a satellite gets built and launched. A traditional satellite has two main parts—the “bus,” which contains the structure, propulsion and control systems, and the “payload,” which generates revenue for the customer. In previous designs, the bus and payload were assembled separately, and later joined in the satellite assembly area. With the 702SP design, the bus and payload components are assembled together. This allows certain work to occur in parallel rather than in different stages, said Doug Mushet, 702SP payload and bus integration and test integrated product team lead. “We are using only one team to do the work, as opposed to one bus team and one payload team,” he said. “This saves time and cost.” The first two 702SP satellites, part of a four-satellite order placed by ABS and Eutelsat, are in final production. Boeing also signed one additional customer for an all-electric satellite earlier this year. Boeing has not disclosed that customer. “There is a lot of interest in all-electric propulsion among satellite operators. The economics of the lower-weight satellites are pretty compelling,” said Mark Spiwak, vice president of Boeing Commercial Satellite Systems. “For satellite customers that have a need for the lower-power range, we believe it is a growing market with more orders to come.” Aviation Week & Space Technology magazine called the development of all-electric satellites “the next big thing” in the commercial satellite industry in a recent article. But Boeing is no longer alone. Several competitors, including the space division of Airbus, are developing all-electric satellites for customers. Meanwhile, Boeing employees in El Segundo recently completed important project milestones— integration and test, as well as spacecraft thermal vacuum testing. For Victor Espinosa, thermal engineer for the 702SP product line, completing the thermal testing activities for the first-ever 702SP satellites was a pivotal moment. “There has been considerable invention applied, along with a level of disruption, to the established standard of spacecraft building,” he said. “I am truly proud to be a part of the team that is making a reality of a new-product-line dream.” Boeing employees also designed the two satellites to be in a “stacked” configuration during launch. With the lighter-weight and stacked design, two satellites can be launched together on a smaller rocket. This represents another cost savings for customers, along with environmental advantages. “By delivering two satellites at one time, customers are basically getting a two-for-one price on the launch,” said Murphy, the team manager. The first two satellites are scheduled to be launched together in early 2015 aboard a Space Exploration Technologies Corp. (SpaceX) Falcon 9 rocket. “It’s really cool to see something go from PowerPoint or a drawing to real life,” Murphy said. “You get to see all the hard work you put into the product and have the realization that your design was in fact good.” Added Mushet, the team lead responsible for bus and payload integration: “Getting to work on a product that hasn’t been built before is exciting. The whole team has been focused and supportive of new ideas and ways to improve our product. “It’s amazing,” he said, “all the new technology and innovation we are putting into these satellites.” n joanna.e.climer@boeing.com PHOTO: Glenn Caplin, left, chief engineer, and Jim Peterka, 702SP program manager, review an engineering schematic next to a satellite communications payload and bus. Frontiers November 2014 21
Frontiers November 2014 Issue
To see the actual publication please follow the link above