Illinois Space Societyiss.ae.illinois.edu/wp-content/uploads/2017/01/...Minor subteams of around 5 students will be responsible for web design, safety planning, and educational outreach

Illinois Space Society

Student Launch 2015-2016

Maxi-MAV Critical Design Review

January 15, 2016

University of Illinois Urbana-Champaign Illinois Space Society

104 S. Wright Street

Room 321D

Urbana, Illinois 61801

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Contents Acronym Dictionary ..................................................................................................................... 4

General Information ........................................................................................................................ 5

Managers ..................................................................................................................................... 5

Major Subteam 1: Structures and Recovery ............................................................................... 5

Major Subteam 2: AGSE ............................................................................................................ 5

Minor Subteams .......................................................................................................................... 5

NAR Section ............................................................................................................................... 6

I) Summary of CDR report ............................................................................................................. 7

Launch Vehicle Summary........................................................................................................... 7

Payload Summary ....................................................................................................................... 7

II) Changes made since PDR .......................................................................................................... 8

Changes to Structures and Recovery .......................................................................................... 8

Changes to AGSE ....................................................................................................................... 8

PDR Feedback ............................................................................................................................ 8

III) Vehicle Criteria......................................................................................................................... 9

Design and Verification of Launch Vehicle ............................................................................... 9

Flight Reliability and Confidence ........................................................................................... 9

Mission Statement ................................................................................................................. 10

Requirements ........................................................................................................................ 10

Mission Success Criteria ....................................................................................................... 10

Major Milestone Schedule .................................................................................................... 11

System Design Review ............................................................................................................. 11

Booster System ..................................................................................................................... 11

Subsystem Descriptions ............................................................................................................ 16

Motor Subsystem .................................................................................................................. 16

Fin Subsystem ....................................................................................................................... 18

Avionics/Payload Bay Subsystem ........................................................................................ 20

Performance Characteristics ................................................................................................. 24

Vehicle and Recovery Requirements ........................................................................................ 25

Approach to Workmanship ................................................................................................... 30

Test Descriptions and Results ............................................................................................... 31

Planning of Manufacturing, Verification, Integration and Operations ................................. 34

Integrity of Design ................................................................................................................ 35

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Subscale Flight Results ............................................................................................................. 47

First Flight (Aerotech F40) ................................................................................................... 47

Second Flight (Aerotech G54) .............................................................................................. 49

Subscale flight data’s impact on the design of the full-scale launch vehicle. ....................... 51

Recovery Subsystem ................................................................................................................. 51

Parachute, harnesses, bulkheads, and attachment hardware. ................................................ 51

Recovery System Attachment Techniques ........................................................................... 53

Parachute Deployment Process ............................................................................................. 54

Electronic Components ......................................................................................................... 55

Kinetic Energy at Significant Phases .................................................................................... 57

Safety and Failure Analysis .................................................................................................. 58

Mission Performance Predictions ............................................................................................. 59

Mission Performance Criteria ............................................................................................... 59

Flight Profile Simulations ..................................................................................................... 59

Validity of Analysis, Drag Assessment, and Scale Modeling Results. ................................ 63

Stability Margin .................................................................................................................... 63

Payload Integration ................................................................................................................... 66

Integration Plan ..................................................................................................................... 66

Launch concerns and operation procedures .............................................................................. 67

Comprehensive Checklist ..................................................................................................... 70

Safety and Environment (Vehicle and Payload) ....................................................................... 73

Safety Officer ........................................................................................................................ 73

NAR Personnel Duties .......................................................................................................... 74

Hazard Recognition .............................................................................................................. 74

Law Compliance ................................................................................................................... 75

Motor and Energetic Device Handling ................................................................................. 75

Preliminary Hazard Analysis ................................................................................................ 75

Environmental Concerns ....................................................................................................... 80

IV) AGSE/Payload Criteria .......................................................................................................... 86

Selection, Design, and Verification of Payload ........................................................................ 86

System Review (include sequential process order) .............................................................. 86

Subsystem Overview ................................................................................................................ 88

Drawings, analysis, test results, and integrity of design ....................................................... 88

System-Level Functional Requirements ............................................................................... 97

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Approach to workmanship .................................................................................................... 99

Planned testing .................................................................................................................... 100

Manufacturing and Assembly ............................................................................................. 104

Integration Plan ................................................................................................................... 105

Precision of Instrumentation and Repeatability .................................................................. 105

Electronics Subsystem ........................................................................................................ 106

Safety and Failure Analysis ................................................................................................ 109

Payload Concept Features and Definition - ............................................................................ 113

Creativity, Originality, and Uniqueness.............................................................................. 113

Suitable level of challenge .................................................................................................. 113

Science Value.......................................................................................................................... 113

VI) Project Plan........................................................................................................................... 114

Show status of activities and schedule .................................................................................... 114

Budget plan ......................................................................................................................... 114

Funding Plan ....................................................................................................................... 117

Timeline .............................................................................................................................. 118

Educational Engagement Plan ............................................................................................ 120

V) Conclusion ............................................................................................................................. 121

Appendix A ................................................................................................................................. 122

Appendix B ................................................................................................................................. 125

Appendix C ................................................................................................................................. 126

Appendix D ................................................................................................................................. 129

Appendix E ................................................................................................................................. 131

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Acronym Dictionary

AGSE: (Autonomous Ground Support Equipment) This is a combination of crane, rail, and

ignition systems used to robotically accomplish the mission goals.

CAD: (Computer Aided Design) Computer software that allows the design, assembly, and

annotation of rocket and AGSE components.

CDR: (Critical Design Review) A design review that shows that the design is ready for full scale

production and fabrication.

CFC: (Chlorofluorocarbons) Commonly used in aerosol cans until the 1980’s and were

determined to be damaging to the ozone layer.

CIA: (Central Illinois Aerospace) A local rocketry club that assists the team with test launching

the rockets. They also provide their expertise during the design and building phase of the

competition.

ISS: (Illinois Space Society) The parent group of the team competing in the Student Launch

competition.

LPG: (Liquid Propane Gas) The most common propellant used in spray paint cans, and is less

harmful to the ozone than CFC’s.

NAR: (National Association of Rocketry) Governs the use of high powered rocketry to ensure the

safety of the participants, spectators, and the environment.

PDR: (Preliminary Design Review) A design review that shows a feasible concept that will be the

subject of future work.

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General Information Team Leader

Ian Charter, Project Manager

Phone: (815) 278-1294

Email: [email protected]

Safety Officer

Andrew Koehler

Managers

Project Manager: Ian

Safety Officer: Andrew

Structures and Recovery Manager: Stephen

AGSE Manager: Ben

Webmaster: Lui

Educational Outreach Director: Chris

Major Subteam 1: Structures and Recovery The first main subteam of about 10 students is the Structures and Recovery Team. This

team will be responsible for the design and construction of the vehicle, including systems for

parachute deployment and sample containment. The Structures and Recovery manager is Stephen.

Brian, Alli, Andrew, and David are key technical members for the Structures and Recovery teams.

Specifically, Brian is responsible for the design of the vehicle, and Andrew is responsible for

construction procedures. Alli is charged with management of the recovery systems, and David is

in charge of the sample canister and hatch systems.

Major Subteam 2: AGSE The second major subteam is the Autonomous Ground Support Equipment (AGSE) Team.

This team will be responsible for the design and construction of a robotic system to contain the

sample within the vehicle, as well as systems to erect the rocket from the horizontal position and

install the motor igniter. Ben is the AGSE manager. Brandon, Nick, Chris, and Alex are key

technical personnel for the AGSE systems. Ben is responsible for the compatibility between AGSE

components, and Brandon is in charge of the sample retrieval system. Alex is charged with

managing the ignition system, Nick is in charge of the lifting system, and Chris is in charge of

mass requirements.

Minor Subteams Minor subteams of around 5 students will be responsible for web design, safety planning,

and educational outreach. Each student on these subteams is also a member of either the AGSE or

Structures and Recovery subteams. Lui will manage the web design subteam, Andrew the safety

subteam, and Chris will manage the educational outreach activities.

In general, subteam managers are charged with organizing their respective teams, planning

necessary meetings, and overseeing progress on technical designs. That said, every team member

including managers will play a role in the technical design of their assigned systems. Although

key technical members are listed for the major subteams, whenever possible technical work will

be divided equally between all team members. The team’s goal is to draw on the knowledge of

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past members, while also giving new members hands-on experience with the design and build

process.

NAR Section The ISS Tech Team will be working with members of Central Illinois Aerospace (CIA) to

facilitate test launches and review system designs. Specifically, Mark Joseph will be the NAR

mentor for the ISS Tech Team. CIA is section 527 of the National Association of Rocketry. The

CIA organizes launches every other week at several locations close to the university, depending

on the time of year and launch field conditions.

Figure 1. Complete CAD drawing of the rocket and AGSE system

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I) Summary of CDR report

Launch Vehicle Summary It was the team’s decision to design, build, and implement a flight vehicle from raw

materials and to individually pick out parts rather than build from a kit. The vehicle will be a single

stage rocket with one motor and a standard dual deploy recovery system. The vehicle for this

project will measure 90.25 inches from the aft end of the motor retainer to the tip of the nose cone.

The vehicle body will be constructed of 4.014 inch diameter Blue Tube, which has an inner

diameter of 3.9 inches. The current design mass of the vehicle is 22.536 pounds, which includes 2

pounds of unspecified mass as margin to allow for any mass growth as construction begins.

The selected motor is the Aerotech K1000T reloadable 75mm motor with a total impulse

of 561.26 lbf-s (2511.5 N-s). The vehicle will launch on an 8 foot long, size 1515 launch rail.

The recovery system for this vehicle is based off of a standard dual deploy system: a smaller

drogue and larger main parachute. At apogee, a 15” elliptical drogue parachute manufactured by

Fruity Chutes will deploy from the booster section. At 450 feet above ground level, an Iris Ultra

72” compact main parachute will deploy from the upper airframe. Onboard altimeters will be used

to deploy the main and drogue parachutes by triggering a black powder charge that pressurizes the

body tube, therefore separating it from another airframe. Tubular Kevlar 1⁄2” shock cord is used

to attach all parachutes to the vehicle.

This combination of parachute sizes and deployment altitudes will ensure that each section

of the rocket will reach the ground with less than 75 ft-lbf of kinetic energy but stay within the

2,500 ft maximum drift distance set by NASA.

Payload Summary The team will be building off of last year’s design, keeping a similar rail and igniter

insertion system. An actuator will be used to raise up the rail system, with a limit switch at the

base of the launch pad so that when the rail is 5 degrees off of the vertical, the switch will be

triggered stopping the actuator. The igniter system will use a similar actuator, with a “Z” shaped

piece and a thin, wooden rod attached to the opposite end of the piece, with the igniter fashioned

onto the end. The actuator will raise the Z-piece and, in turn, raise the igniter. Screwed onto the

blast plate will be a guide cone that the igniter will rise through to more accurately aim the igniter

into the rocket.

The team has designed a robotic crane-like mechanism to retrieve the payload. The crane

is a three segment structure, with 360° rotation and a vertical arm fashioned at the end of a

horizontal beam jutting outward from the base of the structure. At the bottom of the vertical arm

is an electromagnet holding onto a curved piece cut from the rocket’s body tube, with clips along

the underside. The crane will rotate and pick up the payload by pressing these clips onto said

payload. The arm shall then rotate over to the rocket and shut off the electromagnet, releasing the

payload and hatch door. Finally, the hatch will be sealed with small permanent magnets attached

to the rocket and bay door, along with a tubular latch fastened to the inside of the rocket and will

seal itself to a small, block on the hatch door.

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II) Changes made since PDR

Changes to Structures and Recovery In order to optimize the volume of the AGSE system and to utilize portions of the current

AGSE’s ignition system, the team has switched to using an Aerotech K1000T-P motor. The

K1000T is shorter and wider than the Aerotech K828FJ used through PDR. The comparative

additional weight and power of the motor led to adjustments to the fin geometry in order to

maintain a target 5,280 ft altitude despite the change in motor. Additionally, the size of the main

parachute was increased to 72 inches in order to stay within the kinetic energy requirements of the

competition.

In order to stay within a maximum drift distance of 2,500 feet the team shrunk the drogue

parachute from a 24 inch elliptical to a 15 inch elliptical manufactured by Fruity Chutes. This

change drastically reduces drift while still allowing the main parachute to deploy at a safe descent

speed. Additionally, the main parachute will now deploy at 450 ft altitude rather than 500 ft in

order to keep the drift within 2,500 ft even in 20 mph cross winds.

Following further testing and consideration, the active drag subsystem was scrapped in

favor of relying on further analysis and vehicle/motor characteristics to get within the target

altitude of 5,280 feet.

Changes to AGSE The main change to the AGSE system following the completion of the Preliminary Design

Review is the implementation of additional support in attaching the hatch door to the vehicle. Now,

instead of relying solely on magnets along the door, the team will also have a door-like latch on

the inside of the rocket, near where the hatch door opening will be. This further ensures that the

hatch will not release during flight.

So as to reduce the weight of the entire system, the team has opted to remove sections of

the launch pad. This is the same launch pad that has been used in the past for all the launches.

Because of this, it has visible residue, which can be used to mark where the blast will strike and

where sections of the launch pad can be cut without worry of damaging the system below, or threat

of a ground fire. Therefore, the team believes that the modifications maintain the integrity of the

design, while decreasing system weight.

PDR Feedback Listed drift values exceed 2,500 ft. Please make the necessary adjustments to reduce total

drift. Drogue parachute was shrunk from 24 inches to 15 inches in diameter and the deployment

of the main parachute will now occur at 450 feet in order to keep the drift within 2,500 ft even in

20 mph winds.

Please be sure to reinforce the area around the payload hatch door. By removing material,

you are reducing the strength of the body tube. In addition, how will you lock the hatch

during flight?

The holes have been significantly reduced in order to minimize the amount of Blue Tube

removed. Bulkheads are placed on either side of the opening in the coupler to provide structural

integrity to that section of the vehicle. The edges of the opening will be rounded in order to lessen

the stress at those corners.

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A pair of Union 2648 mortice latches will be installed and compliment the set of magnets

to lock the hatch during flight.

The black powder charges presented appear too large for your rocket. How did you calculate

them? Can you verify that these charge sizes are accurate?

Black powder charge values have been updated following consultation with the team

mentor and utilization of online resources. Final sizing of ejection charges will take place

following testing of recovery equipment.

The recovery harness lengths listed are thin. When constructing rockets of this size, harness

thicknesses of 1/2" is the recommended minimum.

½” tubular Kevlar will be utilized for both shock cords.

Can your drag flaps open/fail asymmetrically? If so, how will you mitigate this failure?

Active drag is no longer a subsystem on the rocket.

The simulation shows that the rocket will be flying in the transonic region. Does your team

have any experience with building supersonic rockets?

The team mentor and the rocketry organization he is a member of have a vast amount of

experience with transonic and supersonic rockets that the team can draw on in order to ensure that

the rocket is structurally sound enough to deal with these design issues.

According to the CAD model the AGSE is too long. What can be done to reduce this length?

To reduce this, the launch rail was shortened from a 12ft to 8ft. The rocket will still launch

with a safe exit rail velocity of 73.3 ft/s.

III) Vehicle Criteria

Design and Verification of Launch Vehicle

Flight Reliability and Confidence

It is important that the reliability and confidence of the flight vehicle's design is mature.

The hand calculations, coded simulations, OpenRocket simulations, and RockSim simulations that

the team conducted of the predicted flight profile all demonstrate the maturity of the flight vehicle's

design. The team is highly confident in the design of the vehicle. Team members met for an

average of four hours per week, and the design was developed among team members throughout

this time period. The design has been overseen and reviewed by team members with significant

rocketry experience and by the team’s NAR mentor.

The subscale launch also played a major role in the team’s confidence. During the subscale

building process, team members were able to get hands on experience in building a high powered

rocket. This makes the team more certain in constructing the competition vehicle knowing the

team members have experience. Some of the team members attended the subscale launch where

they were able to observe the subscale rocket being launched a number of times.

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Additionally, the team has been able to learn from the past failures and successes of other

teams due to former experience in the competition. ISS has competed in this competition six times,

giving the current team access to a number of old design documents and reports. Critical parts of

the rocket have previously been used by ISS teams and local rocketry clubs. The team believes the

current design defines an advanced system for completing the mission requirements, without

sacrificing confidence in flight safety and reliability.

The vehicle details were continuously analyzed and redefined to achieve the best possible

design meeting all mission requirements for the project. Although changes are always expected in

the final design and construction processes, the team believes the vehicle defined within this report

is more than sufficient to meet or exceed all project requirements.

Mission Statement

“The mission of the Illinois Space Society Student Launch Team is to safely launch and

recover a reusable high power rocket simulating a Mars Sample Return. This includes design and

construction of an Autonomous Ground Support Equipment system to simulate the loading of a

Martian soil sample and the vehicle launch procedures. The vehicle will be tracked and recovered

after launch. The vehicle will launch to 5,280 feet at which point the drogue will deployed,

followed by the main at 450 feet above ground. The vehicle shall be designed to be reusable upon

recovery, and all components shall land with less than 75 ft-lbf of kinetic energy.”

Requirements

Official project requirements and their respective design features and verification methods

are given in the Vehicle Requirement table of this report. However the team has determined several

unofficial requirements to serve as project goals. Many of these are closely related to official

requirements.

1.) The vehicle must conform to the highest safety standards at all times.

2.) The vehicle shall attain a maximum altitude of 5,280 ft.

3.) The vehicle shall be highly reusable, such that the ISS may recreationally launch the

vehicle with minimum effort upon competition completion.

4.) The vehicle shall be able to function both with the custom AGSE system, as well as a

standard high power rocketry launch rail configuration.

5.) The vehicle shall have a visually appealing design, reflecting the months of extreme

effort dedicated to its design and construction.

6.) The vehicle design and construction shall serve as a high level learning experience for

team members, providing all team members with significant crucial experience in the real

world design and engineering process.

7.) The vehicle design must be well defined and reports shall be given with the highest

amount of detail possible.

Mission Success Criteria

The team will consider the mission a success if the vehicle fulfills all NASA requirements

and if superior safety standards are maintained throughout the project. During the build process

and launch procedures, mission success will depend heavily on team members following all safety

standards laid out later in this document. Minimizing safety risks for team members and observers

is considered critical for success in the competition. On competition day, the rocket should secure

the sample in its payload bay, launch to an apogee of 5,280 feet, and then land safely at a reasonable

distance from the launch pad. The rocket’s recovery system will be deemed successful if the drogue

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and main parachutes deploy successfully and if the onboard altimeters record relevant data

throughout the flight.

Major Milestone Schedule

Table 1. Major Milestone Schedule

Date Milestone

August 30, 2015 Team compiled and established goals

September 11, 2015 Proposal documentation submitted

November 6, 2015 Preliminary Design Review documentation submitted

November 16, 2015 PDR video teleconference presentation delivered

December 9, 2015 Subscale build begins

December 19, 2015 Subscale is launched and data gathered

January 15, 2016 Critical Design Review documentation submitted

January 18, 2016 Begin finalizing building instructions

January 20, 2016 All parts to be inventoried & inspected, build plan reviewed

January 22, 2016 CDR video teleconference presentation

February 27, 2016 Component testing

March 5, 2016 Full Scale test flight, test recovery system

March 14, 2016 Flight Readiness Review documentation due

April 14, 2016 Launch Readiness Review

April 16, 2016 Launch full scale flight vehicle

April 17, 2016 Review & reflect on flight results and feedback

April 29, 2016 Post Launch Assessment Review document due

System Design Review

Booster System

The booster system includes everything contained within the rocket’s lower body tube. It

includes complete subsystems for the motor, fins, and rail buttons, and houses the first (drogue)

recovery stage. Here a generalized description of each subsystem will be given, but more detail

can be found in the subsystem descriptions section of this paper.

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The overall booster system is 40.75 inches in length, including a 40 inch body tube and a

0.75 inch motor retainer that hangs off of the aft end of the rocket. Team members chose to

construct the body tube from 4.014 inch diameter Blue Tube, with the motor mount tube being

made of 3.10 inch diameter Blue Tube. The motor subsystem is located at the rear of the booster

section, and the fins pass through the outer body tube and are secured to the motor mount tube in

between the two lowermost centering rings. The drogue parachute is stored above the motor

subsystem, and rail buttons are secured along one side of the main body tube and attached to

centering rings via plywood blocks.

When designing the overall vehicle, team members researched various materials for

construction of the main body and fins. Initially, aircraft plywood and balsa wood were considered

as possible materials for the fins while Blue Tube, carbon fiber, and fiberglass were evaluated for

possible use in the main body. Each material was later assessed in light of its respective advantages

and disadvantages as seen in the table below. 5 represents the best possible score in a category,

while 1 represents the poorest possible score in a category.

Table 2. Material Trade Study

Material Strength Cost Ease of Use Safety

Aircraft plywood 3 2 3 4

Balsa wood 1 5 5 4

Blue Tube 4 4 4 4

Carbon fiber 5 1 2 3

Fiberglass 4 3 2 2

Team members first decided on a material for the main body of the rocket. Blue Tube was

ultimately chosen because it was the most reasonable choice based on strength, cost, ease of use,

and safety. For example, the added strength of carbon fiber was unnecessary and did not justify its

cost. The heat capacity of Blue Tube is sufficient to protect against the heat output of the motor, it

poses fewer safety concerns when it is being cut, and is easier to work with than carbon fiber.

These benefits, combined with its high strength and affordability, led Blue Tube to emerge as the

chosen material for the main body. During last year’s Student Launch competition, the team

decided to use Blue Tube and it was a great success. There were no problems with Blue Tube and

it proved to be a durable, inexpensive, and reliable material.

Focus then shifted to deciding between fiberglass and aircraft plywood for the fins. Team

members decided that the material would have to be moderately strong and relatively easy to work

with, especially because fins require extensive shaping and sanding before being attached to the

rocket. Aircraft plywood is low cost and easy to work with, but is not as strong as fiberglass.

Though pricier than and not as easy to shape as aircraft plywood, fiberglass is much stronger and

last years’ team had success with fiberglass fins. This previous design gave the team valuable

experience with fiberglass fabrication, including necessary safety measures and allows the team to

create a custom shape. The team has access to a lab that was used previously to manufacture the

fiberglass sheets and then cut out the shape of the fins. Ultimately, the extra strength and reliability

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led the team to choose fiberglass as the fin material. The team plans on utilizing the fiberglass lab

again this year to arrange for custom-cut fiberglass fins.

A CAD mock-up of the overall booster design, as well as an inward facing view of the

system that utilizes transparency to see internal components, can be seen below in Figure 2 and

Figure 3.

Figure 2. Booster airframe model shown as designed.

Figure 3. Inward View of Booster Tube.

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Coupler System

The coupler system serves as the connection point between the booster system and the

upper airframe system. It contains the complete subsystems for the avionics bay and hatch, as well

as parts of the recovery subsystem. As with the booster section overview, a very general overview

of the subsystems is given here. Additional subsystem details can be found in Subsystem

Descriptions.

The coupler itself is constructed from 3.9 inch diameter Blue Tube, allowing it to slide into

both the booster and upper airframe. To facilitate integration with the rest of vehicle, a 7 inch long

piece of 4.014 inch diameter Blue Tube acts as a switch band around the middle of the coupler.

This switch band leaves 4 inches of 3.9 inch Blue Tube exposed on each side, and the additional

diameter acts as backstop for the booster and upper airframe when they are slid onto the coupler.

Altogether, the coupler has a total length of 15.5 inches. Nylon shear pins will be drilled into

airframe and coupler tube and utilized to prevent the sections of the rocket from separating prior

to previously planned recovery events. Ejection charges will break these shear pins and allow for

the deployment of drogue and main parachutes.

Inside the coupler, avionics and hatch hardware is mounted via a system of rails and support

boards. Two pairs of bulkheads cap each end of the coupler, secured in place by nuts at the end of

each rail. These bulkhead caps consist of a 3.733 inch diameter bulkhead (matching the inner

diameter of the coupler tube) and a 3.9 inch diameter bulkhead (matching the inner diameter of

the airframe tubes and outer diameter of the coupler tube) glued together. These bulkheads protect

the altimeters and other delicate electronics, prevents air from entering the coupler to keep the

altimeters accurate, and also provides a place to mount ejection charges for both parachutes. The

altimeters inside the coupler directly control the timing of the ejection charges.

Trimmed coupler bulkheads inside the coupler serve to separate the central payload

containment area from altimeter sleds on either end of the coupler. Additionally, these bulkheads

will serve as a mounting point for mortice latches and magnets that will keep the hatch door

attached to the rocket during flight.

