areas

The Navigation Data Recorder provides Air Data to all payload areas in ARINC 429 format. 

The ADDU ARINC 429 output format is as follows:

Binary 

Label Parameter

Output 

Rate

(Hz)

Numeric Range Units Sig 

Bits*

Least 

Significant 

Bit Value

Positive Sense

203 Pressure Altitude 20 -1000 to 131072 feet 17 1 Up

204 Baro-Corrected Altitude 20 -1000 to 131072 feet 17 1 Up

205 Mach Number 10 0 to 4.096 mach 16 .0000625 Always Positive

206 Computed Airspeed 10 0 to 1024 knots 14 .0625 Always Positive

207 Max Allowable Airspeed 10 0 to 1024 knots 12 .25 Always Positive

210 True Airspeed 10 0 to 2048 knots 15 .0625 Always Positive

211 Total Air Temperature 4 -60 to 511.75 deg/C 11 .25 Positive Temp

212 Altitude Rate 20 0 to 32752 ft/mn 11 16 Up

213 Static Air Temperature 4 -99 to 511.75 deg/C 11 .25 Positive Temp
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ARINC 429 INS Output to Payload Areas

The Navigation Data Recorder provides Inertial Navigation System (INS) data to all payload 

areas. The following INS parameters are output to all payload areas in the ARINC 429 output 

format:

Binary 

Label Parameter

Output 

Rate

(Hz)

Numeric 

Range Units Sig 

Bits* Resolution Positive Sense

310 Present Position Lat (UPD) 8 ±90 degrees 20 0.000172 North from Zero

311 Present Position Lon 

(UPD)

8 ±180 degrees 20 0.000172 East from Zero

312 Ground Speed 32 0–4096 knots 18 0.01563 Always Positive

313 Track Angle True 32 ±180 degrees 18 0.000687 CW from North

314 True Heading 32 ±180 degrees 18 0.000687 CW from North

315 Wind Speed 16 0–256 knots 18 0.000977 Always Positive

316 Wind Direction True 16 ±180 degrees 18 0.000687 CW from North

317 Track Angle (Magnetic)** 32 ±180 degrees 18 0.000687 CW from North

320 Heading (Magnetic)** 32 ±180 degrees 18 0.000687 CW from North

321 Drift Angle 32 ±90 degrees 18 0.000687 Right 

322 FLT Path Angle 32 ±90 degrees 18 0.000687 Up

323 FLT Path Accel 64 ±4 g’s 18 0.0000153 Forward

324 Pitch Angle 64 ±180 degrees 18 0.000687 Up

325 Roll Angle 64 ±180 degrees 18 0.000687 Right Wing Down

326 Body Pitch Rate 64 ±128 deg/sec 18 0.000488 Up

327 Body Roll Rate 64 ±128 deg/sec 18 0.000488 Right Wing Down

330 Body Yaw Rate 64 ±128 deg/sec 18 0.000488 Nose Right

331 Body Longitude Accel 64 ±4 g’s 18 0.0000153 Forward

332 Body Lateral Rate 64 ±4 g’s 18 0.0000153 Right

333 Body Normal Rate 64 ±4 g’s 18 0.0000153 Up

334 Platform Heading 32 ±180 degrees 18 0.000687 CW from Zero

335 Track Angle Rate 64 ±32 deg/sec 18 0.000122 CW

336 Pitch ATT Rate 64 ±128 deg/sec 18 0.000488 Up

337 Roll ATT Rate 64 ±128 deg/sec 18 0.000488 Right Wing Down

360 Potential Vert Speed 64 ±32,768 ft/min. 18 1.00 Up

361 Inertial Altitude 32 ±131,072 feet 20 0.125 Up

362 Along TRK Horiz Accel 64 ±4 g’s 18 0.0000153 Forward

363 Cross TRK Horiz Accel 64 ±4 g’s 18 0.0000153 Right

364 Vertical Accel 64 ±4 g’s 18 0.0000153 Up

365 Inertial Vert Speed 32 ±32,768 ft/min 18 0.125 Up

366 N-S Velocity 16 ±4096 knots 18 0.0000153 North

367 E-W Velocity 16 ±4096 knots 18 0.0000153 East

* Does not include sign bit

** Information not valid when latitude is greater than 73° North or 60° South (Arctic/Antarctic Navigation)

UPD = Updated information form GPS
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APPENDIX F

