Blue Origin starts rebuilding launch pad damaged by New Glenn rocket explosion — and it will look very different when it’s done
Blue Origin has started rebuilding the launch pad damaged by an explosive accident last month, but the company is working from a very different blueprint this time around.
The company’s huge New Glenn rocket exploded on May 28 during a routine engine test at Launch Complex 36A (LC-36A) at Florida’s Cape Canaveral Space Force Station. The rocket was destroyed, as were some important pieces of pad infrastructure, including the lightning tower and the transporter-erector, which hauled New Glenn from its integration facility to the pad and raised it vertical upon arrival.
Blue Origin has vowed to bounce back quickly, aiming to fly the 320-foot-tall (98-meter) New Glenn again by the end of the year. Getting LC-36A rebuilt is a high priority, for the pad is currently New Glenn’s only jumping-off point. And Blue Origin has made significant progress on this front the company announced today (June 30).
“Hardware recovery and debris removal operations are complete, and reconstruction of the pad has started,” the company’s CEO, Dave Limp, said in a statement today.
Reconstruction will not create a facsimile of the original LC-36A, however. Blue Origin is building a new version of the pad, one that lines up with a new concept of operations (ConOps) for New Glenn launches.
“We’re moving to a horizontal/vertical hybrid configuration to get us flying again this year at 36A,” Limp said via X today. “Let me explain what that means. We mate the stages horizontally in the Integration Facility (IF). Then we bring the integrated vehicle out to the pad, use a crane to perform the vertical breakover, and mate the payload once New Glenn is vertical. This new ConOps has the added benefit of increasing our flight cadence as well.”
So the refurbished LC-36A will have a crane rather than a transporter-erector, and payload mating will occur at the pad rather than inside the IF.
According to Limp, Blue Origin had already been planning to employ this “hybrid” ConOps for the super-heavy version of New Glenn that it’s developing, called the 9X4. That name references the engine configuration of the coming vehicle: nine of Blue Origin’s BE-4s on its first stage and four BE-3Us in its upper stage.
The current version of New Glenn is a 7X2. It can haul about 50 tons (45 metric tons) of payload to low Earth orbit. The 9X4 will be able to carry 77 tons (70 metric tons) to LEO and will also feature a bigger payload fairing — one that’s 28.5 feet (8.7 meters) wide rather than 23 feet (7 m).
Blue Origin had already been developing another Cape Canaveral pad, LC-36B, to accommodate 9X4 launches. That pad is being readied for the “hybrid” ConOps as well, according to Limp.
Today’s update also let us know that Blue Origin has made some progress in its investigation into the May 28 anomaly, though more work needs to be done.
“The vehicle is highly instrumented with extensive data from multiple camera angles and sensors, giving us confidence in our ability to identify and correct the root cause,” Limp wrote. “Early analysis points to the aft section of the first stage.”
Blue Origin has started rebuilding the launch pad damaged by an explosive accident last month, but the company is working from a very different blueprint this time around.
The company’s huge New Glenn rocket exploded on May 28 during a routine engine test at Launch Complex 36A (LC-36A) at Florida’s Cape Canaveral Space Force Station. The rocket was destroyed, as were some important pieces of pad infrastructure, including the lightning tower and the transporter-erector, which hauled New Glenn from its integration facility to the pad and raised it vertical upon arrival.
Blue Origin has vowed to bounce back quickly, aiming to fly the 320-foot-tall (98-meter) New Glenn again by the end of the year. Getting LC-36A rebuilt is a high priority, for the pad is currently New Glenn’s only jumping-off point. And Blue Origin has made significant progress on this front the company announced today (June 30).
“Hardware recovery and debris removal operations are complete, and reconstruction of the pad has started,” the company’s CEO, Dave Limp, said in a statement today.
Reconstruction will not create a facsimile of the original LC-36A, however. Blue Origin is building a new version of the pad, one that lines up with a new concept of operations (ConOps) for New Glenn launches.
“We’re moving to a horizontal/vertical hybrid configuration to get us flying again this year at 36A,” Limp said via X today. “Let me explain what that means. We mate the stages horizontally in the Integration Facility (IF). Then we bring the integrated vehicle out to the pad, use a crane to perform the vertical breakover, and mate the payload once New Glenn is vertical. This new ConOps has the added benefit of increasing our flight cadence as well.”
So the refurbished LC-36A will have a crane rather than a transporter-erector, and payload mating will occur at the pad rather than inside the IF.
According to Limp, Blue Origin had already been planning to employ this “hybrid” ConOps for the super-heavy version of New Glenn that it’s developing, called the 9X4. That name references the engine configuration of the coming vehicle: nine of Blue Origin’s BE-4s on its first stage and four BE-3Us in its upper stage.
The current version of New Glenn is a 7X2. It can haul about 50 tons (45 metric tons) of payload to low Earth orbit. The 9X4 will be able to carry 77 tons (70 metric tons) to LEO and will also feature a bigger payload fairing — one that’s 28.5 feet (8.7 meters) wide rather than 23 feet (7 m).
Blue Origin had already been developing another Cape Canaveral pad, LC-36B, to accommodate 9X4 launches. That pad is being readied for the “hybrid” ConOps as well, according to Limp.
Today’s update also let us know that Blue Origin has made some progress in its investigation into the May 28 anomaly, though more work needs to be done.
“The vehicle is highly instrumented with extensive data from multiple camera angles and sensors, giving us confidence in our ability to identify and correct the root cause,” Limp wrote. “Early analysis points to the aft section of the first stage.”