A CAD mock-up of the overall coupler design, as well as internal views, can be seen below

in Figure 4, Figure 5, and Figure 6.

Figure 4. Rocket coupler shown with the hatch attached.

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Figure 5. Internal components of the rocket coupler. The payload bay is shown in the

center with altimeters placed on either end.

Figure 6. Underside view of coupler internals.

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Upper Airframe System

The upper airframe system includes all components in the vehicle’s upper body tube and

nose cone. It serves as the storage space for the main parachute, a key part of the recovery

subsystem. The upper airframe is 42.5 inches in length, including the 16.5-inch aerodynamic nose

cone fixed to the top of the body tube. A CAD mock-up of the overall upper airframe design can

be seen in Figure 7 below.

Figure 7. External view of the upper airframe of the rocket.

Subsystem Descriptions

Motor Subsystem

The first critical subsystem of the vehicle is the motor subsystem. The motor serves as the

vehicle’s sole propulsion system for the flight. The motor itself used for the flight is the Aerotech

K1000T-P. An Aerotech motor was chosen as they are a highly reputable company that the team

and team mentor have had significant dealings with in the past. Additionally, Aerotech is one of

the most well-known motor manufacturers, and a large number of motor hardware products

compatible with Aerotech products are available. The K1000T-P was chosen over similar motors

such as the Aerotech K780 because the K1000T very quickly reaches its maximum thrust, allowing

a high exit rail velocity that is important for overall flight stability. The thrust curve and other

import aspects of the K1000T are included and discussed in the mission performance section of

this paper.

The main components of the motor subsystem are shown in Figure 8 below. Shown in light

gray is the vehicle’s motor casing inside the motor mount tube, shown in light blue. The eye bolt

for the drogue parachute, which screws directly into the motor case, is shown in light grey.

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Figure 8. Motor system shown inside the lower airframe.

In terms of safety, the motor case is possibly the most important flight component to

consider. The motor case is designed to contain the propellant grains of the Aerotech reloadable

motor. Due to this, the motor casing (an RMS 75/2560) is professionally fabricated from precisely

machined aluminum. This ensures that the propellant can burn in a proper environment without

adversely affecting the remainder of the vehicle. This component also serves as the lower

attachment point for the drogue parachute shock cord.

Housing the motor case and shown below in Figure 9 is the motor mount tube with its three

centering rings. The motor mount tube is a 3.1 inch diameter piece of Blue Tube, allowing for the

installation of the motor case without adapters, and 20 inches in length. This component is

designed to house the motor case separately from the rest of the vehicle. The vehicle’s centering

rings can be seen in brown. These are used to ensure that the motor mount tube, and thus the motor

casing and motor itself, are seated directly and securely in the center of the vehicle. These rings

are composed of high quality plywood and are designed for the specific purpose of centering the

motor. The vehicle contains three centering rings: one at the extreme aft end of the booster tube,

one at the top surface of the fins, and one near the top of the motor mount tube.

Figure 9. Motor mount tube with centering rings attached and the motor case inserted.

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The final component of the motor subsystem is the motor retainer, shown below in black

in Figure 10. This is a high strength aluminum component used to prevent the motor from shifting

its position forward or aft during flight. The retainer consists of two pieces: a body and a screw on

cap. The body of the retainer is permanently fixed to the lowest centering ring. After the motor

case is slid into the rocket, the retainer cap securely threads on to the body of the retainer. This

prevents the motor from inadvertently moving during flight and also provides a quick method of

loading and removing the motor casing.

Figure 10. Rear of the rocket showing the motor retainer and motor case.

Fin Subsystem

The vehicle’s Fin Subsystem is designed to provide the vehicle with an aerodynamic

restoring force that will stabilize the rocket’s flight path and move the nose back to a stable path.

The design includes three trapezoidal fins spaced 120 degrees apart. Trapezoidal fins were chosen

to allow a larger amount of surface area to be farther away from the fuselage, helping to stabilize

the rocket. It was decided that the fins will have a root chord of 11 inches, a height of 5.25 inches,

and a tip chord of 5.75 inches. These dimensions were determined through OpenRocket simulation

and RockSim software to optimize for stability and to reach the target altitude of 5,280 feet. These

software packages allowed the team to obtain an estimate of vehicle stability and alter dimensions

and characteristics of the fins as necessary to achieve suitable stability. The fins will not extend

beyond the aft end of the rocket to ensure that the fins do not break in the event that the rocket

lands on the aft end. The fins will extend through the body of the vehicle and be epoxied directly

to the motor mount tube, as well as to the outer booster tube. To further ensure structural integrity,

the fins will be attached between the lower and middle centering rings, providing additional contact

surfaces where epoxy may be applied. A dimensional drawing of the fins and a representation of

their placement can be seen below in Figure 11 and Figure 12.

19

Figure 11. Dimensioned drawing of the rocket fins.

Figure 12. Rocket cross-section shown from below.

20

Avionics/Payload Bay Subsystem

The avionics and payload bays are located in the vehicle’s center coupler and contain the

components necessary for securing the sample and deploying the vehicle’s parachutes. The main

coupler piece is composed of 15 inches of Blue Tube designed to function as a coupler for 4.014

inch Blue Tube airframes. Taking into account the two airframe bulkheads that extend from the

coupler, the full length of the coupler subsystem is 15.5 inches. The switch band, a 7 inch long

piece of 4.014 inch diameter Blue Tube, can be seen in dark blue wrapped around the coupler.

This piece serves as a backstop for the booster and upper airframe when they are slid onto the

coupler, a mounting point for the rotary switches which arm the vehicle’s avionics, and as a

location for small drilled holes to allow for proper operation of altimeters. The magnetically sealed

hatch door can be seen on the switch band in silver in Figure 13.

Figure 13. Main coupler and payload bay.

As a supplement for the above image, Figure 14 and Figure 15 below show the avionics

and payload bays stripped of the coupler tube and switch band. The brown disks shown are the

coupler and airframe bulkheads, composed of high quality plywood. These provide a physical

barrier between the recovery electronics and the remainder of the vehicle. Shown in dark gray on

the bulkheads are terminal blocks designed to accommodate the E-matches that will ignite the

ejection charges. Wires connect to one side of these blocks from the altimeters, and the E-matches

are attached to the other side. Also mounted on the bulkhead and shown in white are charge cups

designed to hold the recovery system’s ejection charges. These are small PVC cups that will be

filled with black powder. An E-match will then be inserted into the charge cups. The caps are then

covered with foil tape to contain the powder. The final components mounted to the bulkheads are

the eye bolts and quick links, shown in dark gray. The eye bolts run through the bulkheads and are

attached with a nut and washer on each side, as well as a small amount of epoxy. These provide a

21

secure attachment point for the parachute shock cords. The quick links, shown below as gray ovals,

are used to attach the parachute shock cords to the eye bolts. These provide for a strong attachment

point that may be easily assembled before flight and removed afterward.

Looking at the inner components, there are two threaded aluminum rails that span the

length of the coupler. These rods are attached to each bulkhead via a nut and washer on each side.

These both hold the bulkheads on the coupler and provide a rail system for which to slide the

payload and avionics sleds into the coupler. The avionics and payload sleds are shown as light

brown rectangles. These are thin sleds composed of aircraft plywood with small tubes linking the

sled to the threaded rods. These tubes will be 3D printed to the specifications by a team member

using their own 3D printer, which the team used in last year’s competition. These tubes serve as

guides, allowing the sled to smoothly slide on the rails and remain fixed within the system. The

Stratologger altimeter and Telemetrum altimeter can be found on either avionics sled and shown

in light gray are. The altimeters are installed on the opposite side of the hatch door to place them

closer to the outward facing rotary switches that will be used to turn on these altimeters on launch

day. These will be used to record the flight profile and deploy the main and drogue parachutes.

The electrical diagram of the altimeters is shown farther down in Figure 16. Once the vehicle

reaches apogee, the altimeters will trigger the drogue ejection charge to release the drogue

parachute. Later during descent, the altimeters will trigger the main ejection charge to release the

main parachute.

Trimmed bulkheads and a payload containment sled serve as a way to isolate the payload

from the recovery equipment in the unlikely event that the gripper on the hatch door fails and drops

the payload inside the rocket. The bulkheads are trimmed to allow for wires to cross the length of

the coupler from either altimeter to the ejection charges and to allow for the installation of a ~6

inch tracking antenna to the Telemetrum altimeter.

Figure 14. Side view of coupler internals.

22

Figure 15. Placement of altimeters in coupler, with Telemetrum on the left sled and

Stratologger on the right sled.

Figure 16. Electrical schematic of recovery equipment.

23

These trimmed bulkheads will also serve as the mounting point for the internal magnets

and mortice latch that will keep the hatch door in place during the flight of the rocket. When the

hatch door is placed into the rocket, the latches will lock into the strike plate blocks install on either

end of the hatch door. The strike plate blocks are shown below in Figure 17 on a payload equipped

hatch door.

Figure 17. Hatch door with strike plate blocks installed on both ends.

Rail Button Subsystem

The rail button subsystem is responsible for holding the vehicle to the launch rail during

the initial stage of the flight. The rail buttons will be standard 1515 rail buttons designed to work

on a 1.5 inch slotted rail. Each rail button will be attached to a mounting point secured to one of

the vehicles centering rings. This mounting point will consists of a plywood block with a T-nut.

This allows the rail buttons to easily screw in and out in case one needs to be replaced, but it also

provides for a secure mounting configuration. Additionally, this method mitigates any damage to

the structural integrity of the relatively thin centering rings. A close up of one of the rail buttons

can be seen below in yellow in Figure 18. The mounting hardware can be seen below in Figure 19.

Figure 18. Close-up of 1515 rail button.

24

Figure 19. Rail button mounting hardware.

Two rail buttons were chosen for the rocket. Two will be capable of holding the vehicle to

the launch rail. No more than two rail buttons were chosen, as additional buttons increase the drag

on the rail as the vehicle launches and negatively impacts the exit rail velocity. The placement of

both rail buttons can be seen in Figure 20 below.

Figure 20. Placement of rail buttons along the booster tube

Performance Characteristics

Key performance characteristics for the vehicle include apogee, maximum velocity, rail

exit velocity, and stability during flight. The below performance predictions were taken from

OpenRocket, which the team used to model the rocket and simulate its flight. To account for

25

possible mass growth, the simulations also assume that the rocket has a 10% margin on mass, or

about 2 additional pounds.

At present, OpenRocket predicts the vehicle will reach an apogee of 5,370 feet. The team

recognizes that this current simulation shows the vehicle traveling higher that the target apogee of

5,280 feet, but this decision to overshoot a mile was intentional. The subscale test flight results

and previous experience with OpenRocket shows that the software has a tendency to overestimate

apogee and as such the team has opted to overshoot the target altitude in the open rocket software.

In addition to predicted apogee, the vehicle’s maximum velocity also plays a major role in

determining its performance. If during launch the rocket reaches the transonic region, Mach 0.8 to

1.2, there is the potential for a negative impact on performance due to the generation of

compression waves. Structural damage could occur as well, so the team was careful to ensure the

rocket does not approach supersonic speeds. With the current design, OpenRocket predicts a

maximum velocity of 711 ft/s, or Mach 0.64. This velocity is well below the lower limit of the

transonic range, so the team is confident it will not impede performance.

Additionally, for any flight to be successful, it is crucial that the rocket achieve a sufficient

velocity as it leaves the launch rail. The recommended minimum rail exit velocity is 45 ft/s, a

velocity that is considered high enough to ensure aerodynamic stability once the vehicle is no

longer guided by the launch rail. In OpenRocket, the flight simulation predicts a launch rail exit

velocity of 73.3 ft/s. This velocity is significantly above the recommended minimum, so the

vehicle should not encounter stability issues once it leaves the rail.

Finally, once the vehicle leaves the rail and continues accelerating, it needs to have a high

enough stability margin to ensure it continues traveling vertically throughout its flight. A minimum

stability margin of 2 calibers is considered sufficient to ensure control is maintained during launch.

A rocket with a stability margin over 2.5 calibers, however, can be considered overly stable. With

these considerations in mind, the team optimized the vehicle design to ensure its stability margin

fell between 2 and 2.5 calibers. OpenRocket calculates that the current design has a stability margin

of 2.39 calibers, within the recommended range.

Since PDR, additional modeling and analysis has been completed to represent the vehicle

as accurately as possible in several software environments. Notably, the Open Rocket model of

the vehicle was vastly refined to increase the correlation between the model and the vehicle design.

Component mass estimates and locations within the vehicle were made as accurate as possible.

When available, past data or actual measurements were used for the mass of individual parts.

Otherwise, the masses were retrieved from the suppliers’ specifications. Every single component

was placed in the model to correctly reflect the position in the final vehicle design. This allows for

not only a model of the full vehicle mass, but also of the center of gravity and stability margin.

These characteristics, as well as a mass statement, are given in the Mission Performance

Predictions and Integrity of Design portions of this report, respectively. Additionally, a custom

simulator was coded in Matlab and the software package RockSim was used to further analyze the

performance of the vehicle.

The above serves as a quick overview of the rocket from Openrocket. Performance analysis

of the rocket from the custom simulation code and RockSim will be discussed in the mission

performance prediction section of the report.

Vehicle and Recovery Requirements Table 3 given below lists all project requirements placed on the vehicle, as well as the

design features that satisfy these requirements and the methods of verification.

26

Table 3. Vehicle Requirements and Verification

Requirement Design Feature Verification Method

Deliver payload to altitude of

5,280 feet above ground level.

The combination of the

Aerotech K1000T-P motor

and vehicle geometry will

allow the rocket to reach this

target altitude.

Modeling, simulation, and

test flight. Barometric

altimeter will be used to

record official altitude.

Designed to be recoverable

and reusable.

All materials used in

construction have been

evaluated for durability. The

rocket will utilize a dual

deployment recovery system

to ensure that each section of

the rocket lands with less than

75 ft-lbf of kinetic energy.

Hand calculation of the

kinetic energy of each rocket

section upon landing;

adequate construction

techniques; visual inspection

for any flaws in vehicle and

components.

Have a maximum of 4

independent sections.

During apogee and descent,

the rocket has been designed

to break apart into 3

independent sections: booster,

coupler and upper airframe.

Modeling and visual

inspection.

Rocket limited to a single

stage.

The rocket will only carry one

single-stage motor, the

Aerotech K1000T-P.

Modeling and selection of

correct motor.

Capable of being prepared for

flight within 2 hours.

Vehicle components such as

the motor retention system

and payload sleds have been

chosen to allow for quick

assembly.

Assembly testing and practice

prior to launch events.

Capable of remaining in

launch ready position for 1

hour.

All power supplies are

designed to function for well

in excess of this time limit.

Testing all electronic

components to ensure they

have sufficient power

lifetimes.

Capable of being launched by

a 12 volt direct current firing

system.

The vehicle employs a

standard motor igniter

compatible with the standard

12 volt system.

Design and inspection.

27


Use a solid motor propulsion

system using APCP that is

approved and certified.

An Aerotech K1000T-P

reloadable rocket motor will

be used and has been certified

by the TRA.


Total impulse provided by the

launch vehicle should not

exceed 5,120 Newton-

seconds.

The total impulse of the

Aerotech K1000T-P is 2511.5

Ns.


Team must provide and inert

of replicated version of the

motor, with matching weight

and size.

A hollow motor shell will be

produced and filled with

ballast to match the weight of

the functional motor.

Design and inspection

Burst/Ultimate pressure Vs.

Max Expected Operating

Pressure shall be 4:1, with

supporting design

documentation.

The vehicle does not contain

any pressure vessels.


Pressure vessels must contain

solenoid pressure relief valves

that sees complete pressure of

tank.




Complete pedigree of tank

must be provided, its history,

number of pressure cycles put

on the tank, by whom and

when.




Launch and recover a

subscale model of the full-

scale rocket prior to CDR that

should perform similarly to

the full-scale model.

A subscale rocket was

construction and launched

this last December. The

rocket was about a 1:2 scale

model of the full scale and

closely matched the

aerodynamics of the full scale

design at the time.

Subscale was successfully

launched and recovered on

December 19, 2015. Shares a

similar stability margin to the

full scale design and is about

a 1:2 scale model of the full-

scale.

28


Prior to FRR, the full-scale

rocket shall be launched and

recovered, in order to ensure

that the vehicle and recovery

system function properly, in

fully ballasted configuration,

with no additional

modifications being made

after successful completion of

test flight.

The team plans to construct

and launch the fully

assembled final rocket prior

to FRR.

To be confirmed through full

scale flight test and

construction.

Maximum budget of $7,500 The current budget of the

final system is $3851.30 and

future spending will be

tracked to ensure the limit is

not exceeded.

Budget planning and

inspection.

Deploy drogue chute at

apogee.

The primary altimeter will

detect when the rocket has

reached apogee. It will then

trigger an E-match to ignite

the black powder charge on

the lower bulkhead of the

coupler, separating the

booster and coupler and

releasing the drogue

parachute.

Modeling and testing of

parachute deployment

systems.

Deploy main chute at a lower

altitude.

The primary altimeter will

detect when the rocket has

descended to 450 feet. It will

then trigger an E-match to

ignite the black powder

charge on the upper bulkhead

of the coupler, separating the

coupler and upper airframe

tube and releasing the main

parachute.

Modeling and testing of

parachute deployment

systems.

29


Each independent section of

the launch vehicle shall have

a maximum kinetic energy of

75 ft- lbf.

The main and drogue

parachutes were chosen to

provide enough drag to slow

each rocket section to a

terminal velocity that allowed

for an acceptable maximum

kinetic energy. See Kinetic

Energy calculations in

Mission Performance Criteria

section.

Hand calculations of the

kinetic energy of each rocket

section upon landing. To be

confirmed based on empirical

test data.

Electrical circuits of the

recovery system shall be

completely independent of

electrical circuits of the

payload.

The only function of the

recovery electronics are to

record the flight profile and

ignite ejection charges.


The recovery system must

contain redundant,

commercially available

altimeters.

Each ejection event is

controlled by fully redundant

and independent avionics

components.


Dedicated arming switches

shall arm each altimeter from

the exterior of the rocket.

Both altimeters have a

dedicated rotary switch on the

exterior of the rocket.


Altimeters must have

dedicated power supplies.

Each altimeter has its own

battery power supply.


Arming switches must be

capable of being locked in the

ON position.

The rotary switches chosen

are capable of being locked in

the ON position.


Removable shear pins shall be

used for both the main

parachute and drogue

parachute compartments.

Shear pins connect the

booster and coupler, which

separate to deploy the drogue

parachute. Shear pins also

connect the coupler and upper

airframe tube, which separate

to deploy the main parachute.

A final set of shear pins

connects the upper airframe to

the nose cone.


30


Electronic tracking devices

shall be installed in the launch

vehicle.

The vehicle will utilize the

GPS capabilities of the

Telemetrum altimeter, as well

as a radio frequency tracking

device.


Any untethered section or

payload component shall have

its own electronic tracking

devices.

There are no untethered

sections.


Recovery systems electronics

cannot interfere with any

other onboard electronic

devices during flight.

No onboard components are

expected to interfere with the

recovery electronics or vice-

versa.

Interference and functional

testing of recovery

components upon

construction of coupler.

Recovery system altimeters

must be physically located in

a separate compartment from

other radio frequency

transmitting and/or magnetic

wave producing devices.

Altimeters are installed into

their own bays, safe from any

interference from the magnets

in the payload bay.


Recovery system electronics

shall be shielded from

onboard transmitting devices.

The recovery electronics are

located in a physically

separate compartment from

the radio frequency

transmitter.



shall be shielded from devices

that may generate magnetic

waves.

The recovery system

electronics shall be shielded

from the crane’s

electromagnet.



shall be shielded from any

other devices that may

interfere with proper

operation of recovery system

electronics.

No onboard components are

expected to interfere with

recovery electronics. The

electronics are physically

isolated and shielded

regardless.

Testing to ensure recovery

systems will function when

all electronics are running.

Approach to Workmanship

As a responsible team, safety as well as the quality of the final product are held in the

highest importance. A detailed agenda and construction procedures has been created to provide

every member with vital knowledge of proper and safe construction techniques. In addition the

team can consult experienced members and the team mentor for further clarification of proper

31

technique. As well as benefiting safety considerations, these moves create a redundancy in

knowledge that will allow the Illinois Space Society to continue construction uninterrupted and on

schedule in the event that certain personnel are unable to attend a build session. All construction

will be overseen by the safety officer and one veteran member of the group that can provide hands-

on instruction to help both ensure the safety of every participating member and that the work is

being done correctly for a quality build. The aforementioned team mentor will be involved with

the team for every test and will consistently check in on the team during construction to ensure all

proper precautions are being met. The combination of these efforts will allow the team to create a

quality project without endangering any individual on the team. Should any danger arise every

member has been instructed to err on the side of caution and the safety of themselves and of the

team, regardless of any potential impact on the quality of the project itself. In general, ISS strives

to apply proper workmanship both to enhance the probability of mission success, and to mitigate

any safety risks.

Test Descriptions and Results

As construction has not been completed, the only physical test conducted to this point is

the Subscale Flight Test, which is discussed at length in the Subscale Flight Results section of this

report. This test consisted of flying an aerodynamically similar 1:2 scale model of the full scale

vehicle. The model was flown two times at a local launch with the team mentor present. The flight

proved that the aerodynamics of the vehicle allow for a safe flight.

Many other tests are planned upon completion of vehicle component construction and

integration. Due to the destructive nature of most structural testing, many of the tests completed

on the constructed vehicle will be inspection based. Due to budgetary and scheduling constraints,

the team will not be able to empirically verify the failure strengths of significant airframe

components. However, all flight critical hardware is commercially available and either specifically

designed for high power rockets, or rated for much higher loads than will be experienced in flight.

Individual components will be inspected and manually loaded on a case by case basis as

construction is completed. Team members and the team mentor will inspect all connections and

other construction features. They will ensure that the manufacturing process was completed

correctly and produced components of sufficient structural integrity. Additionally, each time a

component is completed, its integration with other completed parts will be tested. This includes

interfaces such as the coupler to airframe connections and other sizing constraints such as

parachute bay lengths. Inspecting components as they are completed will allow the team to notice

any errors or defects as early as possible, and rectify these errors without delay.

It is also important to test functionality when applicable. Electronic components will all be

tested individually before construction to eliminate premature electronic failures. Proper wire

connections will be verified and all electronics will be inspected for exposed wires.

The parachutes will be inspected for any holes, rips or tears. When the parachute is packed

on launch day, a pull test will be performed to assure there is not too much resistance. Packing will

be adjusted accordingly and baby powder will be applied to the inner fuselage wall to reduce

friction and ensure parachute ejection.

One critical system of the vehicle, the hatch system, will be fully tested on the ground upon

completion of its construction. As the operating conditions of the hatch are well defined, the hatch

testing will be relatively simple. The mechanism must only complete the task of closing the hatch

door when in a horizontal, stationary position. Therefore the system can be tested by simply

placing the door repeatedly and confirming the installation is smooth and absent of any notable

32

errors and that a person can remove the hatch door by disengaging the mortice latches following

installation.

The integration with the AGSE systems may also be tested on the ground. This includes

loading the vehicle on the rail, installation the hatch door that contains the payload, erecting the

launch pad and inserting the motor igniter. As these are the most complicated systems that the

team has the least amount of experience with, it is highly important that these systems be verified

through significant ground testing. Similar to the hatch mechanism, the loadings and physical

requirements of these tests are also relatively fixed and well known. Therefore the testing will

again essentially consist of running the system many times in succession to prove that the

components have been properly constructed and integrated. This will first be done without the

vehicle itself, to confirm the logic and timing of the system. Subsequently, the vehicle will be

placed on the rail in order to confirm the precision of the AGSE system and its ability to handle

the weight of the vehicle.

The Illinois Space Society has experienced problems in the past with electronic hardware

timing out or shutting down on the launch pad before flight. Through past experience and testing,

it is known that the vehicle’s altimeters will remain active during pre-flight activities, assuming

sufficient battery power. However other electronics such as the AGSE controller must be tested as

well. A simple test may be used to confirm the usability of the electronic hardware. The

components will be powered on and be capable to sit idle for three hours. This allows enough time

for the two hour assembly window and the required on-pad standby capability of one hour.

Nominally the components will remain active indefinitely as long as power remains, which is the

expected result.

In order to meet the two hour assembly requirement, the team will also test the capabilities

of launch personnel by completing assembly tests. Upon completion of construction, the team will

repeatedly assemble and disassemble the vehicle in order to confirm this process may be completed

within two hours. Most importantly, the team has found in the past that parachute packing is often

much more complicated than expected. Although the compact parachutes used on the vehicle will

mitigate this issue, it is still important to determine a proper packing procedure.