DETAILED SAFETY AND EMERGENCY PROCEDURES

The WB-57 High-Altitude Research Program is operated IAW (in accordance with) established 

NASA safety procedures. Johnson Space Center (JSC) participates in the Occupation Safety and 

Health Administration (OSHA) VPP (Voluntary Protection Program), which is a cooperative

effort between OSHA, management, and employees to achieve a safer, healthier work 

environment. JSC’s safety goal is to become a nationally recognized center of excellence for 

safety and health.

Due to the critical nature of the WB-57 Program, a multi-stage review and approval procedure 

has been developed to ensure personnel and flight safety. This section describes the general 

safety practices and guidelines that all personnel and equipment must comply with to occupy and 

operate on NASA property. Please contact the WB-57 Program Office with any questions 

regarding safety practices at Ellington Field (EFD).

A. JSC Requirements

1. All personnel and equipment at EFD must adhere to the safety guidelines as defined in 

JPR 1700.1, JSC Safety and Health Handbook. The complete current document is 

available at the following: http://jschandbook.jsc.nasa.gov/

2. Any hazards or injuries shall be reported immediately. 

B. Aircraft Operations Division (AOD) Requirements 

A safety briefing will be given to all program participants upon arrival at EFD. Attendance 

at this briefing is mandatory for all program participants. Additional requirements are 

outlined below.

1. Emergency Procedures

a. Dial extension 33333 (“five 3’s”) from any NASA telephone to report an 

emergency at EFD (from a cell phone, dial 281-483-3333). This is the direct line 

to the Ellington Fire Department, our primary responders for all incidents. Do not 

dial 911 as this may actually slow the response time. 

b. If you hear a fire alarm or an air horn (indicating a gas leak), proceed immediately 

to the nearest designated evacuation assembly point. If you smell gas, sound the 

nearest air horn. Do not use the telephone or fire alarm to report a gas leak due to 

explosion hazard. 

2. Laboratory/Facility Safety

a. Only authorized personnel are permitted in the various facilities. Permanent 

NASA badges or visitor badges issued by JSC Security must be displayed above 

the waist at all times while on NASA/JSC property.

b. No driving or parking inside the main fence. Parking is available in the main lot 

across from the north end of Hangar 990. 
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c. Smoking is discouraged, but allowed in designated outdoor areas. There is no 

smoking inside buildings, Government vehicles, or on the flight line. Smoking is 

not permitted within 50 feet (ft) of aircraft, jet fuel, or other hazardous areas such 

as liquid oxygen or HAZMAT storage. Smoking is not permitted within 25 ft of 

doorways, entries, operable windows, and outdoor air intake ducts.

d. All trash/recyclables must be placed in provided receptacles. Use specifically 

labeled trash receptacles for batteries, oil rags, chemicals, etc. 

e. Hazardous materials/chemicals must be properly identified. All requisite 

precautions consistent with the safe handling of hazardous materials and 

chemicals must be followed at all times, to include use of PPE (Personal 

Protective Equipment) such as safety glasses, gloves, aprons, etc. All highpressure cylinders must be in racks and properly secured. A Safety Data Sheet

(SDS) is required for all hazardous materials/chemicals. 

f. Tool Control – All equipment (i.e., tools, test hardware, fluids) brought to EFD

must be inventoried and accounted for at all times. A tool lost in the aircraft can 

jam critical control cables or otherwise affect safety of flight. Therefore, the 

aircraft will be grounded until any missing tools can be found.

g. Equipment – Operation of research or other equipment must be attended at all 

times. 