The team will also test the ejection procedures of the vehicle. This is discussed further in

the Recovery System Testing portion of this report. This test will allow the team to determine the

correct size and number of shear pins to place at all separating interfaces, as well as the charge size

required to break these shear pins and eject the parachute. These tests will also confirm that the

parachute packing method allows the recovery devices to be reliably ejected from the vehicle.

The team will be able to simulate the loadings on the vehicle components expected during

flight, however the full scale test flight will provide the true empirical evidence that the vehicle is

completely structurally sufficient. The full scale test flight is by far the most important test

undertaken during the project, as it will prove that all vehicle components and subsystems are able

to function when fully integrated.

During the full scale flight, the team will aim to proceed exactly as it will on launch day.

Although not required, the team intends to fully utilize the AGSE system during the full scale

launch. The team will assemble and prepare the vehicle and AGSE system for launch within two

hours. The sample will be placed at the desired position near the rocket, and team members will

proceed to a safe distance. The AGSE system will then be initiated, and pre-launch procedures will

proceed culminating in the launch of the vehicle. Upon recovery of the vehicle the team will

inspect the components for any damage and analyze the onboard altimeter data. A brief summary

of the planned testing is given in the Table 4 below.

33

Table 4. Vehicle Testing Summary

Test to be Completed Test Description Desired Result

Subscale Flight Test Fly an aerodynamically

identical, scaled down version

of the full scale design.

Stable flight providing data to

improve accuracy of

predictions (Complete).

Component Inspection Manually stress completed

components to check for

defects or weak connections.

Defects are either not present

or rectified, connects are

determined to be sufficient.

Integration Inspection Connect all components

which share interfaces on the

vehicle.

Components are found to

smoothly integrate without

interference or undesired

friction.

Hatch Door Installation Repeatedly install hatch door

and remove it by disengaging

the mortice latches.

The hatch door is easily

installed and can be removed

when needed.

Time-Out Testing Critical electronic

components are powered on

and left to sit idle.

All components remain active

for at least three hours.

AGSE Integration The AGSE system is actuated

with the fully loaded rocket

integrated on the launch rail.

The AGSE system properly

actuates, loading, lifting and

preparing the rocket for

launch at least 20 times in

succession.

Assembly Testing All team members attending

the launch will fully assemble

the vehicle and all AGSE

equipment.

The team is able to assemble

all equipment within two

hours a minimum of three

times.

Ejection Testing Manually ignite ejection

charges in the completed

vehicle on the ground.

Determine the appropriate

number of shear pins and

ejection charge sizes, confirm

parachutes are reliably

ejected.

Full Scale Flight Test The vehicle will be flown in

its full competition launch

configuration.

The vehicle meets all mission

requirements while executing

a nominally safe flight.

34

Planning of Manufacturing, Verification, Integration and Operations

The manufacturing and assembly of the flight vehicle will be broken down into several

individual sections and will take place periodically throughout the spring semester. All major parts

have been ordered over the University of Illinois’ winter break. Building will begin once all parts

to a given section have arrived. Members of the team building the flight vehicle will rotate in turns

to ensure that only a small group of students are constructing at any given time. This reduces safety

hazards, confusion, and distractions. It also ensures that all students present at a given meeting will

have a specific assigned task to complete. Work instructions will be created for each subsection of

the rocket before construction begins. These work instructions will be reviewed by team members

before each build session. Status reports will also be written after build sessions to eliminate any

progress confusion for following build meetings.

Safety has been the primary factor while determining construction techniques. This refers

to the safety of team members during construction, as well as constructing a vehicle which will

execute the mission safely. Safety equipment such as gloves, safety glasses, and earplugs will be

worn when necessary throughout the build process. In particular, gloves will be used while

handling epoxy and respirators will be worn while grinding any major parts or sanding the

fiberglass fins.

The projected construction techniques are subject to change as the team approaches

obstacles in the manufacturing process much like what was done while building the subscale

model. The same tools used to build the subscale model will be used to build the full scale. This

includes an assortment of tools from basic office supplies to power tools. Basic supplies include:

sharpies, masking tape, mixing sticks, sandpaper of assorted grit, a tape measure, a level, an X-

Acto knife, a C-clamp, and rubbing alcohol. Power tools include: a drill and bits, a Dremel tool, a

soldering iron and a palm sander. Epoxy will be used for bonding major areas of the flight vehicle.

The amount applied will be determined by the structural integrity and consequential drag effects

while in flight. Since there are many hazards associated with exposure to epoxy fumes, great

caution will be used when handling this resin system.

Before construction, all parts and hardware will be inventoried, inspected, weighed,

cleaned and labeled. All parts will be inspected for cracks or deformities and checked for proper

fitting. The vehicle will be assembled as fully as possible without permanently attaching any

components to ensure all components were manufactured to correct dimensions. General

construction practices will include marking all hole locations, confirming all hole and insert sizes,

and double checking locations before drilling. Surfaces that will have epoxy applied will be sanded

with 60 grit or coarser sandpaper and will be later cleaned with rubbing alcohol.

Construction will start with the motor mount. While assembling the motor mount tube and

centering rings, several things will be accounted for. Three center rings will be used for additional

support and ease of alignment. The location of the center rings will be marked on the motor mount

and body tube in three different locations: the top ring slightly below the motor mount tube, the

middle ring to be aligned with the top of the fins, and the bottom ring to align the retainer with the

bottom of the rocket. Motor retention will be ensured by an Aeropack 98mm Motor Retainer

constrained at the extreme aft end of the rocket. The centering rings are commercially available,

pre-cut to size, and constructed of aircraft grade plywood.

Rail button positions will be marked on the airframe. The rail buttons will be attached

before the motor mount is fixed inside of the rocket. T-nut interfaces will be created on the inside

of the rocket. These T-nut interfaces will consist of a T-nut inserted into a block of plywood. These

interfaces will be mounted to the top and bottom centering rings. The motor mount will be inserted

35

into its marked location in the booster airframe at a later time. The inside of the booster airframe

and the fin slots will be sanded. Epoxy will be applied to the top of the center rings. For the bottom

center rings, epoxy will be applied through a hole for the top ring and through a fin slot for the

middle ring.

The avionics bay will be assembled through many subparts. At the start, the hatch door

will be cut from the switch band and the corresponding but slightly smaller hole will be carefully

cut from the coupler tube. All electronics will be carefully soldered to assigned locations and

appropriate electrical hardware will be used to assure that no wires are left exposed. The bulkheads

will have threaded rod rails running the length of the avionics bay to act as guide rails for the

avionics sleds and to hold the bulkheads in place. Eyebolts for parachutes, charge cups and

terminal blocks will all be added to the bulkheads of the avionics bay. The switch band will be and

attached next.

The fins will be laser cut out of fiberglass. The flight vehicle will be constructed with

through-the-wall fins. These must be able to fit between the middle and bottom center rings. A fair

amount of epoxy will be applied between the fins and the body tube for support. Internal fillets for

the fins will be used since the fins must fit tight to the motor mount tube and the center rings must

fit snug to the top and bottom of the fins. Fin alignment will be insured through the use of a simple

jig consisting of slots placed 120 degrees apart in a cardboard sheet. This alignment guide will be

laser cut to ensure accuracy and precise alignment.

The hatch door mechanism will be constructed with the same techniques of measuring and

marking all parts as described above to ensure proper fitting. More careful and precise

measurements will be made since this system is relatively small and requires higher accuracy. The

bulkheads that define the space set for payload containment will be trimmed to allow for altimeters

wires to pass below the payload bay. Then, the mortice latches and internal magnets that will keep

the hatch door attached to the vehicle during flight will be mounted onto these trimmed bulkheads.

The hatch door will be constructed simultaneously and the wooden blocks that will serve as strike

plates for the latches will be carefully measured cut at the time to allow for proper integration of

the hatch door and a flush fit into the vehicle. Construction of the electromagnet that will move

the payload and integration with the AGSE crane will be discussed in the AGSE section of this

report.

Finishing the build process will include priming and painting with the possible application

of decals. Pressure relief holes in the airframe sections will determined and drilled to allow

pressure to equalize in flight. Verification of the vehicle construction will be completed on

individual components on a case by case basis. As components are completed, experienced team

members and the team mentor will inspect all connections and other construction features to ensure

the manufacturing process proceeded as planned and provided for sufficient structural integrity.

Additionally, each time a component is completed, its integration with other completed parts will

be tested. This includes interfaces such as the coupler to airframe connections and other sizing

constraints such as parachute bay lengths. Inspecting components as they are completed will allow

the team to catch any errors or defects as early as possible, and rectify these errors without delay.

Integrity of Design

Fin Suitability

The rocket was designed by selecting individual pieces of the craft at various respected

rocketry retailers. Combinations of nose cones and body tubes were recommended by respected

hobbyist shops and the standardization in their construction adds confidence to the system.

Additionally, although this rocket is not a kit the design is standard enough to allow for confidence

36

in the team’s predictions and simulations of its launch. Although the fins are custom made and

designed, the design was heavily influenced by investigating similar proven rockets of this class

and are of a fairly standard shape. The fins do not sweep back beyond the aft end of the body tube,

an issue which commonly results in broken fins upon landing. Most importantly, the fins serve to

locate the center of pressure around 2.4 calibers aft of the center of mass, providing sufficient and

vital stability. The scaled down version of this fin style and shape proved successful with the

launch of the subscale vehicle in providing stability to the system by counteracting deviations to a

typical flight path. As such the team believes the current fin style and size are suitable for use in

providing similar stability to the full scale rocket.

Proper Use of Structural Materials

Materials were chosen for their ability to withstand the strength requirements of the mission

and balanced with both cost and weight. As covered in previous documentation, a trade study was

performed to logically determine the best materials for the rocket when taking into account the

aforementioned qualities of each material. The fins are composed of fiberglass, a tried and tested

material in the high powered rocketry community. This ensures that the fins will be able to not

only survive the aerodynamic load placed on them, but also successfully lend needed stability to

the rocket throughout the course of its flight. Complications such as oscillations of the fins on the

body are minimized with proper application of epoxy during installation and the inherent stiffness

of the fiberglass.

The body tube is composed entirely of Blue Tube. Among the hobbyist community, Blue

Tube has risen in popularity as a viable replacement for materials traditionally used in this rocket

class, such as fiberglass. Although not quite as strong as fiberglass, Blue Tube is rated more than

high enough to withstand the loads it will encounter on the mission. Added benefits include being

nearly half as light and a third as expensive as a fiberglass solution. Along with these benefits, this

solution is shatterproof, greatly aiding the reusability of the rocket as stated previously as a mission

goal.

The bulkheads will be composed of aircraft plywood and are purchased precut from a

respected shop. With proper installation, the bulkheads will be more than adequate for supporting

the stress it will undergo throughout the flight as previous application has shown. Aircraft grade

plywood has been used numerous times as a bulkhead material on previous ISS rockets. All

attachment hardware is composed of high strength metal, steel in particular. Forged steel eye bolts

are used to securely attach the parachutes and withstand the load of deployment without failing.

Furthermore, the parachute harnesses themselves attach using steel quick links. Steel quick links

have been used in the past by veterans of the group and are an industry standard.

The hatch assembly will be securely placed via two flanking mortice latches and magnets

to prevent movement during flight as well as ensure a flush finish along the side of the rocket. The

3D printed gripped that will hold the payload itself was strong enough to hold the identical payload

in last year’s competition. In the unlikely event that the payload comes loose during flight, the

payload will be contained within a chamber isolated from important recovery equipment.

Proper Assembly Procedures

As discussed in detail previously, the team will follow a detailed agenda and explicit

building instructions in the day to day work of building the craft. Any unforeseen interruptions to

the workflow will be overseen by veteran members and the team mentor to minimize loss of time

and ensure necessary timelines are still met.

All permanent attachments will be accomplished using a high strength epoxy that members

of the group are familiar with and is suitable for the mission. All surfaces to be epoxied will be

37

sufficiently roughened with coarse sandpaper in order to create a proper surface for the epoxy to

bond to. After sanding, all surfaces will be properly cleaned to remove any dust or particles that

would interfere with the bonding of the epoxy. For fins and centering rings, epoxy fillets will be

applied to each surface of every interface. Prior to construction, team members will inspect and

test all parts to ensure that they are capable of attaching to the required location. After each

construction step, additional fit tests will be conducted to ensure that all components are still able

to make the required interfaces. During construction, levels and straight edges will be utilized to

confirm that all parts, especially fins, are properly aligned and attached to the vehicle. Proper sizing

of epoxy fillets and bonds will be determined utilizing the knowledge of veteran members and the

team mentor

Motor Mounting and Retention

The team has completed much research to come to a sufficiently strong motor mounting

and retention assembly. The motor mount will undergo extreme levels of load while the motor

itself is firing, and as such proper installation of the motor assembly is mandatory.

To this end, centering rings composed of high quality and strong aircraft grade plywood

designed for the specific purpose of centering the motor will be employed. The vehicle contains

three centering rings. One at the extreme aft end of the booster tube, one at the top surface of the

fins, and one at the top of the motor mount tube. The centering rings will be strongly bonded not

only to the outside of the motor tube but to the inside of the body tube. Syringes will be used to

eject epoxy on the inner airframe to further ensure the proper and stiff installation of the centering

rings. Furthermore, the installation of the fins will prove beneficial to the overall integrity of the

assembly. The fins will be installed in-between the bottom two centering rings. Fillets will also be

employed in fin installation and its attachment to the motor mount tube will aide in the overall

integrity and stiffness of the motor assembly.

The motor mount tube itself is composed of strong and stiff Blue Tube. This component is

designed to house the motor case separately from the rest of the vehicle. This system provides a

secure and stable installation of the motor casing.

Finally, the motor retainer is a high strength aluminum component consisting of two pieces:

a body and a screw on cap. The body of the retainer is permanently affixed to the lowest centering

ring. Twelve screws will be slotted through the retainer body and lowest centering ring. The

connecting surface will also be epoxied for additional integrity. After the motor case is slid into

the rocket, the retainer cap simply but securely threads on to the body of the retainer. This prevents

the motor from inadvertently moving during flight.

Status of Verification

Vehicle verification is to be decided since construction itself is still in its earliest stages

due to the winter break. That being said, verification tests are also being planned at this time. Each

component and subsystem, such as the hatch, will be individually tested as they are built and before

being placed inside of the body of the rocket. Additionally, the planned later full scale test flight

will test the vehicle as a whole, at which point concrete verification can be obtained. Until then,

all simulations and calculations lend credibility to the design and specifications of the rocket

Dimensional Drawings

Full CAD models of the vehicle and subsystems were given above in their respective

subsections. Dimensioned drawings of significant portions of the vehicle are given below.

A dimensioned drawing of the entire vehicle is given below in Figure 21, with all

dimensions given in inches. The first image is a drawing of the vehicle as a whole. Critical vehicle

38

dimensions are given, such as the length of the body components and parachute compartments.

The lengths of the drogue and main parachute compartments are 11 and 14.75 inches, respectively.

The nose cone is 19.75 inches long (16.5 inches exposed), the upper airframe is 26 inches long,

the coupler is 15.5 inches long (7 inches exposed), and the booster is 40.75 inches long (including

the motor retainer). All outer diameters of airframe tubing components are 4.014 inches. The

vehicle has a total length of 90.25 inches, or 7.52 feet.

Figure 21. Dimensioned drawing of the full rocket.

Figure 22, Figure 23, and Figure 24 below give more detailed dimensions of the avionics

and payload bay, with all dimensions given in inches. Of note are the overall length of the coupler,

15.5 inches, and the switch band length of 7 inches. The payload bay is found in the center of this

switch band, with sufficient room for the 4.75 inch payload length. The majority of the additional

components are determined by the sizes of purchased components and are not variable in terms of

vehicle design.

Figure 22. Dimensioned drawing of the coupler with quick links attached.

39

Figure 23. Dimensioned drawings of the coupler interior.

Figure 24. Vertical cross section of the coupler with dimensions of attached components.

Figure 25 below shows the geometry of the designed custom fins. It was decided that the

fins will have a root chord of 5.5 inches, a height of 4.25 inches, and a tip chord of 0.5 inches. The

Fins will have a thickness of 0.25 inches.

40

Figure 25. Drawing showing the major dimensions of the fins.

Figure 26 and Figure 27 below gives the dimensions of the RMS 75/2560 motor case that

will house the motor through all stages of flight. Dimensions are taken from a front view and side

view, as marked.

Figure 26. Motor case dimensioned drawing front.

41

Figure 27. Motor Case Dimensioned Drawing - Side.

Mass Statement

Table 5 below lists masses for all components in the current design of the rocket. Components

are organized by subsystem, and component materials are listed when applicable. For

components that have multiple units on the rocket, such as the fins (3) or eyebolts (2), the masses

given are for the combined net mass of these components, not a single unit.

The team believes the current mass statement is relatively accurate at this stage of

development. The vast majority of masses have been retrieved from manufacturer specifications

or data ISS has collected throughout previous projects. An epoxy mass of 2 pounds has been

estimated to account for the weight due to construction and falls in line with accurate estimations

taken in prior years.

Although the team believes the statement accurately reflects the current design mass of the

vehicle, it is understood through experience that the mass of the vehicle will almost certainly

change by the time the final design is determined. Given this reality, the team has allowed for the

final launch mass to be 22.51 lbs. This final estimated mass includes 2 lbs of reserve mass, or

around a 10% margin. Experiences in past years with mass growth helped in determining an

appropriate amount of mass to reserve for future growth. The team does not anticipate a mass

growth quite this large, but this will allow for flexibility in attempts to reach the target altitude.

The current motor and parachute choices have been designed to optimally meet contest

requirements even with a 22.51 lb rocket.

42

Table 5. Breakdown of Components in Structures and Recovery by Mass

Subsystem Component (Quantity) Material Weight (lbs)

Booster Trapezoidal Fin (3) Fiberglass 2.46

Body Tube Blue Tube 2.0 1.59

Centering Ring (3) Plywood 0.06

Motor Mount Tube Blue Tube 2.0 0.45

Motor Retainer Assembly Aluminum 0.19

Fruity Chutes 15” Drogue Nylon 0.09

Drogue Shock Cord ½” Tubular Kevlar 0.80

Rail Button (2) Delrin-Plastic 0.03

K1000T Motor Assembly* Various 5.67

70% Total Estimated Epoxy Epoxy 1.40

70% of 2lb Margin N/A 1.40

Booster Total 14.14

Coupler Body Tube Blue Tube 2.0 0.42

Switch band Blue Tube 2.0 0.23

Coupler Bulkhead (4) Plywood 0.46

Tube Bulkhead (2) Plywood 0.24

Eyebolt (2) Forged Steel 0.40

Eyebolt Nut (2) Aluminum 0.10

Eyebolt Washer (2) Aluminum 0.02

Stratologger Onboard Altimeter 0.03

Telemetrum Onboard Altimeter 0.03

9V Battery Duracell 0.11

Telemetrum Battery LiPo 0.20

43

Subsystem Component (Quantity) Material Weight (lbs)

Battery Clip Plastic 0.05

Threaded Rod (2) Aluminum 0.28

Payload PVC Pipe w/ Sand 0.25

Rotary Switch (2) Plastic 0.03

Charge Cup (4) PVC 0.02

Avionic Sled (2) Plywood 0.20

Coupler Magnet (4) Iron Alloy 0.40

Shear Pin (6) Nylon 0.02

Union 2648 Tubular Latch Zinc Finish 0.44

Strike Plate/Wooden Block Plywood 0.10



Coupler Total 4.83

Upper

Airframe

4.00” X 16.5 Nosecone Polypropylene Plastic 0.64

Body Tube Blue Tube 2.0 0.86

Iris Ultra 72” Parachute Nylon 0.84

Shock Cord ½” Tubular Kevlar 0.80



Upper Airframe Total 3.54

TOTAL

MASS

22.51

*K1000T Motor Assembly Weight is broken down as follows.

44

Table 6. Breakdown of K1000T Motor Assembly by Mass

Component Mass (lbs)

Propellant 2.60

RMS-75/2560 Aluminum Motor Case 1.23

Misc. Material 1.84

K1000T Motor Assembly 5.67

With the current design, the team expects the rocket to have a total mass of 22.51 pounds.

Once components are purchased and received, their actual masses will be determined and using to

zero in on a more exact total mass that takes into account possible deviations from manufacture

provided masses. As noted this mass statement include 2 additional pounds of unspecified mass

distributed throughout the rocket. These 2 pounds represent about a 10% margin on the actual total

mass, which should account for any mass growth that occurs during further design and

construction.

Safety and Failure Analysis

Table 7 discusses the risks associated with constructing and operating the vehicle as a

completed unit. Further safety and failure analysis is discussed in the safety and recovery sections

of this report.

Table 7. Risk Analysis of Vehicle

Risk Probability Impact Solution

Working with

Hazardous

materials

Low to

moderate

Bodily injuries

such as scars,

burns, and rashes

caused by failure

to comply with

safety procedures.

The safety officer will inform all of the

members working in the lab on the safety

procedures and explain the risks that

come along with working with hazardous

materials. The safety officer will

supervise when any of these materials are

in use and ensure that Material Safety

Data Sheets and protective equipment be

readily available to all of the members.

Working with

tools and

machinery

Low to

Moderate

Physical bodily

damage that could

possibly be

permanent.

Each member is required to take a

general lab safety course and will be

trained to use new forms of tools and

machinery by the safety officer or by

experienced members.

45


Black Powder Moderate Possible bodily

injuries such as

skin burns.

Respiratory issues

with extended use.

Black powder will only be handled by the

team mentor or any other member with

certification to work with black powder.

Electrical

Hazards

Low to

Moderate

Possible injuries

could include

burns and electric

shock. There

could be possible

damage to the

AGSE and rocket

electrical

components.

The safety officer and team mentor will

assure that every member working with

any electrical equipment (circuit boards

and power cords) understand the risks

that come with working with these

components

Battery

Hazards

Low to

Moderate

Possible bodily

injuries such as

scars or burns.

Damage to the

battery such as

acid leak or fire.

The safety officer will certify that all

batteries are safe to use and make sure

that all members understand the risks that

come with working with batteries. The

safety officer will also see to that the

batteries do not cause any damage to the

rocket or the AGSE.

Rocket Motor

(Ammonium

Perchlorate)

Moderate Overexposure can

cause irritation to

eyes, skin,

digestive tract, and

mucous

membranes.

Motors will be taken care of by the team

manager and all work with the engine

will be monitored by the team manager.

Gloves and eye protection must always

be worn whenever working on the motor.

Preliminary

Testing

Concerns

Low to

Moderate

If safety

precautions are

not followed,

possible bodily

injuries including

such as scars and

burns

The safety officer, the team mentor, as

well as other experienced team members

will supervise preliminary testing of parts

of the rocket and AGSE as well as the

subscale testing.

Communicatio

n Problems

Low to

Moderate

Inability to meet

deadlines or

progress on the

building of the

rocket or AGSE.

The team manager will be responsible for

maintaining communication with the

team on a weekly basis through weekly

project meetings or through email. The

team manager will also be responsible for

task distribution within the team.

46


Project Falls

Behind

Schedule

Low to

Moderate

Failure to meet

critical deadlines,

so as a result work

becomes rushed or

is not completed

The team manager is responsible for

creating a calendar outlining deadlines

and creating weekly meetings. They will

also send out weekly emails to the team

to ensure that the project is completed in

time.

Difficulty

obtaining

materials

Low to

Moderate

Delay on

Construction,

causing a rush to

complete the

rocket and AGSE

The team will make sure to order the

parts needed ahead of time and make sure

that they are in stock. The team will be

aware of budget constraints ahead of

time, and if more money is needed, will

contact potential sponsors for funding.

Team Member

Retention

Moderate Failure of team

members to

continue working

on the project can

lead to greater

workload on the

other members.

The team manager will keep an eye out to

manage activity with all members. Two

members of the team will be responsible

for knowing every step of the process just

in case key members do leave the project.

Ground

Testing

Moderate Can range from

minor to serious

bodily injury.

Potential damage

to the rocket,

electronics, and

payload. Fire.

All members will be required to wear

protective eyewear and stay a certain

distance from the rocket. The safety

officer will supervise the use of

explosives and electric matches. A safety

checklist will be created to check safety

before launch.

Environmental

Concerns

Moderate Damage to the

surrounding

environment.

Members will be informed on the

environmental regulations regarding

materials, especially on how to discard of

hazardous materials.

Launch

Dangers

Moderate Possible damage

to the rocket and

to the payload.

Potential body

injuries. Fire.

All launches will follow the NAR High

Power Rocketry Code and the Federal

Aviation Regulations. The launches will

occur at FAA approved waivers. The

team manager will supervise and make

sure members are properly handling the

rocket. All team members will be familiar

with NAR and FAA guidelines and will

have signed a safety contract.

47


Components

come Loose

Moderate to

High

The rocket is not

able to collect data

or complete is

projected

trajectory due to

the

altimeter/battery

being knocked off.

Possible body

injuries.

Extra measures, such as adding extra

epoxy and tightening equipment before

launch, will be carried out to secure

rocket function and safety.

Limit Switch

Issues

Low For the Igniter:

Actuator can

break and the

igniter can fall out

of the rocket.

For the Rail:

Actuator can

break and rail

could fall down if

not locked first.

The switch will be tested multiple times

before launch to assure consistency.

Electrical

Failure

Low to

Moderate

The parachute

may not be

deployed.

Make sure that the electrical components

are working through various tests to

ensure that the avionics bay will work

properly and deploy the parachute during

launch.

Subscale Flight Results In order to validate the design of the vehicle prior to full scale construction, team members

conducted two launches using a subscale rocket. The team chose to use different motors for each

launch: an Aerotech F40 motor for the first launch and a more powerful Aerotech G54 motor for

the second launch. Post-launch, avionics data was imported and used to judge the accuracy of

simulations from OpenRocket, RockSim, and the team’s custom simulation. Of particular interest

to the team was each simulation’s accuracy in predicting altitude, as this will be crucial to achieve

the full-scale target apogee of one mile. Actual flight data and a summary of both launches can be

found below.

First Flight (Aerotech F40)

The team’s first subscale flight used an Aerotech F40 motor, with an average thrust of 8.52

lbf. A thrust curve for the F40, obtained from ThrustCurve.org, is provided in Figure 28.

48

Figure 28. Thrust Curve for Aerotech F40 Motor

Visual observations indicated that the subscale vehicle was stable when exiting the launch

rail, and no erratic flight behavior was noted during the ascent to apogee. The actual flight profile

from the onboard avionics can be seen in the plot below, along with simulated flight profiles

generated by OpenRocket, RockSim, and the custom sim. All three simulated flight profiles

factored in a 10 mph wind and a 5 degree launch angle, which were the actual conditions on launch

day. Even with these variables included, the three simulations still agreed relatively well with each

other in their predictions. The custom simulation predicted an apogee of 725 feet, OpenRocket

predicted an apogee of 709 feet, and RockSim predicted an apogee of 715 feet. There was some

slight disagreement between the three in regards to terminal velocity under the parachute, but all

the predicted velocities were still considered safe and between 15 and 20 ft/s.

As for the flight itself, the subscale vehicle reached an actual apogee of 534 feet using the

F40 motor. The team recognizes that this actual apogee is far less than predicted but also believes

that a source of error may lie in the F40 motor itself. In particular, after reviewing the flight with

the team mentor, the team now believes that some initial thrust may have been sacrificed due to

the motor “chuffing” and not fully igniting at first. Evidence for this malfunction includes a delay

observed between the pressing of the ignition switch and actual ignition, as well as the mentor

noting that the F40’s performance was less than he expected given his experience. Unfortunately,

due to this unforeseen use of a slightly defective motor, the team is unable to make any

comparisons between the predicted and actual apogees. That said, it is still noteworthy that the

subscale vehicle’s actual terminal velocity appears to be very similar to the predicted terminal

velocities from the three simulations. This indicates that all three simulations are modeling the

parachute very well, a factor that will be important when trying to estimate and minimize drift

distances.

49

Figure 29. Comparison of Simulations and Actual Flight Data for Subscale F40 Flight

Second Flight (Aerotech G54)

The team’s second subscale flight used a more powerful Aerotech G54 motor, with an

average thrust of 12.07 lbf. A thrust curve for the G54, obtained from ThrustCurve.org, is provided

in Figure 30.

Figure 30. Thrust Curve for Aerotech G54 Motor

50

As with the first flight, observations indicated good stability when exiting the launch rail

and no erratic behavior during flight. The actual flight profile from the onboard avionics can be

seen in the plot below, along with the simulated flight profiles from OpenRocket, RockSim, and

the custom sim. All three simulated flight profiles again factored in a 10 mph wind and a 5 degree

launch angle. Despite the more powerful G-class motor, the three simulations still generally agreed

well with each other in their predictions. The custom simulation predicted an apogee of 766 feet,

OpenRocket predicted an apogee of 761 feet, and RockSim predicted an apogee of 772 feet. There

were continued small differences between the three in regards to terminal velocity under the

parachute, but all the predicted velocities were considered safe as before.

During the actual flight, the subscale vehicle reached an apogee of 731 feet using the G54.

This value is not far from the three-simulation average of 766 feet, and it appears that all three

simulations are consistently overestimating the apogee by about 4.5%. Although this tendency for

the simulations to slightly overestimate is disappointing, these results are still encouraging and

also fall in line with previous experience. The ISS Student Launch team has noted that OpenRocket

in particular almost always overestimates apogees for its rockets. Learning that the other two

simulations share OpenRocket’s tendency to overestimate is a vital piece of information when

targeting an apogee for full scale. With the knowledge gained from the second flight, the team now

knows that it may be necessary to aim slightly higher than a mile with the expectation that the

rocket will fly lower than predicted.

Figure 31. Comparison of Simulations and Actual Flight Data for Subscale G54 Flight

51

Subscale flight data’s impact on the design of the full-scale launch vehicle.

In summary, the results of the subscale tests appear to validate the general design of the

full-scale vehicle. Stability was maintained throughout both launches, confirming that the chosen

stability margin is sufficient for a safe and recoverable flight. With these positive results, the team

has no plans to modify the overall shape of the full-scale launch vehicle for reasons related to the

subscale flights. That said, the second subscale flight has changed how the team plans to target the

full-scale apogee of one mile. A comparison of actual and simulated flight profiles reveals that,

although the simulations are consistent relative to each other, they do tend to overestimate the

vehicle’s apogee by roughly 4.5%. This data reveals the need to aim slightly above the target

apogee during full-scale, accomplished by removing some mass due to the loss of the active drag

system and adjusting the geometry of the fins, so that the actual flight profile reaches a peak around

5280 ft as desired.

Recovery Subsystem

Parachute, harnesses, bulkheads, and attachment hardware.

The ISS team completed sizing the parachutes in order to determine which parachute would

safely return the rocket to the ground in order for the rocket to be reusable. After the measurements

were taken, the ISS team took inventory of the numerous parachutes currently in the team’s

possession. Most parachutes can be re-used, however this vehicle requires different parachutes

than the ones the ISS team currently has in order to adequately satisfy the drift and kinetic energy

requirements of the competition. The team determined the size through various simulations in

OpenRocket, RockSim, and the team’s personal simulation. Through those methods, it was

determined that the suitable main parachute would be the Iris Ultra 72” parachute. The simulated

terminal descent speed for this parachute was 16.3 ft/s. Through these simulations, it was also

concluded that the 15” Fruity Chutes parachute would be the best option for the drogue parachute,

with a simulated descent speed of 96 ft/s. Using these parachutes also keeps the rocket within the

drift distances required by the competition.

Shown below are pictures of the chosen main and drogue parachutes retrieved from the

Fruity Chutes website.

Figure 32. Parachute (Iris Ultra 72”)

52

Figure 33. Drogue Parachute (15” Fruity Chutes)

In addition to the OpenRocket simulation data, terminal velocity calculations were

completed by hand. The terminal velocity equation is shown below:

𝑉𝑇 = √2𝑚𝑔

𝑝𝐴𝐶𝑑

Where 𝑉𝑇 is the parachute’s terminal velocity, m is the mass of the components descending

under the parachute, g is gravity, p is the air density, A is the frontal area, and 𝐶𝑑 is the drag

coefficient. Below are the calculations for the main parachute and the drogue.

Main Parachute Terminal Velocity

m= 22.51 lbm (total) - 2.60625 lbm (propellant) - 0.89375 lbm (drogue parachute and shock cord)

- 1.6375 lbm (main parachute and shock cord) = 17.3725 lbm

g= 32. 174𝑓𝑡

𝑠2

p= 0.0765𝑙𝑏𝑚

𝑓𝑡3

A= 𝜋𝑟2 = 𝜋(3)2= 9𝜋𝑓𝑡2

𝐶𝑑= 2.2

𝑉𝑇 = √2(17.3725𝑙𝑏𝑚)(32.174

ft

s2)

(0.0765lbm

ft3)(9πft2)(2.2)

= 15.33𝑓𝑡

𝑠

Drogue Parachute Terminal Velocity

m= 22.51 lbm (total)- 2.60625 lbm (propellant)-0.89375 lbm (drogue parachute and shock cord)=

19.01 lbm

g= 32. 174𝑓𝑡

𝑠2

p= 0.0765𝑙𝑏𝑚

𝑓𝑡3

53

A= 𝜋𝑟2 = 𝜋(0.625)2=0.391𝜋𝑓𝑡2

𝐶𝑑= 1.6

𝑉𝑇 = √2(19.01lbm)(32.174

ft

s2)

(0.0765lbm

ft3)(0.391πft2)(1.6)

= 92.2𝑓𝑡

𝑠

If the vehicle lands with a terminal velocity under 25 ft/s, it is considered safe. Both the

OpenRocket simulated value of 16.3 ft/s and the hand-calculated value of 15.33 ft/sec fall short of

this upper limit. There is a 0.97 gap between the simulated and the hand-calculated value, but the

team agrees that it is within acceptable range for this stage in the design. It is also important that

the vehicle does not descend too slowly, as it will increase the drift distances and make retrieving

the vehicle more difficult. All of the predicted values prove that the vehicle will be within range

of safe descent speeds and will ease recovery of the vehicle post-launch.

Recovery System Attachment Techniques

The recovery systems require the most consideration in regards to safety. All of the

attachment mechanisms have been designed for safety as well as reliability during flight.

The rocket consists of two parachutes, the drogue and the main parachute. The drogue is

stored in the booster section of the rocket. It is located below the avionics bay and above the motor

mount tube. It is attached to the vehicle using a ½” diameter Tubular Kevlar shock cord. To attach

the shock cord to the parachute in a safe and secure way, the shroud lines are passed through a

loop in in the shock cord and then the parachute is passed through the looped shroud lines. The

shock cord is then attached to the motor mount using a steel quick link and a steel eye bolt. The

eye bolt is attached to the top of the motor mount in a slot designed for this purpose. The steel

quick link attaches the Kevlar shock cord to the steel eye bolt. This quick link allows for easy

assembling on launch day as well as increases safety. The drogue is also attached to the avionics

bay. The steel eye bolt is screwed into a plywood bulkhead that is attached to the avionics bay.

The eye bolt is attached using a nut and washer on each side of the bulkhead. In order to ensure

that everything is structurally sound, epoxy will also be added to the nuts and washers. Pictured

below is an image of the bulkhead parachute attachment point.

Figure 34. Bulkhead Parachute Attachment Point

54

The rocket’s main parachute is located in the upper airframe. It is positioned above the

avionics bay and under the nose cone. The shock cord attachment technique is the same as above,

but instead of attaching the shock cord for the main parachute to the motor mount, the Kevlar cord

is attached to the nosecone. Using the steel quick link and the eye bolts, the attachment is the same

as for the drogue parachute.

Both of the vehicle’s shock cords will be composed of high strength half inch tubular

Kevlar. Kevlar is significantly stronger than steel, having a tensile strength of about 520,000 psi.

The parachutes canopies are composed of high strength rip stop nylon. The shroud lines and bridles

are constructed out of high strength spectra, nylon, and Kevlar. All of these material are sufficiently

strong and prove the components to be robust.

Parachute Deployment Process

The deployment system for this vehicle is based on a standard dual deployment system. At

apogee, set for around 5,280 feet, the primary altimeter located within the avionics bay will send

a signal to an E-match, igniting the black powder charge on the lower bulkhead of the avionics

bay. This black powder charge will break the shear pins connecting the avionics bay to the booster

airframe and allow for the drogue parachute to deploy. All vehicle components will remain

tethered together during this portion of descent. In the event that the ejection charge is not able to

successfully deploy the drogue parachute, a second altimeter will send a signal to a second E-

match, thus igniting another ejection charge. This signal will be sent a second after apogee. If the

first ejection charge does deploy the drogue parachute, the secondary charge will harmlessly ignite

in the open air. Below in Figure 35 the completed drogue parachute deployment is depicted.

Figure 35. Drogue Deployment

After the vehicle has descended with the drogue parachute to 450 feet above ground level,

the primary altimeter, located in the avionics bay, will send a signal to an E-match, igniting a black

powder charge on the upper bulkhead of coupler. This system also uses a redundant deployment

method where all components are fully independent. For the case in which the ejection charge fail

at 450 ft, a second charge will be utilized at an altitude of 400 ft. Pictured in Figure 36 is the vehicle

after both parachutes have been deployed.

Figure 36. Main Parachute Deployment

55

Electronic Components

Within the avionics bay, there are two main altimeters: a Stratologger and a Telemetrum

altimeter. These altimeters will record the flight data as well as send charges to release the

parachutes. The electronic schematics for the altimeters are shown in Figure 37.In order for the

parachutes to deploy, the altimeter sends the signal to an E-Match, also within the avionics bay.

This E-Match produces a black powder charge to deploy the parachute. Each altimeter is assigned

to each parachute just in case the ejection charge does not successfully deploy the needed parachute

the first time. This method ensures that the recovery system will be able to deploy the parachute

in a safe and reliable manner.

Figure 37. Altimeter Electronic Schematic

It is important to conduct testing in order to make sure that all of the electronic components

are functioning properly for launch. The ISS team will test for the effectiveness of the ejection

charge, shear pin durability, the power lifetime of the vehicle, and interference within the avionics

bay.

The amount of testing time for the ejection charges are dependent on the construction

timeline. Testing of the ejection charge will be carried out regardless of the timing. Once

construction of the vehicle is completed, testing will begin on the ejection charge. This process

will be done with the rocket in its launch ready state, including the loaded parachutes. Fragile

components will be removed and replaced with a mass of its respective weight, as many tests will

56

be conducted in order to ensure that the ejection charges will work well during launch. The only

other change to testing is that instead of connecting the E-matches to the altimeters, there will be

a wire running from the E-match to a remote firing system controlled by the ISS team. This gives

the team the ability to place the vehicle on a test stand and remotely ignite the ejection charge in

order to deploy the parachutes one at a time.

Shear pins will be used to keep the vehicle intact before the ejection charges are fired,

therefore it is important to determine the proper amount of shear pins to use. This is dependent on

the weight of the rocket as well as the expected accelerations during flight. During ejection charge

testing, the ISS team will test how easily the black powder charge is able to break the pins. If the

charge is not sufficient, the charge will be sized to sufficiently break the shear pins. Testing will

prove whether the chosen charge size is sufficient, and if not, allows for further changes in charge

size.

Electronic testing can be completed on a much more flexible schedule than charge testing.

Power lifetime testing is crucial in order to ensure that the vehicle can maintain operation for over

an hour. Testing for power lifetime is also flexible, as it can be completed by leaving the electrical

components powered on and operational for over an hour on their respective power supplies.

In order to guarantee that the onboard electrical equipment don’t interfere with other

critical components, testing will also be done. This testing will comprise of powering on all

electronics in the same area and then testing the functionality of each of the individual components.

If the operational modes of components conflict, the next step to prevent this problem is to load

the full vehicle in order to determine how much shielding space is needed for the components to

function properly. Altering these components can be easily done by changing the position and

elevation of the rocket so that the electronic data collecting components can perform their desired

functions at the same time.

It is crucial that all of these tests are conducted in order to ensure that the recovery systems

in place will function correctly as well as help recover the rocket in the safest way and in a reusable

form.

57

Kinetic Energy at Significant Phases

Shown below are the kinetic energies during each phase of the rocket during its descent

stage. These figures were calculated by hand using the equation for kinetic energy below:

𝐸𝑘 =1

2𝑚𝑣𝑇

2

Where is the kinetic energy upon landing, m is the mass of a given rocket sections, is the

terminal velocity of that respective rocket section. To account for mass growth during the design

and construction, the recovery systems have been designed for rocket sections weighing roughly

10% more than the current design. Previously hand-calculated values of terminal velocity were

used as well.

Kinetic Energy of Booster upon Landing

m= 11.54 lbm= 0.358 slugs

𝑉𝑇= 15.33𝑓𝑡

𝑠

𝐸𝑘 =1

2(0.3652𝑠𝑙𝑢𝑔𝑠)(15.33

𝑓𝑡

𝑠)2= 42.913 ft-lbf

Kinetic Energy of Coupler upon Landing

m= 4.83 lbm= 0.15 slugs

𝑉𝑇= 15.33𝑓𝑡

𝑠

𝐸𝑘 =1

2(0.15𝑠𝑙𝑢𝑔𝑠)(15.33

𝑓𝑡

𝑠)2= 17.63 ft-lbf

Kinetic Energy of Upper Airframe Tube upon Landing

m= 3.54 lbm= 0.11 slugs

𝑉𝑇= 15.33𝑓𝑡

𝑠

𝐸𝑘 =1

2(0.11𝑠𝑙𝑢𝑔𝑠)(15.33

𝑓𝑡

𝑠)2= 12.93 ft-lbf

As shown by these calculations, no vehicle section is expected to exceed the 75ft-lbf

limitation of kinetic energy. The heaviest section of the vehicle is expected to fall about 40% under

the maximum energy limit. This certifies that the design has a large safety margin.

58


Table 8. Safety and Failure Analysis

Risk Impact Probability Mitigation

Working with tools

and machinery

Can cause physical

harm to team

members that can

be permanent.

Low to

Moderate

Each member is required to take a

general lab testing course. The

members will also be trained to use

the tools and machinery by the

safety officer or other members.

Working with

black powder

There can be

possible injuries

like skin burns as

well as respiratory

issues.

Moderate Black powder will only be handled

with the team manager or any other

member with certification to work

with black powder. This is

especially important during ejection

charge testing.

Parachutes are not

deployed

Can be dangerous

to all participating

in the launch. The

rocket will crash

into the ground,

rendering the

rocket not usable.

Moderate The parachute deployment testing

will be tested until the team agrees

that there is a small chance that the

parachutes never deploy.

Component(s)

come loose

Either everything

else stays secure or

the component(s)

knocks other

components off

Moderate to

High

All items will be secured with nuts

and bolts. Other components will be

epoxied in order to ensure that all

components stay secure during

flight.

Parachute deploys

early

The flight could

take another path

and drift outside of

the designated safe

area.

Low to

Moderate

The parachute deployment system

will be tested until it is determined

by the team that the parachute never

deploys early.

Parachute does not

open all the way

Can be dangerous

to all participating

in the launch. The

rocket will crash

into the ground,

rendering the

rocket not usable.

Low to

Moderate

The ISS team has had a lot of

experience with wrapping

parachutes, and success during

previous launches. Team members

will make sure that the parachutes

are wrapped properly and will test

their deployment when testing the

parachute deployment system.

59

Mission Performance Predictions

Mission Performance Criteria

For the mission to be considered a success, the mission requirements and competition goals

must be completed while maintaining the highest safety standards possible. Specifically, the

launch vehicle must seal the sample payload within the vehicle during the entire flight and it must

also have an altitude of around 5,280 feet.

Once apogee is achieved, the mission’s main focus shifts to recoverability. The rocket must

be fully recoverable at the end of its flight, a goal that requires the meeting of several key criteria.

First the main and drogue parachutes must correctly deploy to ensure all sections of the rocket are

slowed to an appropriate landing speed. The avionics must record the vehicle's flight profile and

perform all ejection events associated with recovery. No section of the launch vehicle will land

with more than 75 ft-lbf of kinetic energy.

Equally as important to the success of the mission is where rocket sections land

geographically. Individual sections must not drift into restricted or difficult to reach areas, and

drift distances must be short enough to allow for recovery in a reasonable timeframe. This

requirement sets a further restriction on descent velocity, which according to a common rule-of-

thumb should not be lower than 10 ft/s so as to prevent excessive drift distance.

The mission will be considered a success only if these requirements were met while no one

was put into a situation of inordinate risk during vehicle construction and launch. A table of flight

performance criteria and the desired values or performance results is given below.

Table 9. Mission Performance Criteria

Criterion Desired Performance

Rail Exit Velocity Greater than 50 ft/s

Apogee 5,280 ft

Drogue Deployment Apogee, parachute fully inflates

Main Deployment 450 ft, parachute fully inflates

Vehicle Landing Velocity 10-25 ft/s

Kinetic Energies at Landing Less than 75 ft-lbf

Drift Less than 2500 ft

Flight Profile Simulations

The flight profile for the mission was simulated using OpenRocket, RockSim, and a custom

simulator that was coded in MATLAB by team members.

The custom simulation was more involved and utilized a custom MATLAB program

written by team members. Like OpenRocket, this custom simulator factors in data on vehicle and

parachute design, thrust curve, and individual component weights. The program uses this inputted

data to model forces acting on the vehicle like thrust, drag, and gravity. Then, by numerically

integrating the vehicle’s equations of motion and working in two dimensions, the simulation is

60

able to solve for horizontal and vertical position and velocity at each time step. These calculations

allow the simulator to predict multiple flight aspects including apogee, maximum velocity, vehicle

drift, descent rate, and exit velocity off the launch rail. Accuracy was emphasized when designing

the program, and team members implemented a modified version of the Runge-Kutta fourth order

scheme in order to achieve highly accurate predictions. The custom program is attached in

Appendix E.

Results from the Open Rocket, RockSim, and the custom simulation can be found below.

Figure 39 shows the altitude over the flight time of the vehicle and Figure 38 shows the vertical

velocity of the over the flight time of the vehicle. OpenRocket and RockSim are shown to predict

an apogee of about 5362 ft while the custom simulation predicts an apogee of 5,177 ft. These are

all in close agreement. All three simulations put the time to apogee approximately 17.3 seconds

after ignition. Motor burnout is 2.5 s after ignition.

Figure 38. Predicted Vehicle’s Altitude Over Flight Time

61

Figure 39. Predicted Vertical Velocity of the Vehicle

These simulations all predict an apogee close to the desired apogee of 5,280 ft. The team

will be able to make future modifications to the vehicle to better approximate the target altitude.

A mass of 22.5 lbs. was used to conduct all simulations.

Motor’s Thrust Curve

These simulations were done using Aerotech’s K1000 motor. The thrust curve for this

motor is shown in Figure 40 below. The figure shows that the motor will produce max thrust 0.015

s after ignition. This will ensure the vehicle reaches a safe rail velocity. The custom simulation

predicts a launch rail velocity of 78 ft/s and OpenRocket predicts a velocity of 73.3 ft/s. An exit

rail velocity is usually considered safe if it is above 45 ft/s. Both of these velocities are fast enough

to be considered safe and then some for a sizeable safety margin. The average thrust produced is

just over 225 lbf. The burn time for the K1000 is 2.5s.

62

Figure 40. K1000T-P Thrust Curve

Table 10 includes the results of drift analysis of the current rocket’s design. All analysis

was done at a vertical launch angle of 0 degrees, as specified by NASA, and done using

OpenRocket and RockSim. As can be seen, even at 20 mph winds in the direction of travel the

rocket will stay within the maximum drift distances of 2,500 ft as specified by NASA. Drift

analysis will continue to be monitored following any changes to the rocket’s design to ensure this

requirement is satisfied come launch day.

Table 10. Drift Predictions at 0 Degree Vertical Launch Angle

Wind Speed [mph] OpenRocket Prediction [ft] RockSim Prediction [ft]

0 7.5 12

5 300 312

10 645 661

15 1,076 1,092

20 1,550 1,559

Worse-case analysis was also performed with a 5 degree launch angle (similar to the launch

rail that will be used) and 20 mph winds acting in the direction of travel. Even at these conditions,

drift was simulated to be 2,412 ft on OpenRocket and 2,438 ft on RockSim. The team is fully

confident in the vehicle’s ability to stay within 2,500 ft of the launch site come launch day.

63

Overall, all simulations agree relatively well in their predictions of altitude and vertical

velocity. As discussed in the subscale section of this report, all three of the simulators seem to

slightly overestimate the apogees of the vehicles, which resulted in the decision to aim for a slightly

higher apogee using the software (~5,360 ft) to account for this overestimation and to achieve an

apogee close to 5,280 ft on launch day.

Validity of Analysis, Drag Assessment, and Scale Modeling Results.

Analysis of subscale predictions and actual results supports the accuracy of the team’s

simulations. Although admittedly an error in motor ignition for the F40 flight (where the motor

didn’t fully ignite at first) led to an incomplete data set, the overall profile and timings are

promising to proving the validity of the data. Both simulations provided relatively accurate models

of the vehicle’s flight profile, verifying that each simulator works as intended, with only tweaks

needed to ensure that no surprises occur during the full scale launch. The G54 flight matched

simulation very closely (within 7%), notably with its predictions of altitude up to apogee and

descent rate.