3. Hangar Safety

a. Aircraft hangars are large industrial work areas. Hazards are always present and 

may include the following: 

• Aircraft and equipment being towed

• Aircraft on jacks

• Hoses, cables, grounding wires, and other trip hazards

• Fuel, hydraulic fluid, water, and lubricant spills on the hangar floor (slip 

hazard)

• Sharp surfaces on aircraft (e.g., flaps/trailing edge of wings, gear doors)

b. Be cautious and stay in the walkway on the side of the hangar whenever possible. 

Do not walk through moving hangar doors.

c. When using electrical cords/power strips, all electrical connections shall be a 

minimum of 18 inches off the ground to prevent ignition of any fuel vapor. There 

are cones located in Hangar 990 for this purpose.

d. Electric drills and other electric tools shall not be used. Only battery-powered or 

pneumatic tools are permitted. Sparks from brushed motors or other electric tools 

may set off the fire suppression system or potentially ignite fuel vapor. 
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e. Do not operate the hangar doors or any other controls inside the hangar.

f. Dress for an industrial workplace. No high heels or open-toed shoes, or loose 

clothing that may be caught in machinery, etc.

4. Aircraft Safety

a. Access to the aircraft is controlled. An AOD employee must accompany anyone 

requiring access to the aircraft. Special qualifications are required for access to 

the cockpit (front or rear seat) due to safety hazard posed by ejection seats. 

b. Stay clear of the aircraft during refueling, liquid oxygen servicing, maintenance, 

towing, or taxiing. 

c. Foreign Object Damage (FOD) is a major concern for any aviation activity. 

Loose items left in and around the aircraft can cause extensive damage to aircraft 

engines or other systems. Be sure to secure all pens, pencils, jewelry, badges, 

hats, sunglasses, cell phones, trash, tools, small hardware, etc. Do not take nonessential items to the aircraft or flight line. If you find FOD on the ramp, please 

pick it up and dispose of it properly.

5. Flight Line Safety

a. The flight line is a controlled access area. An AOD employee must accompany 

anyone requiring access to the flight line. Please stay with your group and do not 

wander away from the immediate vicinity of Hangar 990. 

b. Hearing protection is required during all flight operations. Earplugs are readily 

available at various locations at EFD.

c. Jet exhaust can be hazardous up to 200 ft behind aircraft. Jet intake can be 

hazardous within 35 ft.

d. Unless you are a ground crewmember, do not operate any ground support, 

material handling, or aircraft equipment or systems. 

e. Be cautious of moving aircraft and vehicles on the flight line. Aircraft, official

vehicles, and GSE (Ground Support Equipment) always have the right of way. 

Look before crossing the flight line road that runs in front of Buildings 993/994.

f. No driving on the flight line.

g. Be sure to protect yourself against the weather and other hazards while on the 

flight line (e.g., full foot protection, hat, sunscreen, lip balm, no high heels), and 

drink plenty of water during the hot summer months.

h. Lightning Detection System – Seven 1-second horn blasts accompanied by an 

amber beacon and/or a lightning announcement indicate lightning in the vicinity. 

Proceed indoors immediately and remain under cover until the “all clear” is given. 

“All clear” will be indicated by one continuous 7-second horn blast, amber 

beacon off, and/or “all clear” announcement made. 
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6. WB-57 Program Office Requirements 

a. Payload Data Package

Refer to Section 11.1.3, Payload Data Package, and Appendix C, Payload Data 

Package Requirements.

b. Test Readiness Review

Refer to Section 13.3, Testing.

c. Safety of Flight

Refer to Section 12.1, Flight Safety
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APPENDIX G

COMMUNICATION SYSTEM GUIDE

NOTE

Contact the WB-57 Program Office for access to the 

Communication System Guide.
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