Of particular significance is how well drag was modeled in the simulations, as evidenced

by their relatively accurate predictions of apogee itself. Importantly, it should be noted that both

the subscale and full scale rockets utilize essentially the same aerodynamics and have similar

paints that cause comparable drag due to skin friction. With this in mind, the team believes that

simulations should be equally as accurate in predicting the flight profile of the full scale rocket.

Stability Margin

The location of the vehicle’s Center of Pressure was determined analytically through the

use of the Barrowman equations. These represent an analytical method of finding the center of

pressure based on vehicle geometry. These equations are given below.

Nose Cone Terms:

(CN)N = 2

XN=0.466LN

Fin Terms:

(CN)F = [1 +R

R + S]

[

4 ∗ N ∗ (sd)2

1 + √1 + (2 ∗ LF

CR + CT)2

]

XF = XB +XR

3(CR + 2CT

CR + CT) +

1

6[(CR + CT −

CRCT

CR + CT)]

64

Center of Pressure:

Xbar =((CN)NXN + (CN)FXF)

(CN)R

(CN)R is the sum of the coefficients CNN + (CN)T + (CN)F. Xbar is the final answer found

through this analysis, and is a measure of the distance between the center of pressure and the tip

of the vehicle’s nose cone. The meanings of the quantities in the above equations are given below.

The characteristics of the vehicle are given below:

Table 11. Vehicle Characteristics

Quantity Value (inches)

Ln 16.496

d 4.014

Cr 11

Ct 5.75

S 5.25

Lf 5.5

R 2.007

Xr 4.405

Xb 78.25

N 3

65

Note that the all transition terms are zero, since the vehicle airframe has a constant

diameter.

(CN)N = 2

XN=0.466*16.496 = 7.687 inches

(CN)F=[1 +2.007

2.007+5.25] ∗ [

4∗3∗(5.25

4.014)2

1+√1+(2∗5.5

11+.5.75)2

]= 11.93 inches

XF=78.25 +4.405

3(11+2∗5.75

11+5.75) +

1

6[(11 + 5.75 −

11∗5.75

11+5.75)] = 82.38 inches

(CN)R = 2 + 0 + 11.93 = 13.93

Xbar= (2∗7.687+ 11.93∗82.38

13.93) = 71.656 inches

The center of pressure as calculated above is 71.656 inches from the tip of the nose cone.

This is very accurate when compared to the simulated value computed by OpenRocket, which

yields a center of pressure 71.709 inches from the nose cone. For the purposes of center of pressure

location, it is believed that OpenRocket is likely more correct than the manual calculation but

either result will prove sufficient for a stable rocket.

The center of gravity used for stability analysis is the simulated value retrieved via

OpenRocket. As given in OpenRocket, this location is 62.118 inches from the nose of the vehicle.

Although not strictly impossible, analytically determining the center of mass of each individual

vehicle component is relatively difficult in for certain components. The assumptions made to

analytically complete this calculation would cause a large reduction in the accuracy of the

calculated value. Thus, the center of gravity simulated via OpenRocket will be used to determine

the stability margin. Upon construction of the vehicle, the center of mass will be found empirically

by locating the balance point of the rocket.

The vehicle stability margin is defined as:

SM = (Cp-Cg)/D

where Cp is the center of pressure, Cg is the center of gravity and D is the rocket diameter. The

standard recommended stability margin is between 2 and 2.5 calibers, where a caliber is defined

as the rocket diameter. An under stable vehicle will experience aerodynamic moments detrimental

to the flight safety and stability, and an overly stable vehicle may turn into the wind causing an

elevated amount of horizontal motion to occur.

The OpenRocket simulation gives a simulated stability margin of 2.39 calibers. Using the

analytically derived Center of Pressure location 71.656 inches, and diameter 4.014 inches, the

stability margin is calculated to be 2.38 calibers. Both of these values fall within the stable range

66

and gives confidence in the stability of the design. The team trusts both OpenRocket’s calculation

for the center of pressure and the one calculated by hand. The vehicle’s stability will be monitored

upon construction to determine the final stability margin.

Figure 41. OpenRocket representation of vehicle

Payload Integration

Integration Plan

The AGSE system, more specifically the crane, will work first to place the sample into the

hatch door. Then the crane will place the entire hatch door onto the rocket, guided to the correct

position by 4 magnets on the corners of the hatch door and corresponding internal magnets in the

payload containment bay. As the hatch door is placed, mortice latches inside the bay will interface

with strike plate blocks on the hatch door and lock the door into place for the duration of flight.

These latches can be disengaged after flight via holes cut into the coupler tube and the insertion of

rods to unlock them.

There will be an interface physically, as well, between the vehicle and the AGSE. The

vehicle will be connected to the AGSE system via rail buttons that are meant to slide up and down

the rail. This connection will allow the AGSE to raise the vehicle to the five degrees off of vertical

and also give it guidance when it is launched. From the perspective of the rocket and the rail, this

system is no different than the interface between a standard high power rocket and a launch rail.

This significantly simplifies integration procedures.

The other way the vehicle interfaces physically with the AGSE is through the ignition

system. The AGSE will autonomously interface with the vehicle when the igniter system is used

to insert the igniter into the vehicle’s motor. This interface is necessary to ignite the motor which

makes the ignition system a critical portion of the AGSE’s design. This interface requires the

vehicle be held steady during the igniter insertion. As the vehicle is fixed to the rail, the motion is

restricted by default.

The integration between the hatch door and the rest of the vehicle is completed during

construction, since the hatch door is a permanent feature of the airframe and the latches will be

permanently installed into the trimmed bulkheads the define the payload containment area. Note

that no changes have occurred to the AGSE/Vehicle interface due to the subscale test flight. The

addition of mortice latches to keep the hatch door securely attached throughout flight was designed

as a result of feedback from PDR.

The payload containment bay itself is composed of Blue Tube and high strength aircraft

grade plywood. The housing is slotted on guide rails to fix the assembly in place. All permanent

attachments are reinforced through the use of high strength epoxy

67

Launch concerns and operation procedures

Recovery Preparation Checklist

1. Prepare Recovery Electronics

a. Assemble avionics bay payload sleds, check that all connections are secure

i. Altimeters should be wired to switches, batteries, and two terminal blocks

ii. Insert and connect fresh batteries

b. Lock altimeter switches in off position

c. Attach e-matches to altimeters via terminal blocks

d. Turn on altimeters and check continuity, then turn off altimeters (3 beeps for

continuity)

e. Slide avionics sleds into couplers and attach bulkheads

i. Insert sleds so that the altimeters face the key switches

ii. Thread a nut and washer on each bulkhead on each rail (4 total nuts and 4

washers)

f. Check that altimeters are off, and attach ejection charges to terminal blocks

2. Pack drogue parachute

a. Packing Procedure to be determined through assembly, testing, and practice

3. Insert Drogue parachute into booster airframe

a. Attach quick link to eyebolt on motor case, confirm quick link is closed

b. Insert wrapped shock cord into booster, pack down firmly

c. Push packed drogue parachute into booster, with the protector facing upwards

d. If the parachute is too tight, adjust packing to make the package wider or longer

as necessary

e. Attach the upper quick link to the bottom eyebolt of the avionics bay, ensure the

link is closed

4. Pack main parachute and flame retardants

a. Packing procedure to be determined through assembly testing and practice

5. Insert main parachute into airframe

a. Attach quick link to avionics bay, confirm quick link is closed

b. Insert wrapped shock cord into airframe, pack down firmly

c. Push packed main parachute into airframe, with the protector facing downwards

d. If the parachute is too tight, re-adjust packing to make the package wider or

longer as necessary

Motor Preparation Checklist (Assembly to be completed by Mentor)

Adapted from Manufacturer's instructions

1. Assemble Forward Closure

a. Apply lubricant to all threads and O-rings

b. Insert the smoke charge insulator into the smoke charge cavity

68

c. Lubricate one end of the smoke charge element and insert it into the smoke charge

cavity

2. Assemble Case

a. Deburr the inside edges of the liner tube

b. Insert the larger diameter portion of the nozzle into one end of the liner, with the

nozzle liner flange seated against the liner.

c. Install the propellant grains into the liner, seated against the nozzle grain flange.

d. Place the greased forward seal disk O-ring into the groove in the forward seal

disk.

e. Insert the smaller end of the seal disk into the open end of the liner tube until the

seal disk flange is seated against the end of the liner.

f. Push the liner assembly into the motor case until the nozzle protrudes

approximately 1- 3/4” from the end of the case.

g. Place the greased forward (1/8" thick X 2-3/4" O.D.) O-ring into the forward

(bulkhead) end of the case until it is seated against the forward seal disk.

h. Thread the forward closure assembly into the forward end of the motor case by

hand until it is seated against the case

i. Place the greased aft O-ring into the groove in the nozzle

j. Thread the aft closure into the aft end of the motor case by hand until it is seated

against the case

Launcher Setup Checklist

1. Lower the launch rail

2. Slide the rocket on the launch rail

a. Ensure team members are supporting the weight of the rocket

b. If the rail buttons do not slide smoothly, rotate the vehicle rather than applying

more pressure

3. Power on the AGSE

a. Master switch will be turned on

b. The computer will receive power

i. LED flashes showing power is connected to the computer

c. The commands will be paused once the computer is booted up

4. Pause button will be pressed

a. AGSE will start its commands

i. Sample payload will be picked up by the robot

ii. Sample payload and hatch door will be placed in the rocket

iii. Rocket will be erected to 5 degrees off of vertical

iv. Linear actuator will lock it into position

v. Igniter will be inserted into the motor

69

5. Turn on altimeters and check settings and continuity

a. Primary altimeter:

i. 3,1,10,10,10 beeps for main deployment altitude

ii. Series of beeps for last flight data

iii. Series of beeps for battery voltage (Volts, tenths of Volts)

iv. Three quick beeps for continuity

b. Secondary Altimeter

i. 4,9,10,10 beeps for main deployment altitude

ii. 5 second siren for apogee delay

iii. Series of beeps for last flight data

iv. Series of beeps for battery voltage (Volts, tenths of volts)

v. Three quick beeps for continuity

6. Attach the launch controller to the motor igniter

7. The all systems go light will be activated after passing safety verifications

Launch Procedures

1. 1. Proceed to the safe area

2. Acquire signal from the vehicle's transmitters

3. Launch the Vehicle

Troubleshooting

1. Altimeters

a. If incorrect settings are reported, connect altimeters to a computer to reset settings

b. If continuity is not confirmed, check that connections between altimeters, terminal

blocks, and E-matches are secure

c. If the altimeter doesn't power on, check key switch and power supply wiring

2. Motor Doesn't Ignite

a. Wait for RSO clearance to approach the pad

b. Confirm that launch controller is connected to igniter

c. If so, disconnect launch controller and remove/inspect igniter

d. If necessary, disarm altimeters and remove the rocket from the rail for further

inspection of the motor assembly

Post flight inspection

1. Wait for rocket to land

2. Upon range clear: retrieve rocket and check for undetonated charges.

3. Return to safe area

4. Remove altimeters from coupler and collect data

70

5. Turn off all avionics and store for transport

6. When travel back is finished, clean all dirty components, remove power sources from

avionics, and store all materials for future flights

Comprehensive Checklist

Pre-Launch - Day Before:

1. Check that mentor has:

a. Correct Aerotech K1000T

b. Correct charge size for each separation event. Charge sizes to be determined

2. Check that all flight hardware is stored for transportation to launch site

a. Booster Airframe

b. Motor casing

c. Motor Adapter (three pieces)

d. Motor Forward Seal Disk

e. Main and Drogue Parachutes

f. Main and Drogue shock cords

g. 8 quick links

h. Coupler (assembled with sled, end-cap bulkheads, and altimeters)

i. Flat Screwdriver for Rotary Switches

j. Upper Airframe

k. Screws for upper Airframe attachment

l. Payload fairing (assembled with electronics)

m. Shear Pins

n. Motor retainer ring

3. Check that all backup equipment and tools are prepared to complete any necessary final

fixes or alterations

a. Phillips screwdriver for screws

b. Small screwdriver for altimeter contacts

c. Adjustable wrenches

d. Allen wrenches

4. Check that all ground support equipment is packed

a. Ground Station Antenna

b. Laptop with ground station software

c. Micro USB Cable

d. GPS tracker

e. Binoculars

5. Check that all team members have read or heard safety briefing and are informed of their

responsibilities

71

Pre-Launch - Day of Launch

1. Pack equipment for travel, as listed above

2. Travel to launch location

3. Unpack equipment at launch site

4. Perform preflight checks of AGSE and Hatch Systems

a. AGSE

i. Make sure power reaches all components

ii. Ensure safety switch pauses commands

iii. Check that master switch functions properly

iv. Check that limit switches will stop the actuators

v. Test that the motors run

vi. Complete a dry run of the system

5. Assemble avionics bay and hatch payload sleds, check that all connections are secure

a. Altimeters should be wired to switches, batteries, and two terminal blocks each

b. Insert and connect fresh batteries

6. Lock altimeter switches in off position

7. Attach e-matches to altimeters via terminal blocks

8. Turn on altimeters and check continuity, then turn off altimeters (3 beeps for continuity)

9. Slide avionics sled into coupler and attach bulkheads

a. Insert sled so that the altimeters face the key switches

b. Thread a nut and washer on each bulkhead on each rail (4 total nuts and 4

washers)

10. Check altimeters are off, and attach ejection charges to terminal blocks

11. Pack drogue parachute Packing procedure to be determined through assembly testing and

practice

12. Insert Drogue parachute into booster airframe

a. Attach quick link to eyebolt on motor case, confirm quick link is closed

b. Insert wrapped shock cord into booster, pack down firmly

c. Push packed drogue parachute into booster, with the protector facing upwards

d. If the parachute is too tight, adjust packing to make the package wider or longer

as necessary

e. Attach the upper quick link to the bottom eyebolt of the avionics bay, ensure the

link is closed

13. Attach coupler and insert shear pins for drogue parachute

a. Refer to labeling on coupler (This end down, shear pin alignment marks)

b. Push coupler into booster airframe

c. Rotate as necessary to line up shear pin holes

d. Insert three shear pins

14. Pack main parachute and flame retardants. Packing procedure to be determined through

assembly testing and practice

72

15. Attach upper airframe to coupler

a. Refer to alignment marks

b. Insert three screws

16. Insert main parachute into airframe

a. Attach quick link to avionics bay, confirm quick link is closed

b. Insert wrapped shock cord into airframe, pack down firmly

c. Push packed main parachute into airframe, with the protector facing downwards

d. If the parachute is too tight, readjust packing to make the package wider or longer

as necessary

17. Attach nosecone to upper airframe

a. Refer to alignment marks

b. Insert four shear pins

18. Insert motor into booster airframe

a. Attach the adapter rings (three pieces)

b. Insert into motor mount

c. Screw on retainer ring, confirming the motor is secure

19. Bring rocket to RSO for safety inspection

20. Make changes as specified by RSO

Launch

1. After RSO approval, wait for range clear

2. When range is clear, move rocket to pad

3. Lower launch rod and mount rocket on the rod

a. Ensure team members are supporting the weight of the rocket

b. Rail button should slide easily along rail. If not, don't apply pressure, rather rotate

the rocket

4. Raise rod and rocket to upright position, be sure to support the rocket while lifting

5. One at a time, turn the key switches; listen for continuity, settings check

a. Payload altimeter:

i. Verify the altimeter turns on

b. Payload computer:

i. Verify ground station receiving from transmitter

c. Primary altimeter:

i. 3, 1, 10, 10, 10 beeps for main deployment altitude

ii. Series of beeps for last flight data

iii. Series of beeps for battery voltage (Volts, tenths of Volts)

iv. Three quick beeps for continuity

d. Secondary Altimeter

i. 4, 9, 0, 0 beeps for main deployment altitude

73

ii. 5 second siren for apogee delay

iii. Series of beeps for last flight data

iv. Series of beeps for battery voltage (Volts, tenths of volts)

v. Three quick beeps for continuity

6. Check pad power is off and attach igniter to pad controller

7. Insert igniter into motor and plug

8. Leave range and wait for launch

9. Acquire signals from GPS transmitters and camera system before launch

10. Launch rocket

11. At apogee, wait for separation

12. Wait for rocket to land

13. Upon range clear: retrieve rocket, check for undetonated charges and remove

14. Return to safe area

Post Launch

1. Remove altimeters from coupler and collect data

2. Turn off all avionics and store for transport

3. When travel is finished, clean all dirty components, remove power sources from avionics,

and store all materials for future flights

Safety and Environment (Vehicle and Payload)

Safety Officer

The safety officer this year will be Andrew Koehler. He is a sophomore in aerospace

engineering with prior experience working with high power rockets. The safety officer will

guarantee that each member of the group is knowledgeable and informed on the risks inherent to

their respective sub-teams. Every member in the Structures and Recovery team and the AGSE

team will complete essential lab safety training and will be aware of the dangers of handling and

disposing of hazardous materials. As such, Material Safety Data Sheets (MSDS) will be provided

for those working with these dangerous components and materials. Personal Protective Equipment

(PPE) will also be required and provided to all team members working under any sort of risk,

mainly those operating machinery or handling lab substances. The safety officer will supervise all

aspects of construction and ensure that all involved are implementing the proper safety procedures.

The Engineering Student Project Lab (ESPL) will handle larger machinery that the Student Launch

team members do not have qualifications for to ensure that members do not handle equipment

above their training or experience level. In the event that the safety officer or the team mentor

cannot supervise a potentially dangerous situation, the project manager, team leader, or more

experienced individuals in the group are able to supervise and step in.

The team mentor this year will be Mark Joseph (NAR 76446 Level 2), and he has flown

over 15 flights under this certification. Mark has been the Team Mentor for this University’s

Student Launch team in 2011-2012, 2013-2014, and 2014-2015 so he is familiar with the team and

has experience with high power rocketry competitions.

74

Before each test and launch of the rocket, all active and involved members will be briefed

and instructed on precautionary measures to remind them of the potential hazards with the launch

and recovery of a high power rocket. The team will coordinate with the local RSO (Range Safety

Officer) and the team mentor to schedule the test launches during the course of the year. A safety

code has been attached to the bottom of this document which will be read to all team members by

the safety officer and understood by all before any construction of the rocket occurs.

NAR Personnel Duties

The team’s NAR mentor will be responsible for the acquisition of FAA permits for airspace

for the subscale and full scale test launches. The permits will provide assurance of clear skies at

the launch and ensure that there will be no impact on commercial aviation. In addition, they will

ensure the group’s compliance with the NAR safety code, which has been attached in Appendix

C. The team mentor will also be in charge of handling all dangerous materials. This includes, but

is not limited to, motor handling, construction, transportation, and use of black powder ejection

charges. The mentor will also be informed of design decisions and construction work by the team

and given the opportunity to provide feedback and suggestions to team members for safety

purposes.

Hazard Recognition

Before any post-design construction or manufacturing commences on the project, the

safety officer will provide a presentation on accident avoidance strategies and recognizing the

dangers involved with both the Structures and Recovery and AGSE teams. The safety officer, team

mentor, and experienced members will also give a presentation on the proper use of the tools and

facilities that will be in use over the course of the project.

The presentation will discuss the various risks that can be encountered while working that

are described above in the Risk Mitigation section. For example, AGSE team members, before

working with any electronics, will be briefed on the process of identifying an improper grounding

of a power source or an incorrectly wired system. The Structures and Recovery team would also

receive a briefing on structural dangers that may involve the improper handling of heavy metal

parts or equipment. The emphasis of this presentation will be on recognizing when a certain hazard

can be handled by the members if they are knowledgeable, by the team mentor or safety officer,

or if the situation must be brought to the attention of a higher official. Their safety knowledge will

be greatly enhanced and practiced through machine and lab training conducted by the most

knowledgeable members of the team, including the safety officer and team mentor if needed.

Powerful permanent magnets and electromagnetic components will be used by the crane

to place the sample in the hatch and by the hatch door to secure it during the rocket’s flight. The

Safety Officer will ensure that team members are aware of the dangers of having magnets near

electronics. Appropriate safety measures will be taken, including sealing the hatch section off from

the section with the electronics, ensuring that magnetic components are kept a safe distance from

electronic components.

Briefings will be conducted by the safety officer and team mentor before every test flight,

covering the present risks and hazards involved with launching a large, high power rocket.

This will be similar to the presentation covering general hazards of working with

machinery and equipment or electronics, but the pre-flight briefing will involve rocket launch

specifics. A general lesson of mindfulness will be emphasized, so that if any team member is ever

unsure of what to do in a potentially dangerous situation, they will take necessary precautions and

alert the team leader or a higher official if needed.

75

Law Compliance

The team’s safety officer will be responsible for educating all involved members of the

regulations regarding the use of airspace: Federal Aviation Regulations 14 CFR, Subchapter F,

Part 101, Subpart C; Amateur Rockets, Code of Federal Regulation 27 Part 55: Commerce in

Explosives; and fire prevention, NFPA1127, “Code for High Power Rocket Motors.”; as well as

all applicable laws. ISS will be contacting the FAA before any test flights are done, but only after

having approval from the local RSO. All of the flights will be suborbital, remain in the United

States, and be evaluated and deemed safe for all members of the team and community.

Only the team mentor will handle, purchase, store, and transport all explosives and motors.

There will also be fire extinguishers on hand in all locations where construction or storage will

take place. The team mentor safety officer will brief the team on launch procedure etiquette, as

well as accident avoidance and hazard recognition. All team members will be required to review

and sign a team safety agreement and abide by the terms within, which include all pertinent laws

and regulations. Environmental regulations will be referenced during the course of this project to

ensure compliance. The group’s safety officer is responsible for finding these relevant regulations

for the handling and proper disposal of hazardous or environmentally harmful materials.

Motor and Energetic Device Handling

All handling of the motor and other energetic devices will be handled by the team mentor,

Mark Joseph, who has NAR level 2 clearance. Mark will also transport and store the motors for

all the team’s launches and tests. For insurance purposes, Mark will also be the sole owner of the

motor because he is the only one legally allowed to operate the motor and take on liability issues.

Preliminary Hazard Analysis

When considering hazards, it is appropriate to consider hazards to personnel as well as

hazards to the vehicle which are found in Table 12.

An environmental hazard analysis is included later on in the section. When doing a hazard

analysis, it is appropriate to consider the hazard, the cause of the hazard, and what the team can do

to mitigate this hazard when working on the rocket and launching the rocket. These hazards were

identified partially from prior knowledge and partially from the material data sheets found on the

team’s documents webpage. The probabilities of the hazard occurring is ranked on a scale from 1-

5, the legend of which can be found under the Preliminary Safety Analysis section. The severity

of each hazard is also ranked on a scale of 1-5, where 1 represents little to no harm being done,

and 5 represents irreparable damage being done.

76

Table 12. Personnel Hazard Analysis

Key Hazard Cause Probability Severity Mitigation

H1 Chemical

Burns from

the rocket

motor

Mishandling

of the rocket

motor and/or

faulty

installation

of the motor

1 4 Ensure that the team

mentor will be working

with all components

related to the motor, as

per regulations, and

that the minimum

distance table in

consulted before all

launches and tests of

the motor.

H2 Burns from

black

powder

usage

Mishandling

of the black

powder or

insufficient

tests done on

the black

powder

1 4 Ensure that the team

mentor will be on hand

to monitor the tests of

the black powder.

Team mentor will

perform the actual

handling of the black

powder charges.

H3 Skin

Irritation

Contact

with epoxy

or other

hazardous

materials

1 3 Ensure that all team

members that work with

material dangerous

enough to induce

chemical burns are

wearing nitrile gloves

and the rest of their skin

is covered.

H4 Sensitization

to Epoxy and

Dermatitis

Contact

with epoxy/

epoxy

fumes


members working with

epoxy know not to

breathe in fumes from

the epoxy directly,

especially if the epoxy

is highly concentrated.

77


H5 Bodily

injury from

heavy

machinery

Improper

usage of

machining

equipment

or other

tools

2 4 Each team member

will be required to take

a general lab safety

course, and team

members using tools

they have not used

before will be trained

under the supervision

of the safety officer

and/or more

experienced members.

H6 Electric

hazard

such as

electric

shock

Improper

usage of

electrical

equipment


members have worked

with sensitive

electronics before, and

that proper grounding

procedures are

followed.

H7 Cuts from

rocket

assembly,

use of

power tools

Unsafe

practices in

rocket

construction,

like the

improper

use of power

tools


members are handling

power tools and other

tools properly

according to the

relevant safety

manuals.

H8 Electric

hazards

like burns

from

battery acid

Improper

usage of

electrical

equipment

1 3 Ensure old batteries are

thrown out, and that

new batteries are not

faulty. Sufficient

testing of the batteries

is required.

78


H9 Debris from

fiberglass in

eyes

Improper

sanding

procedures

and

improper

use of PPE

2 3 Stress the importance

of drilling and

construction safety, and

ensure that all members

working on sanding

follow the safety

guidelines and wear

Personal Protective

Equipment.

H10 Smoke

Inhalation

Members

working on

ejection

charge

testing

could

inhale

smoke

from the

charges

1 3 Ensure all members

are wearing personal

protective equipment

like smoke masks and

goggles. Also make

sure all charge testing

is done with the team

mentor.

H11 Dust

Inhalation

Members

could inhale

dust from

cutting

fiberglass


members working on

materials with

fiberglass in them

understand the risks

and use personal

protective equipment to

cover their mouths

from the dust.

H12 Welding

burns or

damage to

eyes and

lungs

Improper

welding

techniques

could cause

damage to

the eyes or

the lungs,

and also

could cause

severe burns

2 4 Before any member

attempts to do any

welding, make sure

they know the risks

associated with it, and

the things they can do

to be safe when

welding, such as

wearing masks, ear

plugs and gloves, as

well as welding with

an experienced welder

before completing the

first attempt.

79


H13 Hearing

damage

from

overuse of

power tools

Improper use

of PPE could

cause

hearing

damage

when using

power tools

2 2 Ensure that all members

that are going to use

power tools wear ear

plugs so their hearing

does not get damaged in

any way.

H14 Getting

caught in

spinning

tools

Improper

use of

spinning

tools/memb

ers not

paying

attention.

1 4 Ensure that all

members read the

safety statement and be

vigilant at all times

when dealing with any

spinning tools.

H15 Inhalation of

solder fumes

Long

duration

soldering in

a low/no

ventilation

area

2 4 Ensure that the room is

well ventilated and that

everyone knows the

risk of lead oxide vapor

inhalation.

H16 Inhalation of

spray paint

propellant

Spray

painting a

component

with no

ventilation

or little to

no airflow

1 4 Ensure that there is

proper ventilation and

that all team members

follow the proper safety

measures.

H17 Combustion

of spray

paint

propellant

Spray

painting a

component

near an

open flame

or electrical

spark.

1 4 Ensure that there are no

open flames present and

that all nearby electrical

components are shut

off.

80

The NESC Risk Matrix is a visual representation of the different situations that can

possibly occur. The red squares indicate high risk situations and these situations are to be avoided

whenever possible. The yellow squares indicate moderate risk situations, and the green squares

indicate low risk situations. Below the NESC Risk table can be found for the possible hazards.

NESC Risk Matrix

Pro

bab

ilit

y

5

4 H15

3

H7

2

H13 H9, H11 H4, H5, H6,

H12

1

H3, H8, H10 H1, H2, H14,

H16, H17

1 2 3 4 5

Severity

Environmental Concerns

There are many environmental concerns to be considered when launching from a field. For

instance, on launch day there could be too much wind, causing the launch to be delayed. It could

also have rained in the days before the launch, causing the ground to be muddy and soft. The day

of the launch could be cloudy and the team could potentially lose the rocket if the on board GPS

fails. In addition, the rocket could affect the environment through a rocket motor explosion or an

excess of exhaust, potentially damage its surroundings. If the rocket were to explode, debris would

be all over the field and be potentially harmful if cleanup is not done properly. The rocket could

launch and become unstable, thus posing a threat to nearby spectators and occupied areas. The

parachutes of the rocket could not deploy and cause damage to the surrounding environment

because the rocket then would not be able to achieve a soft landing. There are also several

environmental concerns to be considered during the building of the rocket and AGSE system.

Below are tables of both the effect of the environment on the rocket and the effect of the rocket on

the environment. The impact of these effects and mitigation to the effect are also tabulated. Also

tabulated is the probability of the environmental effect (ranked 1-5 with the legend being found in

the Preliminary Safety Analysis section), and the severity of each environmental effect. A 1

represents no significant environmental effect, and 5 represents a catastrophic environmental

effect.

81

Table 13. Environmental Hazards on the Rocket

Key Environmental

Concern

Impact Probability Severity Mitigation

E1 Wind Too much

wind could

cause the

rocket to go

off target and

sight of the

rocket could

be lost during

the flight

2 3 Delay launch

until the wind

dies down

and the Field

Safety Office

gives the go.

E2 Rain before the

launch causes

mud on launch

pad

Could cause the

AGSE and/or

the vehicle to

sink into the

mud, causing

complications

of the launch

1 3 Delay launch

until

conditions

are desirable

or move the

launch pad to

a different

area.

E3 Rain on launch

day

Could cause

complications

with the AGSE

equipment

1 3 Delay set up

until rain

stops and

the Range

Safety

Officer

gives the go

for launch.

E4 Too much

cloud cover

Too much

cloud cover

could make

locating the

rocket difficult

if the on board

GPS fails

1 2 Test the

GPS to

make sure it

isn’t faulty

as well as

make sure

the

conditions

for launch

are

desirable.

82

Key Environmental

Concern


E5 High

Temperatures

Different

components of

the rocket could

warp or

overheat

1 4 Keep the

rocket in a

climate

controlled

environment

for as long as

possible and

don’t bring it

into extreme

heat

E6 Low

temperatures

Different

components

could become

icy and fail, or

collect

condensation

1 3 Keep the

rocket in a

climate

controlled

environment

for as long as

possible and

don’t bring it

into extreme

cold

E7 Terrain Different

bodies of water

or trees could

affect the

rocket when it

comes down.

2 4 Ensure the

area that is

being

launched into

has no such

terrain issues.

E8 Lighting

during

launch day

Could hit the

rocket

causing

damage to it.

1 3 Do not

launch

when

lightning is

present or

even might

be present.

83

Table 14. Environmental Hazards on the Environment

Key Environmental

Concern


E9 Rocket

Explosion

If the vehicle

explodes it

could set fire to

the surrounding

area and/or

cause bodily

harm to the

bystanders

1 5 Make sure the

team mentor

helps in testing

the motor

significantly so it

is known for

certain that the

rocket is safe

E10 Unstable Rocket

Launch causing

damage to

surrounding

area

An unstable

launch could

cause the rocket

to go off its

targeted

trajectory and

could do damage

to the

surrounding area

1 4 Make sure the

launch pad is

very stable by

checking the

conditions of the

ground and

proper testing of

the AGSE

system.

Ell Parachutes

don’t deploy or

deploy too late

The rocket will

come crashing

down and

possibly cause

damage to the

environment of

the bystanders

2 4 Proper testing

of the black

powder charges

will occur to

ensure the

parachutes

deploy on time.

E12 Failure to

recover the

rocket

The rocket will

stay lying in the

surrounding

environment

causing potential

damage to farm

equipment and

wildlife.

1 2 Ensure GPS is

working as well

as tracking the

rocket through

the air.

84

Key Environmental

Concern


E13 Fire from motor

exhaust

A fire could

happen if field

conditions are

dry enough,

causing damage

to the

surrounding

environment and

possibly the

bystanders

2 4 Ensure people are

clear of the

exhaust, there is a

large enough

blast plate to

deflect the flame,

and make sure

the surrounding

environment isn’t

significantly

flammable. A fire

extinguisher will

be located nearby

in case a fire does

occur.

E14 Battery acid

leak

Harmful acid

could get into the

ground causing

damage to the

field and possibly

local wildlife.

1 3 Make sure proper

cleanup

procedures would

be followed in the

event of a leak

E15 Vapors

produced from

soldering

During the

soldering of wires

lead oxide vapors

are produced that

are toxic to those

that inhale it.

4 1 The amount of

soldering that

needs to be done

will produce a

minimal amount

of harmful gas.

E16 Harmful

substances

getting into

groundwater

Improper disposal

of batteries,

solder, and

chemicals could

contaminate the

groundwater and

cause health

concerns for those

that use that

water.

1 4 All necessary

precautions are in

place to ensure the

proper disposal of

any substances

deemed harmful

to the

environment.

85

Key Environmental

Concern


E17 Aerosol from

the spray paint

The propellant

used in spray

paint cans is

harmful to the

ozone layer and

can increase

global warming

5 1 The amount or

aerosol being

released into the

atmosphere is

minimal from the

few cans of spray

paint that will be

used. The cans

will also be

checked to ensure

they use LPG

propellant rather

than the more

damaging CFC.

E18 Improper

disposal of non-

biodegradable

material

Materials such as

plastics,

fiberglass, and left

over epoxy will

not degrade if sent

to a landfill, and

could be harmful

to animals.

2 2 Care will be

implemented to

ensure proper

recycling and

disposal of

leftover materials

Below the NESC Risk table can be found for the possible environmental hazards,

the guidelines of which can be found at the beginning of this section.

NESC Risk Matrix

Pro

bab

ilit

y

5 E17

4 E15

3

2 E18 E1 E7, E11,

E13

1 E4, E12 E2, E3, E6, E8,

E14 E5, E10, E16 E9

1 2 3 4 5

Severity

86

IV) AGSE/Payload Criteria

Selection, Design, and Verification of Payload

System Review (include sequential process order)

The Autonomous Ground Support Equipment (AGSE) system is designed to collect a

sample, place it firmly in the rocket, raise the rocket from a horizontal orientation to a vertical

orientation, and insert the igniter into the rocket motor. The sample will be collected from a

predetermined location and orientation, so the autonomous movements of the system are all

preprogrammed and are not dynamic. The full AGSE system can be seen in Figure 42 below.

Figure 42. Fully assembled AGSE system with the rocket in the 5 degree from vertical

position.

A successful run of the system will see the sample payload lifted from a predetermined

position 12 inches away from the AGSE and outer mold line of the launch vehicle and placed

safety into the hatch. Following this, the rocket will autonomously raise to a position 5 degrees off

of vertical. The igniter will be positioned to the top of the motor fuel grain within the rocket and

then the system will await launch approval from the range safety officer.

The AGSE system is divided into five subsystems which all function together to complete the

operations listed above. The remainder of this section contains a brief system description, while

the following sections describe each of these subsystems in greater detail.

The first of these subsystems is the sample collection crane, which contains the sample

collection arm with its imbedded hatch door. This system is required to perform the actions of

87

collecting the sample, and firmly attaching the sample and hatch door to the rocket body. The

sample collection crane consists of an aluminum base made primarily of the same 8020 rail used

for the launch rail system. The actual crane will be constructed on a rotary steel bearing, made

primarily of carbon fiber tubes. The two degrees of freedom of this crane will be controlled by

belts attached to stepper motors. An electromagnet will be placed on the end of the crane and used

to hold the hatch and clip system into place until it is powered down.

Second is the launch pad and rail system, which contains the main structure of the launch

pad, as well as the rail that is used to hold the rocket straight during its ascent. The launch pad and

rail system also includes the rail support placed several feet out from the pad itself which supports

the rocket and rail in the horizontal start orientation. The launch pad system is constructed of

aluminum 8020 rail with a 1” thickness. The launch pad itself is constructed of ⅜” steel to

withstand the blast of the rocket engine. The launch rail uses a thicker 1.5” 8020 rail to hold the

rocket stable during the first several feet of flight.

Next, the igniter subsystem is located on the base of the launch pad, and is used to insert

the motor igniter prior to launch. This system consists of a linear actuator that performs the

insertion, as well as a bent aluminum piece that is used to hold the igniter below the motor.

Fourth, the hatch and clip system that is used as the end effector of the robotic crane. The rocket

hatch is included within this system, as it is directly used to pick up the sample before being

attached to the rocket. The hatch itself is made of blue tube, as it will be cut from the rocket body.

Magnets will be included into the top and bottom of this hatch piece to allow for attachment both

to the crane and to the rocket body.

The fifth subsystem is the electronics system which controls and powers all of the

components in the above three systems. This system is controlled by an Arduino and several motor

controls. A series of limit switches, resistors, LED’s, and momentary switches will also be

implemented to accomplish mission goals. Along with these, two stepper motors, two linear

actuators, and one electromagnet will be integral to the AGSE’s success. The electronics are all

powered by a 3 cell Lithium Polymer battery.

A step-by-step procedure for the AGSE system can be found below:

1. The robotic crane will start with the electromagnet situated above the hatch door.

2. Power is run through the system, activating the electromagnet and attaching the hatch to the

electromagnet.

3. The robotic crane will rotate to a position over the payload.

4. The vertical arm piece will lower and push the clips securely onto the payload.

5. The vertical arm will rise back up to a height just above the rocket.

6. The crane shall then rotate over to the vehicle.

7. The vertical crane piece will be lowered into the vehicle bay.

8. When the hatch door is flush with the vehicle, the magnets inside the rocket will grip the steel

on the hatch door

9. A tubular latch bolted on the inside of the rocket will slide and lock the hatch, securing it firmly

in place.

10. Power to the electromagnet will be shut off, releasing the hatch from the crane.

11. The vertical crane piece will be raised slightly, in order to avoid contact with the rocket when

the crane rotating away from the rocket.

12. The crane will rotate away from the rail system and vehicle.

13. The rail system actuator will raise the vehicle to a position of 5° off of the vertical.

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14. The igniter system actuator will raise the dowel rod until the igniter is in the tube, triggering a

limit switch when enough pressure is applied.

Figure 43. Assembled AGSE system in horizontal position without rocket

Subsystem Overview

Drawings, analysis, test results, and integrity of design

Crane System

The base for the robotic crane system is a 1’ x 1’ x 2’ rectangular prism made up of 1”

square 80/20 rails. There is a 1’ square aluminum plate attached to the top of the base and a wooden

shelf mounted inside to hold electronics. A 4” steel turntable is mounted to the center of the

aluminum plate in which the crane arm is attached via an ABS plastic mount. This attached

segment of the crane is a vertical 1” square carbon fiber tube. A NEMA 17 stepper motor mounted

to the aluminum plate operates a pulley system attached to this carbon fiber segment, giving the

crane a full 360 degrees of rotation. The horizontal segment of the crane arm is a 1” square carbon

fiber tube mounted on top of the first segment. At the end of this tube are two aluminum plates,

where two vertical 0.25” diameter carbon fiber rods are run through. At the top end, the rods are

connected with an aluminum cap. At the bottom, they attach to the electromagnetic hatch system.

A NEMA 17 stepper motor is attached to the rear of the horizontal carbon fiber tube with a plastic

mount. This stepper motor controls a pulley system that extends above and below the horizontal

crane arm, through a slot cut in the first vertical carbon fiber tube, and attaches on one end to the

aluminum cap and at the other end to the mount of the electromagnetic hatch system. A diagram

of the robotic crane system is shown below in Figure 44 and Figure 45.

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Figure 44. Top view of dimensions for AGSE (inches)

Figure 45. Side view of dimensions for AGSE (inches)

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Figure 46. Robotic crane system to pick up the sample and place it in the rocket

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Rail System

The job of the rail system is to first harbor the rocket horizontally, secured via rail buttons,

until the crane system secures the payload within the rocket; the system will then the raise the

rocket from its horizontal position to 5° off vertical for launch. When that final position has been

reached, a limit switch will be triggered to tell the Arduino computer to halt movement of the

actuator. Due to the design of the actuator, even when the power is cut to the actuator there will be

enough friction within the gears of the actuator itself to keep the rail secure and the actuator locked

into position. There is concern of the system wobbling as the rocket raises, due to the length of the

rail and the weight of the rocket. To address this problem there will be a stabilizing rail attached

to the base of the system extending in the same direction as the rail holding the rocket; this rail

will ensure that the center of gravity of the system is not outside the base railing causing the system

to tip over. This launch pad has been used previously by the team, and has been tested to not

wobble significantly in the out of plane directions.

Figure 47. Mechanism to lift the launch rail and rocket

The system is comprised of the following: an 8’ long 1.5” thick rail made from 80/20

aluminum, a linear actuator with an 18” stroke and 400 lbs of maximum output force all powered

by a 11.1 V LiPo battery, the stabilizing rail, and three hinges to connect the rail to the base plate,

the rail to the actuator, and the actuator to a base stabilizing rail.

The base of the actuator is placed about 4.60” in front of the hinge on the base plate and is

24.25” below it. The tip of the actuator is placed about 20.09” along the launch rail giving the

actuator an unextended length of about 28.78”. For simplification in force calculation, the

maximum extended length of the actuator was calculated when the rail is perfectly vertical, as

opposed to 5° off vertical. At this extended length the actuator will be 39.11”. This means that

with the actuator extending at 0.6” per second, the total runtime of the system should be

approximately 17 seconds.

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The team chose 80/20 aluminum for the rail because it is strong enough to support the

weight of the rocket, lightweight enough so as to not impose weight penalties as per competition

restrictions, and it is relatively cheap and reliable. The 8’ rail weighs about 10.747 lb and has a

center of mass 4’ from the pivot point; the rocket weighs about 22.51 lb and the base of the rocket

will rest 6” above the pivot on the base plate. This puts the combined center of mass for both the

rocket and the rail at about 41.57” from the pivot on the base plate. The base stabilizing rail is

intended to keep the AGSE from tipping over so the rail will extend a little after this point to ensure

stability as the rail is relatively lightweight and does not add any volume to the system.

Using Python, the geometric constraints, and the weights of the components, the force was

found and plotted as an equation of time and can be seen below. The maximum force needed by

the actuator is only about 82.75 lb which is significantly lower than the previous, successful design.

This difference is due to the rail being ⅔ the length of last year’s and the rocket being both smaller

and more lightweight. The script for this calculation is located in Appendix D.

Figure 48. Force vs. Time for actuator lifting the rail and rocket

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Figure 49. Dimensions of launch pads with segments cut out to lower mass (inches)

Igniter System

Figure 50. Mechanism to insert igniter into rocket motor

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The igniter is attached to the end of a wooden rod which is inserted into the rocket. The

rod is attached to a limit switch attached to one end of a piece of aluminum in a “Z” shape. A linear

actuator is attached to the other end of the “Z” piece. This configuration ensures that the linear

actuator will be far enough away to not be damaged when the rocket is fired. The linear actuator

has a 24 inch stroke and a strength of 35 pounds force which is sufficient to raise the igniter and

insert it into the rocket and more than sufficient to lift the igniter, wooden rod, and “Z” piece. Out

of the insertion point there is a cone to guide the igniter to the proper spot and ensure it enters the

motor. The igniter will start just above the launch pad through a hole created to allow the passage

of the igniter and wooden rod. The linear actuator moves at a speed of 0.6 inches per second, so it

will take approximately 40 seconds to lift the igniter the full 24 inches into the motor. Once the

igniter reaches the top of the motor it will trigger the limit switch attached to the rod and the linear

actuator will stop. This will not only ensure the igniter gets all the way to the top of the motor, but

will also stop the igniter if it got caught on anything inside the motor so as not to cause damage to

the fuel grain. The whole system is tilted to a five degree angle from the vertical to match the

rocket in its final position.

Electromagnetic Hatch System

An electromagnet is used to pick up and deposit the hatch onto the body of the rocket. This

system allows the hatch to detach cleanly from the AGSE without the use of any unreliable

mechanical components.

The electromagnet is powered by the same 11.1 V Lithium Polymer battery that services

the other components of the AGSE system. The logic of when to turn the electromagnet on and off

will be handed by the same Arduino Mega that is controlling the motors in the crane system. A

relay will be wired to a digital pin on the Arduino that way the 5 V signal of the Arduino can

control the more powerful 11.1 V supplied to the electromagnet. Since the physical design of the

clips and the precision of the stepper motors involved allows the AGSE system to run without any

complicated sensors (Cameras, IR, pressure, etc.) there is no decision making for the system to

spend valuable time and power on. Its dimensions are shown in Figure 51 below. The magnet is

mostly rectangular, with a few divots for screws and a connector for wires, shown in blue.

Figure 51. Dimensions of the electromagnet (inches)

The AGSE system is designed so that the hatch-piece (consisting of the rectangular piece

of Blue Tube), plastic clips, steel strip, and 4 permanent magnets--starts clip-side-down on the

ground. The crane, consisting of the electromagnet and guiding piece, is then lowered into position

over the hatch-piece. The Arduino then sends a 5 V signal via digital pin to a relay, causing 11.1

V of power to be sent to the electromagnet, turning it on. The guiding piece here will ensure

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consistent orientation of the hatch-piece when attached to the electromagnet. The crane then moves

this whole assembly (now consisting of clips, steel strip, permanent magnets, Blue Tube,

electromagnet and guiding piece) over top of the payload. The assembly is then lowered onto the

payload, causing the clips to grab the payload and clip it into place. The crane then lifts upward,

and positions the apparatus over top of the hole in the rocket. The hatch-piece with attached

payload is then slowly lowered into its position. The permanent magnets on the hatch-piece will

help it snap into position, and the latches on the rocket will cause the hatch to lock into its proper

position in the rocket. The electromagnet is then shut off via the Arduino, and the arm of the crane

(now consisting of only the magnet and guide-piece) is moved out of the way of the rocket before

the rails lift it into launch position.

The piece of Blue Tube cut out to make the hatch is geometrically described as a segment

taken from a hollow cylinder. Seen from the top, it is a 6 inch by 2 inch rectangle with the 6 inch

side along the long axis of the rocket. The weight of the hatch-piece is approximately 0.03 pounds.

For the hatch, Blue Tube was chosen because the most logical way of making a hatch that fits

perfectly into a hole cut into the side of the rocket is to use the piece that was cut. Since it was

decided Blue Tube was the best material for the main body of the rocket, by extension, the hatch

was Blue Tube as well.

The steel strip is a 3” by 1” by 1/10” strip of metal attached to the underside of the hatch,

between the clips. Steel was chosen because it is cheap, common, and ferromagnetic. This piece

was added so that the electromagnet will have something to cling to on the hatch itself. The team

used plain steel and not permanent magnets so that when the time comes for the crane to let go of

the hatch, the bond could be easily severed by turning off the electromagnet, and not having to

worry about the hatch sticking to the crane. It is estimated to weigh approximately 0.02 lbs.

The purpose of the guide piece is to ensure that when the electromagnet picks up the hatch

and temporarily attaches it to the crane, that the orientation of the hatch and clips is the same every

time. This will allow more precision when fine-tuning the AGSE commands. The material for the

guide piece needed to be easy to work with, and strong enough to attach the vertical arm bar of the

crane to. The guide piece will be an arc of steel designed to fit over top of the Blue Tube. It will

be 1/10” thick, 5” long, and 1 ⅜” wide and have a weight of 0.20 lbs.

The use of ABS plastic in the clips was because the task required a strong material that

could be easily formed into the specific shape, and have some flexibility to it. Since the Illinois

Space Society has ample access to 3D printers, a 3D printable plastic was the obvious choice.

Additionally, using 3D printed ABS allows for cheap rapid prototyping, meaning many minor

variations of the gripper design can be tested, and the design can be fine-tuned for maximum

reliability. Weight estimates are 0.02 lbs each, 0.04 lbs for both clips combined. The exact weight

of the clips will be dependent on the 3D printing fill percentage that produces the most reliable

results.

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Figure 52. Mechanism of the electromagnetic hatch and clips to pick up payload

Iron alloy magnets were significantly cheaper than their rare earth counterparts, and are

strong enough for the needs of the rocket. Additionally, the magnets could not be too strong, as

too strong of a magnet would run the risk of interfering with the flight electronics. They are 0.01

lbs each, a total of 0.04 lbs for four of them. Last year, two of these magnets were used to keep a

hatch door on a hinge shut. These were the same magnets in the same position relative to the flight

electronics. This produced no interference with the flight equipment. However, in the unlikely

event that testing reveals the magnets interfere with any flight electronics, the addition of the

mortice latches means the strength of the magnets could be decreased and the latches would still

hold the hatch door in place.

The mortice latches were a change added from PDR when one of the reviewers brought up

the concern that the magnets were not enough to prevent the hatch door from flying off during the

launch. Mortice latches were chosen for their reliability and one-way operation. They allow the

crane to easily slide the hatch into place, but make it incredibly difficult for the hatch to fly off

during launch. This system is speedy and effective, allowing a safer launch while only sacrificing

negligible AGSE speed. They weigh 0.22 lbs each. Dimensions are in Figure 53. The latches will

be modified so that they do not interfere with the rest of the operation.

Figure 53. Dimensions of the latches

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System-Level Functional Requirements

Table 15. AGSE Requirements and Verification

Requirement Solution Component Verification

Launch vehicle must

be placed

horizontally on the

AGSE

The launch vehicle will

be placed onto the rail

in the horizontal

position and left to be

erected autonomously

Launch Rail A level will be used to check

that the rocket is horizontal

A master switch

must activate power

to all autonomous

procedures and

subroutines

The AGSE system will

include a master switch

which controls all

power distribution

Master kill

switch

The master kill switch will

only allow power to the

system when closed and will

immediately terminate power

once opened

A pause switch will

halt all AGSE

subroutines


include a pause switch,

enabling the safe pause

and resumption of all

AGSE activity

Pause switch Pause button will be

connected to the computer

that controls all AGSE

actions and procedures

The AGSE will be a

maximum weight of

150 pounds and no

more than 12 feet in

height x 12 feet in

length x 10 feet in

width

The AGSE will be

constructed to meet the

weight and size

requirements

All

components

The components will be

weighed and measured to

ensure the size and weight

are within the limits

The AGSE will

complete the

required tasks in the

required order

The AGSE will be

programmed to

complete the tasks in

order

Arduino The computer will be

programmed to complete the

required tasks in the required

order and the system will be

tested extensively to ensure

compliance

All AGSE systems

should be fully

autonomous

All AGSE components

will operate free from

human intervention

after the procedure is

started

Arduino A computer will have

preprogrammed instructions

to complete all necessary

AGSE actions and

procedures

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The AGSE system

will be designed to

theoretically be

operable in the

Martian environment


not include

magnetometers, sound

based sensors, GPS,

pneumatics or air

breathing systems

All

components

Once built the AGSE will be

verified to ensure gravity is

not used and no prohibited

components will be used

The launch vehicle

must have a space to

contain the payload

and seal the payload

containment area

The rocket payload bay

has been designed to

accommodate the given

payload size as well as

seal the vessel

completely after the

payload is placed inside

Hatch and

clip

The hatch covering and clip

will attach to the crane

picking up the payload and

by eliminating extra

components to allow for

maximum room inside the

rocket for the payload

The payload must

not contain any

means to grab it

outside of its original

design

The payload will remain

unmodified by the team

and will be kept in its

original state

Robotic

crane

There will be a robotic crane

to grab the payload so it

would be unnecessary to alter

the payload to complete the

payload retrieval

The payload must be

placed at least 12

inches from the

AGSE and outer

mold line of the

launch vehicle

The team will place the

payload at least 12

inches away from the

AGSE and the outer

mold line of the launch

vehicle

All

components

A measuring tape will be

used to ensure the payload is

12 inches away

Gravity-assist shall

not be used to place

the payload within

the rocket

The payload will be

placed in the rocket

without the use of

gravity using a claw and

lifting system

Clip A clip will be used to hold

the payload in place and the

payload will be pushed into

the clip

Each team will be

given 10 minutes to

complete the

autonomous portion

of the competition

The team will ensure

the full autonomous

portion will take

significantly less than

10 minutes as a safety

measure

Arduino The computer will be

programmed such that all

required actions are

completed within the time

frame

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A master switch

which controls

power to all parts of

AGSE must be

easily accessible


include a master kill

switch which directly

can cut power to all

systems, placed in a

safe location

Master kill

switch

Master kill switch will be



actions and procedures and

will be labeled clearly on the

control box

A pause switch

which terminates

AGSE actions must

be included and

easily accessible

A pause switch will be

placed on the AGSE

alongside the master kill

switch which will

terminate all AGSE

procedures

Pause switch Pause button will be



actions and procedures and

will be labeled clearly on the

control box

An orange safety

light must be

included which

indicates power is

on, flashing when

active and solid

while paused

The team will include

and orange safety light

on the main AGSE

system to display the

current state of the

system

Orange LED

light

The LED will be connected

to the computer that controls

the whole AGSE ensuring the

correct response for the

correct state

An all systems go

light must be

included to verify all

systems have passed

safety verifications

and the rocket is

ready to launch

The team will include

an all systems go light

that verifies that the

system has passed all

verifications and is

prepped for launch

LED light The LED will be connected

to the computer that controls

the AGSE actions and

procedures ensuring it will

light up at the correct time

Approach to workmanship

The Student Launch team is comprised of many students coming from many different

majors. With the majority of the team in Aerospace Engineering, the team is confident in the

calculations as well as the part selection for both the rocket system and AGSE system. Also, with

enough experienced members, the team can rely on their input to see what would work best on

certain occasions.

The individual subteams have dedicated times to meet and discuss, collaborate, and

propose solutions to the various problems faced and talk about how to achieve the goals set all in

a timely manner. The team has plans and deadlines due for each week in what needs to be done

and the subteam lead is there to help oversee the team’s schedule and to promote healthy discussion

among the teams. Despite following a rigorous schedule, the team will take time to double and

triple check calculations in order to minimize errors wherever possible as well as ensuring a

successful operation in the future. Whatever measurements members make, it will be made twice

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so members will only have to cut once. Members test multiple times to make sure the repeatability

of the processes are not due to chance.

Overall, the Student Launch team demonstrates a professional, yet fun environment for

practicality and technicality. As a team working together on one project, the team works

efficiently, in a timely manner, and in the best way possible. The team is confident they will

succeed during the Student Launch competition this April.

Planned testing

Team members will conduct extensive tests on the AGSE components as the system

requires a high level of precision, tolerances for different situations, and many competition

requirements. The lifting mechanism and igniter system has been tested and successfully worked

in last year’s Student Launch competition. With the minor modifications added to this year’s

design, these functions will again be tested to ensure that it either has equal or better performance

than before. The robotic crane is a completely new design, so the team will go through extensive

testing of the mechanism. Specifically, the precision of the crane will need to be tested as its motion

needs to be accurate in picking up the payload and attaching the hatch onto the rocket. The

electromagnetic hatch system is a unique design and will need continuous testing, modifying, and

calibrating. As the construction of the AGSE progresses, tests will continuously be run to make

sure that everything works the way it was designed to. By conducting these tests, the team will be

able to find problems and fix them or improve the design. At the test launch of the rocket, some

components of the AGSE will be tested as well. The launch pad, lifting mechanism, and igniter

mechanism will be used at the test launch because it is easy to test, will provide useful feedback,

and is already mostly constructed.

Table 16. AGSE Testing Plan

Function Being Tested Method of Testing

Securing the payload in

the clip

Make sure the payload fits tightly into the clips and does not fall out.

Test manually by pushing the clips onto the payload and shake it

vigorously to ensure a tight grip. Also test the tolerance of the

placement of the clips so minor errors in the position of the crane

will not be critical to securing the payload

Crane can securely

hold on to the hatch

and payload while in

motion

Run through the process of picking up the payload and rotating the

crane. Make sure the crane can smoothly rotate while carrying the

mass. Attempt the motion with a slightly heavier payload for margin

and make sure the crane can pick up the competition payload easily.

After the crane has grasped the payload, shake the arm and try to pry

the hatch off the crane. It should not come come off easily while the

electromagnet is turned on.

Crane rotating to the

correct position

After programming the movement of the crane, make sure the

position can be accurately set and altered. Rotate the crane’s arm

towards the rocket and test if the placement of the arm will allow the

hatch to be attached to the specific part on the rocket body tube. This

process will be a continuous testing process where the team will

experiment with different inputs on the programming of the crane.

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Hatch being securely

attached to the rocket

Attach the hatch onto the rocket in the configuration it will be during

the launch. Shake the rocket vigorously to ensure that the hatch is

attached securely and it does not fall off or move around during

flight.

Electromagnetic hatch

system successfully

works and does not

damage any electronics

on board

The electromagnetic hatch idea is a unique solution to the

competition requirements. Repetitive testing will confirm that the

mechanism successfully works. Other electronic equipment such as

altimeters and GPS trackers will be tested to make sure that they

won’t be damaged by the electromagnet.

Rocket can be lifted by

the linear actuator

Place the rocket onto the launch rail and place in the horizontal

position. Add at least 5 pounds extra to the expected rocket mass to

allow margin of error. Lift the rocket with the linear actuator and

make sure that the motion is smooth and continuous.

Launch pad not tipping

over during the lifting

of the rocket

Along with the testing process written in the box above, lift the

rocket with additional mass from the horizontal position. Observe

the launch pad base and make sure that it does not lean or tip over at

all.

Rocket obtaining the 5

degrees from vertical

position

Run through the lifting process of the rail and test to make sure the

actuator stops once the limit switch is triggered. After the actuator

stops, measure the angle of the launch rail with a level. Test to see if

the angle is near 5 degrees from the vertical. If not, adjust the

location of the limit switch and rerun the test until the 5 degrees is

obtained repeatably.

Igniter smoothly

entering the nozzle of

the motor

With the rocket on the launch rail in the 5 degrees from vertical

position, run the linear actuator that lifts the igniter. Observe and

make sure that the cone underneath the launch pad guides the

wooden dowel and igniter smoothly into the nozzle of the rocket.

Repeat tests to ensure that it works repeatably.

After the igniter is fully

inserted in the motor, a

launch control box can

successfully ignite the

motor

The only opportunity to test this will be during the test flight. The

AGSE launch pad will be used during this test flight and the lifting

and igniter system will be tested. After the AGSE has completed its

procedure, team members will check that the igniter is properly

inserted. The motor will then be ignited from a launch box to make

sure it properly fires.

The AGSE can be

paused

Test the pause switch on the control box at all significant times

during AGSE operations. Make sure that when the pause switch is

pressed, all components of the structure remains stably in place.

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Linear actuator raising

the igniter stops after it

gets to the top of the

motor

Test to make sure that the actuator stops after the wooden dowel is

pushed down and triggers the limit switch. If that test is passed, test

process on a fake motor. Ensure that the wooden dowel smoothly

enters the nozzle and stops at the end of the fuel grain. If this test is

passed, test on the actual motor with only the wooden dowel and

make sure the fuel grains do not get damaged.

The AGSE can be

powered off completely

with a kill switch

Test the kill switch on the control box many times at different times

during the process. Make sure that when the pause switch is pressed,

all components of the structure remain stably in place.

Repeatability Run the entire process multiple times. After the process is completed

once, return all the components to the original position and rerun the

process. Make sure the process is easily returned to original position

and repeatable.

LED and switches on

the control box

Run through the AGSE procedure and test to make sure that the

correct LED lights turn on in the correct situations (run and pause).

Also test all the switches and make sure they send the correct

commands to the AGSE.

Assembly of the AGSE

in under 60 minutes

The AGSE team will practice assembling the entire AGSE structure,

aiming for a total time of 30 minutes. Because the team must

transport the AGSE in a few separate pieces, it must be reassembled

at the judging and the launch. Test to make sure that after each

assembly, the AGSE is stable and works as designed.

The time the AGSE

process takes is

minimized

The team will observe and time the autonomous procedure of the

AGSE system. The time should be at least less than 2 minutes 30

seconds from the team’s predictions. The team will attempt to

minimize the time it takes while maintaining the integrity of other

aspects of the system.

Launch pad can

withstand the effects

from the rocket motor

blast

This has been already tested with last year’s competition and test

launch. However this will be tested again at the test launch this year

to make sure the launch pad and rail is still in good condition.

Rocket smoothly leaves

the launch rail and the

launch buttons do not

get caught

Because the launch rail is in two parts, the attachment point can be

dangerous because the rail button may get caught. After the two

parts of the launch rail is put together, slide the rocket with its

launch buttons up and down the rail and make sure that it is smooth.

This will be tested prior to the test flight as well.

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The AGSE system relies heavily on each individual subsystem’s success. Therefore, it is

imperative that each subsystem consists of reliable and reusable parts. The crane subsystem is built

on a 1’ x 1’x 2’ base, with a 4” roundtable mounted on top. The crane is composed of carbon fiber

tubes and rods, and attached with aluminum braces. These are known to be structurally sturdy and

lightweight, the driving attributes behind the team’s choice. The crane will be moved via 2 stepper

motors. Again, these are lightweight and compact, but more importantly they have the capability

to output more than the required torque to move the subsystem.

Both the igniter and rail subsystems consist of 80/20 rails and a single linear actuator in

each subsystem. The 80/20 rails are perfect for rail buttons and are easily worked with. They can

be attached together with simple aluminum or steel pieces and screws. The actuators are strong

and reliable. They can consistently output the same force at the same rate every time, drawing

exactly the same amount of power that the team’s LiPo battery can provide.

The final subsystem to consider is the hatch and electromagnet subsystem. The most

important thing the team needed to consider was the weight of this subsystem, since it can affect

the performance of the crane subsystem. Therefore, it is constructed of lightweight magnetic strips,

a guide system, and a reliable electromagnet. The electromagnet is ideal in picking up the payload

and releasing it as it can easily be turned on and off by allowing or disconnecting power.

Mass Statement

Table 17. Mass Statement for AGSE

Component Per Unit Mass [lb] Quantity Total Mass [lb]

Linear Actuator for Igniter System 4.00 1 4.00

MB3U Bracket 2.00 2 4.00

1515 Aluminum Launch Rail 72" 8.06 1 8.06

1515 Aluminum Launch Rail 24” 2.69 1 2.69

Launch Rail Hinge 2.00 1 2.00

Linear Actuator for Rail System 4.00 1 4.00

Electric Wires, Connectors, and LEDs 0.50 1 0.50

XT-60 Wire Connectors (1 pair) 0.32 20 6.40

Electronic Switches (Kill, Limit, Pause) 0.50 1 0.50

Blast Plate 25.00 1 25.00

Structure 80/20's 1010 Rail - 72” 3.10 11 34.10

Z Piece for Igniter System 2.00 1 2.00

3 Cell Lipo Battery 0.84 1 0.84

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Component Per Unit Mass [lb] Quantity Total Mass [lb]

Bread Board 0.07 1 0.07

Arduino Mega 0.08 1 0.08

M/M Jumpers 0.03 1 0.03

Square Turntable 1.00 1 1.00

Carbon Fiber Bar Stock 0.05 1 0.05

12V Electromagnet - 110lbs 0.75 1 0.75

0.236 OD Pultruded Rod 0.13 2 0.26

Arduino Expansion Shield 0.08 1 0.08

Stepper motor controller 0.08 1 0.08

NEMA 17 Stepper Motor 0.75 2 1.50

GT2 Belt and Pulleys 0.25 1 0.25

1/4-20 0.500 screw and nut 10s 0.02 20 0.40

1/4-20 0.375 screw 10s 0.01 20 0.20

1/4-20 t-nut 10s 0.01 15 0.15

1/4-20 t-nut 15s 0.01 5 0.05

Square Carbon Fiber Tube 1.03 1 1.03

Black 3D Plastic 2.20 1 2.20

Total Mass 102.27

Manufacturing and Assembly

The AGSE system construction and modification has begun and significant steps will be

made in the following month to bring the system towards completion. The launch pad has been

modified to decrease weight, helping the AGSE fall more safely under the 150 lb total limit set by

the Centennial Challenge. Early modifications to the crane stand have begun, and will continue

with completion of the main structure as the next goal of the AGSE subteam.

Continued construction of the AGSE will focus on completing the modifications to the

existing structure prior to new parts arriving. Upon the arrival of the new parts, every effort will

be made to complete the full AGSE structure quickly, to enable ample time for the integration of

105

the electrical components of the system. Following this, the system will be tested extensively until

it is deemed to be sufficiently robust to complete its full set of actions reliably.

To complete the necessary goal of retrieving a simulated Mars payload, the AGSE team

came up with the crane design as described above. This design is simple enough in that it completes

a single task through a limited amount of simpler tasks, yet it is challenging enough to stimulate

critical thinking. It is compact, designed for easy deconstruction and reconstruction, and

lightweight due to the hollow, skeleton design and overall nature of the materials, such as the thin

carbon fiber rods used in the crane system. Finally, no part of the system relies on gravity, allowing

for reuse under many different scenarios.

Integration Plan

The way the AGSE system was designed requires the careful integration of all of the

subsystems to create a highly precise mechanism. The manufacturing and material choices for

these subsystems vary depending on what environment they will be in. The majority of the rail and

igniter systems are constructed from 80/20 aluminum. The rail itself will consist of a six foot and

two foot length of 80/20’s 1515 t-slotted rail that will be fixed together to make an eight foot long

launch rail.

The hinge for this rail is another one of 80/20’s aluminum products which will allow it to

withstand the heat from the blast. The blast plate has been constructed out of a quarter inch thick

piece of steel. The base stand that will support both the rail hinge and the igniter system will be

constructed out of various lengths of 1010 t-slotted rail due to the vast amounts of joints and pivots

available that can be integrated with this rail. Two aluminum pivots will also be used at each end

of the rails actuator to support the weight of the rail and the rocket.

A 36 inch by 5 inch piece of quarter inch thick aluminum plate has been bent into the “Z”

igniter piece by the use of a hydraulic or arbor press. The mount for the igniter system’s actuator

will be constructed by drilling a hole into a piece of 1010 rail and allowing the bottom of the

actuator to be securely fastened to it with a bolt. The spring on the other end of the “Z” piece will

be made out of sprung steel, which will be able to handle the harsh environment that it will

experience when the rocket launches. Attached to the base will be segments of the 1010 rail

sticking out in two directions to help prevent the system from tipping over. The 1010 t-slotted rail

will also be used to secure the base to the crane’s stand.

The stand will be constructed out of t-slotted rail to create a structurally sound stand that

will not bend or move. There will also be two plates below the crane that will be able to hold all

of the AGSE’s electronic components. All of these 80/20 and other aluminum parts will be secured

together using brackets and mounts that 80/20 produces to fit with its products. This will reduce

cost and the price of the components because there will be no need for custom machinery. All of

the nuts and bolts for these pieces will be made of either steel or aluminum so that they can

withstand the stresses involved. The manufacturing and materials involved in robotic system are

completely different from the other two systems. Most of the crane’s structure will be constructed

out of carbon fiber. This allows the crane to be lightweight yet strong. The segments of the crane

will be constructed out of one inch square tube, and one inch diameter tube. These segments will

also have a hole running down the length of them to allow the wires to be protected and hidden.

Precision of Instrumentation and Repeatability

When designing the system and choosing components proper integration was always taken

into consideration to ensure the repeatability of the processes of the system. There will be multiple

test of components on their own and the system as a whole to ensure it can run as desired many

times.

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The AGSE will be designed to be tolerant to some inaccuracies in all segments of its

operation. In all cases, as much precision as was technically feasible was included in the design,

but as in all real systems, some level of inaccuracy will always exist. This section details the

considerations that went into creating the AGSE system in such a way that it was tolerant to these

kinds of small inaccuracies.

As a part of the payload collection system, a sample payload must be collected from a

prepositioned ground location, simulating the AGSE taking a sample from a Mars rover or

equivalent. This system must be able reliably rotate and lower itself to collect the sample. The

motor used in the crane has a precision of 1/1600 of a rotation. This high accuracy assures that the

crane will be able to both retrieve the payload and secure it in the rocket in every run of the system.

Despite this, the system features clips which are shaped to allow for large inaccuracies (~ 0.25

inches in any direction) in the placement of the sample or the rotation and lowering of the crane as

an added safety. The clip design will guide the sample into the desired orientation from any slight

deviations. The magnets used to hold the hatch and payload in place are strong enough that if the

crane were to be slightly off in placing it, the magnets on the rocket will be strong enough to snap

the hatch and payload into place

The rail lifting system, which will raise the rocket to five degrees from the vertical after

sample insertion, has several contingencies to account for uncertainty in measurements. The rail

has some freedom to move in the plane perpendicular to the desired lifting motion of the rail

causing some risk of missing the limit switch to stop lifting. To ensure the rail will hit the limit

switch, a set of aluminum brackets bent at an angle guide the rail into its correct position. This also

ensures the repeatability and consistency of the lifting process.

The accuracy of the five degree from the vertical measurement will be ensured by thorough

testing prior to actual use. This measurement is driven by the correct placement of the limit switch

that halts the raising of the rail. With the position of this limit switch correctly tuned, the rocket

should be able to be within 0.5 degrees of the desired angle based on past results.

For the igniter, a cone is used to guide the igniter into its correct position below the motor.

This cone will have bottom diameter of 2 inches to allow for 1 inch of imprecision in either

direction for the igniter tip. The wooden dowel rod that will be used to hold the igniter rigidly

inside of the motor will also be marked to show the correct depth to which the igniter must be

inserted. This will be inspected visually prior to launch to ensure the igniter is fully inserted

properly.

Electronics Subsystem

The entire electronics subsystem will be powered by a single 11.1 V 5200 mAh Flite Pro

LiPO battery, with all of the programming being operated through an Arduino Mega. The Arduino

will be wired up to a solderless breadboard, with all other electronic components wired up to said

breadboard. This includes the two Nema 17 Stepper Motors, an electromagnet, two linear

actuators, two limit switches, and two LED indicators. Finally, there will be a handmade, wooden

control box housing the safety switches and LED indicators. One indicator will be orange, lighting

up when there is power to the system. If the system is active, it will blink, and if the system is

paused it will stay a solid orange. The other LED shall be green to show when the system is finished

and ready to launch.

Along with the LED lights, the wooden controller has two switches, a master switch and a

pause switch. The master switch shall be placed in series between the battery and all other

components. With that in place, the operator of the AGSE system will then have the ability to cut

power to all AGSE components instantly in the case of an emergency. This switch will be used to

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activate the system and later to completely shut it down. The other switch is a push-button pause

switch, which can pause the system at any time and then be resumed by triggering the switch again.

Due to the importance of the LED indicators and the switches, power will be supplied to LEDs at

all times and be constantly updated to match the state of the switches. Both limit switches and the

pause switch will have pull up resistors so that a steady signal is read by the computer. Further

LED’s may be added to ensure power is reaching all aspects of the AGSE system as well to show

that switches are in working order. The wattage at all of the limit switches and the pause switch

will be minimal because they are used for signals. The LED’s also have a small consumption of

100 mW per diode. For the master switch the largest wattage it would experience would be no

more than 200 Watts, the sum of the total power draw of all components.

For the sample retrieval system, two electric motors will be connected to motor controllers

that will in turn be controlled by the Arduino. The first of these stepper motors will be placed at

the base of the main tower for the crane, allowing the crane to rotate the horizontal arm from a

position over the payload to one above the hatch. The second would be higher up on the tower,

and through use of a belt will allow the crane to raise and lower vertical arm holding the hatch.

The lower motor is stationary and will not require any kind of special wiring considerations.

Wiring for the motor on top of the first vertical piece will be run up through the central carbon

fiber tube, allowing free rotation of the crane without putting the wires at risk of breaking.

An electromagnet will be attached to the end of the vertical bar, and will be used to pick

up the payload. The wiring for this electromagnet will be run up though the first vertical piece of

the crane, in an identical fashion to the upper-most stepper motor, from there, these wires will be

run along the horizontal arm of the crane and down to the electromagnet itself. The power for the

electromagnet will flow through a relay, allowing control over whether or not the electromagnet

is active. Sufficient length of wiring will be included to allow for the electromagnet to reach all

the way to the ground when picking up the hatch. When the crane is raised to place the hatch onto

the rocket, this wiring will be run over a horizontal bar which is located at the halfway point of the

crane, keeping it from being severed or getting in the way of operations.

The next subsystem is a linear actuator placed at the base of the launch pad with a limit

switch placed underneath the launch pad to be triggered when the actuator is 5 degrees off of the

vertical as desired. The wiring for these components has already been run in past years, and will

be run inside the upper channel of the 80/20 rail to avoid tripping hazards. Lastly, the igniter system

will also have a linear actuator and a limit switch to control its system, the wiring for these

components will be run in an identical fashion to those for the rail actuator. All of the wiring can

be seen in Figure 54.

The coding for all subsystems will be executed via the Arduino Mega. Each subsystem will

be isolated from one another, with a function for each task. No function will run without a proper

signal received from each previous task. That is, no subsystem will run unless all previous

subsystems successfully ran. This ensures safety through the knowledge that if one task fails, the

system itself stops. The crane will be programmed to move based on absolute angles, instead of

operation time or relative angles, so the crane will run to the exact positions each time. The linear

actuators run continuously, stopping when a limit switch is triggered, giving precise positions the

team can physically see and change when needed.

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Figure 54. AGSE electrical wiring diagram

The power provided by the battery for the AGSE system must meet two key requirements.

Power must be provided at the voltage required by each individual component, and the total current

provided by the battery must be sufficient to power

The voltages required by each component have been tracked throughout the design process

to ensure complete compatibility of the system. Table 18 below shows the voltages of each

electronic component.

Table 18. Voltages Required by Each Electronic Component

Component Input Voltage [V]

Arduino Mega 7-12

Nema 17 Stepper Motors 4.2

Electromagnet 110 lb 12

Linear Actuators 12

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As can be seen from the above table, all of the components can receive power from the

11.1 V battery being used to power the system, with the exception of the Nema 17 stepper motors.

These motors will be powered from an Arduino shield, which has a built in DC-DC converter to

take 11. V power and switch it down to the approximately 5 V required by the motors. As such,

all components will be receiving power at their required voltages from the currently planned

system.

The power modes of the system have also been identified to calculate the maximum current

draw required from the battery, to ensure the system is capable of operating in its full power mode.

These power modes are summarized in Table 19 below.

Table 19. Power Modes of the Electronic Components of the AGSE

Component Idle [A] Crane Operating [A] Linear Actuator

Operating [A]

Arduino Mega 0.25 0.25 0.25

Nema 17 Stepper

Motors (2)

0.00 3.00 0.00

Electromagnet 110 lb 0.00 0.50 0.00

Linear Actuator 0.00 0.00 5.00

Total 0.25 3.75 5.25

The table shows that the largest power requirement during any mode is when one of the

linear actuators is active. The linear actuators will not be active at the same time as any other major

component, as the movements they perform must be sequential. The lithium-polymer battery

chosen for the system is capable of providing power at a rate of 260 A continuously, more than

sufficient for the purposes of the AGSE system as designed.


To ensure the safety and success of the AGSE system during the competition judging, the

team must set up a plan to address these points. In terms of safety, the team has to keep in mind

the safety of members while working on the project, the safety of the components of the AGSE,

and the safety of the surrounding environment.

For the safety of team members while working on the AGSE system, the safety officer or

a subteam lead will be present at every construction event to supervise. All team members will

also be through a safety briefing by the safety officer. Because the construction of the AGSE

system involves dangerous power tools such as the drill press, circular sander, and electrical saws,

team members must be careful and attentive at all times. The safety of the team members is the

most important in regards to this project.

It is important to keep the AGSE system and surrounding environment safe as well. The

AGSE has critical components that are valuable and crucial to the mission that must be protected

such as actuators and electromagnets. Precaution will be taken to keep the components safe both

physically and electronically. Team members will also keep in mind the safety of the environment

110

around the AGSE during storage, construction, assembly, testing, judging, and launching. The

safety officer will make sure that it does not put anyone or the environment around at risk.

As with any project there are points that could fail. Team members have predicted areas

that could likely fail and have addressed those concerns. To make sure that any of the procedures

do not fail, the team will conduct extensive tests. There will be a lengthy process of trial and error

completing the full system successfully, but the team will persevere to ensure the AGSE runs

safely and successfully. Below is a table with specifics on the safety and failure analysis.

Table 20. Safety and Failure Analysis in Construction and Operation


Use of power

tools in

construction of

AGSE

components

Team members could

be seriously injured if

tools are not used

properly.

Low Members will go through safety

training in using machining tools and

will follow the safety code. Safety

officer or team lead will be present at

all building events.

Use of lithium-

polymer

battery

Electronic components

can be permanently

damaged. Members

could be injured if

battery is not handled

properly.

Low When wiring, properly check the

specifications of electronic hardwares

and the circuits. Store and handle the

battery as instructed by the safety

precautions provided by the supplier.

The AGSE

base being

unstable

The rocket may not be

successfully lifted to

the launch position.

During launch,

complications may

occur if base is

unstable.

Low-

Moderate

Extensive testing lifting the rocket

and additional weight for margin.

Stress and load test on the base to

ensure any load or shaking that could

be involved in the operation would

deform the AGSE.

Components

from the

AGSE getting

loose during

launch

Loose components of

the AGSE during

launch could be

dangerous to those at

the launch site and the

environment close to

the pad.

Low Make sure that there are no loose

components on the AGSE that would

be dangerous and be blast off.

Conduct stress tests of many

components by shaking and adding

force. During launch, make sure

standard launch safety protocol is

observed and observers are far from

the launch pad.

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Construction

with carbon

fiber material

Improper safety

procedures when

handling carbon fiber

materials can cause

health hazards

Low Members working with carbon fiber

materials will be trained and educated

on how to handle the material

including safety gloves and masks.

The

electromagneti

c hatch is not

securely

attached to the

rocket body

If the hatch becomes

dislodged, misplaced,

or removed during

launch, the rocket will

be unstable and its

flight path will be

unpredictable and

dangerous.

Moderate Confirm that the hatch can be

securely attached to the rocket. Test

extensively by shaking the rocket and

purposely trying to remove the hatch.

It should not be easily removable.

Team members will review the rocket

between completion of the AGSE

process and launch.

Igniter system

gets caught on

the way up and

gets stuck

This may harm the

fuel grain of the rocket

and the igniter will not

be fully inserted into

the motor. This will

cause the motor to

ignite in an unusual

way.

Moderate The igniter system will have a

function in which if the limit switch

is triggered, the actuator will lower,

which will passively realign the

wooden dowel and go up again until

it is triggered. This will be repeated a

few times to make sure the igniter is

fully at the top of the motor. The

limit switch will extensively be tested

and made sure that it trigger properly

every time.

The launch rail

is unstable

When the rocket

leaves the rail, if the

rail is wobbly, the

rocket will not be able

to safely get off the

pad and may launch in

a different direction.

This may be dangerous

to people at the launch

and the environment

around the pad.

Low After the construction of the launch

pad and rail, the rail will be tested for

wobble. If the launch rail is too loose

and wobbly, supports will be added

and the bolts will be tightened. Team

members will forcefully shake the

launch rail and make sure it wouldn’t

interfere with the launch.

112


A rail button

getting caught

on the launch

rail

The rocket will not be

able to safely get of

the launch rail. This is

mission critical and

could be dangerous to

the AGSE system

because it will

experience the burning

motor for an extensive

amount of time

Low Make sure the connection between

the two segments of the launch rails

are smooth and that the launch

buttons do not get caught. Test before

every launch, practice the assembly,

and test at the test launch as well.

AGSE

performs

unplanned

actions

If the AGSE runs

differently from

planned and acts

unusually, it may harm

critical components

such as actuators and

the crane components

Low In the case these things may happen,

a team member will be holding a

control box so they can pause the

process or shut down the power to the

AGSE. The control box will be

completed and tested before any

other tests are conducted.

Electromagneti

c hatch

interfering

with other

electronic

equipment

such as

altimeters and

GPS tracking

This would be mission

critical because if the

altimeter or GPS

tracking is harmed, the

rocket will not be able

to deploy parachutes,

measure data, or be

found.

Low-

Moderate

All the flight hardware will be tested

against the electromagnet holding the

hatch to make sure they do not get

harmed at the distance they will be in

during the AGSE process.

Storage of the

AGSE system

Because of the size of

the AGSE system, it

could be a hazard

unless stored and

worked on properly.

Also, the electronic

components could be a

hazard if not stored

property.

Low The AGSE system will be stored and

worked on in a spacious indoor area.

The University of Illinois Aerospace

Department provides student

societies with a working and storage

area. The area is locked so only

authorized persons can get in. It is a

dry, clean, cool, and well ventilated

area adequate for storage and work.

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Payload Concept Features and Definition -

Creativity, Originality, and Uniqueness

Members of the Illinois Space Society have collaborated for weeks in order to create a

unique and creative design for the AGSE system. Due to the changes in the competition rules, the

team was forced to adjust the system to better fit the needs of this year’s challenge proposal. The

Centennial Challenge Mars Ascent Vehicle (MAV) prize requires a collection of a prepositioned

sample which will then be placed into a rocket for raising, igniter insertions, and finally, a launch.

The prepositioned nature of this sample allows for a simplistic design to be used for sample

collection.

The new and improved design for this year’s AGSE system will have the capability to

obtain a sample with a minimum of a foot away from the structure, allowing for pick up and then

insertion into the rocket without any reliance on gravity, as stated by the Centennial Challenge.

The crane-like system of the AGSE has been designed using a total of only two motors and an

electromagnet, making the system simplistic in design and application. Using only these two

motors for the crane-system, the team will be able to collect a sample and place it inside the rocket.

The unique and simplistic design allows for minimal points of failure to ensure a successful

operation of the system.

Suitable level of challenge

A significant redesign of the AGSE system was required to bring the system within the

constraints of the new competition. Improving and perfecting the already built structure will be a

challenge for the team as well.

The new crane system deals with a complex belt system and an advanced electronics

system. The electromagnetic hatch that picks up the payload and attaches itself onto the rocket

also poses mechanical and electronic challenges. Timing the entire procedure within the code and

finding the specific location at which the crane must be located will be designed, calculated, tested

for repeatability.

Most of the challenges the team faces lie in minimizing the mass and volume of the

structure while maintaining the time of the procedure to be carried out. The team needs to be able

to find the balance between these factors while also maintaining cost efficiency, manufacturing

ease, and reliability, all which prove to be difficult. However, collaboration between the team

members provides many unique and creative ideas in order to come up with solutions to the

challenges faced, all while still providing a solid design that will strongly compete with the

submissions from other universities and institutions.

Science Value The primary goal for the team is the safe retrieval of the payload, placement of the payload

in the rocket, and successfully preparing the rocket for launch by rising the rail system to 5 degrees

off the vertical and then inserting the igniter into the vehicle. An essential aspect of the AGSE

system is reusability. All parts shall be undamaged and not require human interaction between

each run. This is achieved by meticulous testing to assure no subsystem is damaged. With

everything being automated, there is no need for outside interference except during the initial

setup. All subsystems are isolated and monitored through the Arduino, to ensure that no subsystem

is a threat to any other subsystem. The team has also implemented LED lights to indicate activity

and power. This is a vital safety measure, both for the structure, and the team operating the

structure, giving a clear and concise idea of what is going on.

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The purpose of the AGSE system is imitating a sample return mission on Mars, or

somewhere else with gravity significantly less than that of earth. Because of these constraints, the

AGSE is designed to be gravity independent, atmosphere independent, magnetic field independent,

and fully autonomous. The AGSE will be able to pick up a sample payload and place is in a rocket,

just as it would in a sample return mission. The conditions during the competition are not the same

as the conditions on Mars so the test is not perfect, however the design would still function in a

Martian environment. Some of the components would need to be swapped for similarly

functioning ones due to radiation and extreme temperatures but the cost of such components is too

high for this project.

The rocket is not the size of a rocket to land on Mars or elsewhere, but the design of the

payload holding system could be scaled up for an actual Mars mission rocket. The rocket used for

the competition will show the design used in the system could be implemented in a sample return

mission.

The mission will be considered successful if the AGSE system is able to pick up the sample,

secure it in the rocket, lift the rocket, and ignite the rocket all autonomously. The success will be

measured visually by seeing the payload is secured in the rocket and with a digital level to ensure

the correct final position of the rocket.

VI) Project Plan

Show status of activities and schedule

Budget plan

An itemized budget for the 2015-2016 Illinois Space Society Student Launch team can be

found below. This budget shows all of the parts that will be used by the team in the rocket, the

AGSE system, educational outreach activities, and travel to Huntsville, Alabama for the

competition. Many of the items used are already owned by the Illinois Space Society, but their off-

the-shelf costs have been included to calculate the total cost of all parts in the system, showing this

cost is well below the competition limit of $7,500. The value in the rightmost column is the total

cost to the Illinois Space Society, which must be obtained through a combination of University

and corporate sponsorship outlined in the Funding Plan section of this report.

115

Table 21. Budget Spreadsheet

Item Cost Each

[USD] Quantity

Total Cost

[USD]

Cost to Team

[USD]

Full Scale Rocket Material

4.00" X 16.5 Nosecone $21.95 1 $21.95 $0.00

Upper Airframe Tube $38.95 1 $38.95 $38.95

Iris Ultra 72" Parachute $210.00 1 $210.00 $210.00

Main Parachute Shock Cord $18.75 1 $18.75 $0.00

Coupler Body $39.95 1 $39.95 $39.95

Switch Band $38.95 1 $38.95 $38.95

Coupler Bulkheads $4.05 4 $16.20 $16.20

Body Tube Bulkheads $4.05 2 $8.10 $8.10

Rotary Switches $9.46 2 $18.92 $18.92

Charge Cups $1.50 4 $6.00 $6.00

Union 2648 Tubular Latch $17.35 2 $34.70 $34.70

Stratologger $79.95 3 $239.85 $0.00

Telemetrum $321.00 1 $321.00 $0.00

9V Battery $6.98 1 $6.98 $6.98

Trapezoidal Fins (3) $0.00 3 $0.00 $0.00

Booster Tube $38.95 1 $38.95 $38.95

Centering Rings (3) $4.05 3 $12.15 $12.15

Motor Mount Tube $29.95 1 $29.95 $29.95

75mm Motor Retainer $53.50 1 $53.50 $53.50

15" FruityChutes Drogue $50.00 1 $50.00 $50.00

Drogue Parachute Shock Cord $11.25 1 $11.25 $0.00

Rail Buttons $4.43 2 $8.86 $8.86

Motor (K1000T) Without Propellant $154.99 1 $154.99 $154.99

Proline Epoxy System 4100 Gallon $119.99 1 $119.99 $119.99

Motor Case RMS-75/2560 $235.40 1 $235.40 $0.00

Miscellaneous Parts $200.00 1 $200.00 $200.00

Subscale Rocket Material

Rocket Nosecone $11.95 1 $11.95 $11.95

Rocket Body $23.95 2 $47.90 $47.90

Coupler $8.95 1 $8.95 $8.95

Bulkhead $2.65 2 $5.30 $5.30

Centering Rings $4.75 2 $9.50 $9.50

Motor $23.39 1 $23.39 $23.39

Motor Mount Tube $16.49 1 $16.49 $16.49

Motor Retainer $24.61 1 $24.61 $24.61

Fins $28.34 1 $28.34 $28.34

116

Rail Buttons $3.07 1 $3.07 $3.07

AGSE Materials

Linear Actuator for Igniter System $119.99 1 $119.99 $0.00

MB3U Bracket $12.00 2 $24.00 $0.00

1515 Aluminum Launch Rail 72" $38.16 2 $76.32 $0.00

Launch Rail Hinge $24.95 1 $24.95 $0.00

Linear Actuator for Rail System $129.99 1 $129.99 $0.00

Red Stranded Wire 100' $9.95 1 $9.95 $0.00

Black Stranded Wire 100' $9.95 1 $9.95 $0.00

Green Stranded Wire 100' $9.95 1 $9.95 $0.00

XT-60 Wire Connectors (1 pair) $0.71 20 $14.20 $14.20

Green LED $0.59 3 $1.77 $0.00

Amber LED $0.59 3 $1.77 $0.00

Yellow LED $0.59 3 $1.77 $0.00

Kill Switch $11.98 1 $11.98 $0.00

Pause Switch $0.83 1 $0.83 $0.00

Limit Switch $0.99 4 $3.96 $0.00

Blast Plate $23.52 1 $23.52 $0.00

Structure 8020's 1010 Rail (per inch) $0.23 800 $184.00 $0.00

Z Piece for Igniter System $19.86 1 $19.86 $0.00

3 Cell LiPo Battery $49.95 1 $49.95 $49.95

Bread Board $2.31 1 $2.31 $2.31

Arduino Mega $44.95 1 $44.95 $44.95

M/M Jumpers $1.95 1 $1.95 $1.95

Square Turntable $2.12 1 $2.12 $2.12

Carbon Fiber Bar Stock $6.71 1 $6.71 $6.71

12V Electromagnet - 110lbs $117.00 1 $117.00 $117.00

.236 OD Pultruded Rod $16.99 2 $33.98 $33.98

Arduino Expansion Shield $17.95 1 $17.95 $17.95

Stepper Motor Controller $19.50 1 $19.50 $19.50

NEMA 17 Stepper Motor $22.90 2 $45.80 $45.80

GT2 Belt and Pulleys $16.69 1 $16.69 $16.69

1/4-20 .500 Screw and Nut 10s $0.50 20 $10.00 $10.00

1/4-20 .375 Screw 10s $0.39 20 $7.80 $7.80

1/4-20 t-nut 10s $0.21 15 $3.15 $3.15

1/4-20 t-nut 15s $0.27 5 $1.35 $1.35

Square Carbon Fiber Tube $158.99 1 $158.99 $158.99

Black 3D Plastic $21.55 1 $21.55 $21.55

Educational Outreach

Viking Model Rockets (pack of 12) $54.99 6 $329.94 $329.94

A8-3 Rocket Engines (pack of 24) $49.49 3 $148.47 $148.47

Estes Portable Launch Pad $13.77 2 $27.54 $0.00

Travel and Accommodations $2,475.00 $2,475.00 $2,475.00

Cost on the Pad $3,851.30 $2,321.00

Total Cost $6,326.30 $4,796.00

117

As can be seen in Table 21, the overall cost to the team will be $4,796.00. This amount

will be easily covered by the funding plan, which can be found in the following section. The cost

of this system, excluding travel, will be $3,851.30 including the material the team already owns.

This $3,851.30 is well below the $7,500 maximum, and the team is confident that it will remain

below that limit.

Funding Plan

As a technical project team under the Illinois Space Society, the Student Launch

Competition will be funded by the registered student organization. The funding plan developed by

the Illinois Space Society treasurer and approved by the executive board is shown below in Table

22.

Table 22. Student Launch Project Funding Plan

Source Amount in US Dollars

Student Organization Resource Fee 1,500

Engineering Council 1,050

University of Illinois at Urbana Champaign Aerospace Department 1,000

Corporate Sponsorship / Illinois Space Society 1,450

TOTAL 5,000

As it can be seen above, the funding for the Student Launch competition will come from a

wide variety of sources. The Student Organization Resource Fee (SORF) is a mandatory fee

collected each semester from all University of Illinois at Urbana Champaign students. The resource

fee is then allocated among Registered Student Organizations. The organizations go through an

application process after which the SORF board determines the amount of funding and the

organizations that receives the funding. These funds can be used for purchasing equipment and

travel expenses related to the project. The Illinois Space Society plans to request a funding of

$1,500 from SORF to be used both for equipment and travel expenses. Engineering Council is the

umbrella organization of all engineering Registered Student Organizations on campus. They do a

variety of things such as give awards, host events, and provide funding. For funding, Engineering

Council awards a grant of $525 to deserving organizations for projects each season. Illinois Space

Society will ask Engineering Council for the funding of Student Launch in the fall season.

Engineering Council also gives out separate funding for trips to conferences and other professional

events. Illinois Space Society will ask for a funding of $525 in the spring period to fund the trip of

team members to Huntsville, Alabama. The aerospace department at UIUC also provides funding

for technical projects by aerospace student organizations. ISS has received funding of $1,000 for

this Student Launch competition. This money will be used to purchase components to build the

AGSE and rocket. The remaining cost of $1,450 will be covered by corporate sponsors and the

Illinois Space Society. ISS is constantly searching for outside sponsors to help fund technical

projects, educational outreach, and other events. The technical director of ISS will specifically

market the Student Launch competition to try and get corporate or other outside sponsors for this

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project. As it can be difficult to find outside funding and to estimate an amount, the rest of the cost

of this project will be provided by ISS. ISS and the Student Launch team will aim to reduce costs

and obtain funding from outside resources such as companies in the aerospace industry in

exchange for publicity. The team will consider putting advertising on hardware with stickers and

also inviting company representatives to have informational sessions on campus.

Timeline

The critical path to completion of both the rocket and AGSE components of the

competition can be clearly seen in the Gantt chart. Planned tasks are shown in blue, completed

tasks in green, behind schedule tasks in red, and tasks that are currently underway are in yellow.

It is clear from this chart that all activities are on or ahead of schedule with the exception of

modifications to be made to the igniter system. These modifications are relatively simple, and will

be a major focus moving forward to ensure construction is complete in time for the Flight

Readiness Review.

In most cases for both the Structures and AGSE teams parts will be ordered upon

completion of the Critical Design Review. Following this, parts will be assembled and constructed

as they arrive. Portions of the AGSE that require fewer new parts such as modifications to the

launch pad and other already existing components have already begun and will be completed prior

to the new parts arriving.

Gantt Chart

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Educational Engagement Plan

Throughout the duration of Student Launch, the ISS Tech Team intends to actively engage

educators and students throughout the state of Illinois. The purpose of these activities will be to

not only teach the community about the principles behind rocketry and flight, but also to inspire

support and participation in the future of spaceflight technologies. Since the theory behind rocketry

is conceptually too abstract for younger students, engagement activities will revolve around hands-

on demonstrations of the basic principles of rocketry. Due to the nature of this project, the team

will also be able to demonstrate robotic theory to the community, which is an area of great interest

to young minds.

These activities will be distributed continuously throughout the project, and as such, the

outcome of activities will be evaluated in order to improve future events. Students, educators and

team members will be asked to respond to surveys requesting feedback for the events. The main

focus of this feedback will be determining the interest level of those involved, and the

understanding of principles demonstrated by the team. This will allow the team to adjust

presentations for future activities in order to better educate the community. An initial draft of this

feedback form is given in Appendix B. Through the team website the team will also implement a

contact system wherein participants of outreach events may request further information or

demonstrations from the team.

The Illinois Space Society and the College of Engineering offer numerous opportunities

for educational engagement activities. Particularly, the Illinois Space Society features an

Educational Outreach team which has established relationships with many local schools. This

offers a convenient starting point for engagement. The team intends on contacting schools in

Mahomet, Urbana, and Champaign, Illinois to offer educational services to students. Currently,

that team is developing an enrichment class curriculum that will provide Common Core

educational requirements. Additionally, the team intends on offering hands on demonstrations to

students at the University High School on campus and the high schools previously attended by

team members. This allows students to both give back to the local community and the institutions

that have previously educated the team. These activities typically take the form of optional after

school classes for students, or interaction with school science clubs. Additionally, the ISS Tech

Team has contact with local Boy Scout groups through previous engagements, and the team plans

on capitalizing on these opportunities for additional engagement.

Another major opportunity for engagement is the College of Engineering’s Open House on

March 11th and 12th. As this is only several days before the educational engagement deadline, the

team will strive to complete the required engagement activities before this time. Nevertheless, the

team still intends to participate in the Engineering Open House. This is a large event held every

year attended by thousands of students and community members. Although not all of these

attendees may be directly engaged by the ISS Tech Team, the Open House still provides an

important opportunity to interact with the community and inspire the next generation of engineers

and scientists. The team plans on operating continuous activities in order to facilitate indirect

interactions with the community. However, the team will also use this event to provide direct

interactions with students and educators. In order to do this, the team will hold scheduled

demonstrations at advertised times in order to allow structured hands-on demonstrations.

The Illinois Space Society has a variety of demonstrations and experiments for the

educational outreach events. Last year, the team constructed an orbital simulator with wooden legs,

flexible tent poles assembled in a circle, and a spandex fabric tightened to the tent poles. The center

of the fabric is pulled down by a weight and marbles are thrown in a circular path to simulate how

121

planets orbit and how gravity works. The Illinois Space Society also does a demonstration using a

space shuttle tile to explain how the shuttle had heat shields to protect the vehicle during reentry.

The tile is heated up by a blow torch and the temperature is then measured by a laser thermometer

to show that it remains at room temperature and conducts heat well. The society also does liquid

nitrogen demonstrations where the members teach about the cryogenic fuel tanks of rockets and

why they are used. In the demonstration, pennies, flowers, and balloons are frozen and then

crushed and marshmallows are frozen and handed out to the audience to eat. Also at educational

outreach events, society members show off their progress on their technical projects. The Illinois

Space Society exhibits many rockets from past rocketry competitions and poster boards that give

more information about the different technical projects.

The Illinois Space Society encourages all of its members to volunteer at the educational

outreach events. Many of the competitions the Illinois Space Society participates in requires

educational outreach similar to Student Launch. The educational outreach events that the Illinois

Space Society are involved in provide a great opportunity for team members to not only meet the

competition requirements but to be helpful in the community and to enjoy being advocates for

science and engineering.

V) Conclusion The Illinois Space Society is highly committed to the future of rocketry both from an

industrial and a hobbyist standpoint. The team is proud to once again compete in the Student

Launch competition and intends to do so for the foreseeable future. Team members from many

different majors and departments throughout the University have already dedicated several

hundred engineer-hours to the design and documentation of these systems. Most importantly, over

half of these team members are first or second year students with little to no previous rocketry

experience. Under the guidance of the team mentor and more experienced team members, these

new team members have already gained a significant amount of valuable insight into both high

power rocketry and, more importantly, the real world processes of design and engineering. This

personal growth will only be magnified once the construction of the systems themselves is

initiated. In previous years, the ISS team has treated this competition as an extracurricular activity

for students. Although this is technically still the case, the team intends to put forth a significantly

higher degree of effort and a more highly defined design than in previous years. Whether it is

through writing custom simulation code, presenting hand calculations, or a higher degree of detail

in models and drawings, the team has and intends to continue to work put forth significant effort

and treat this competition with the attention it deserves. Student Launch provides an opportunity

for students to participate in a high profile, real world engineering experience with many technical

challenges. This type of opportunity is not common in the world of undergraduate education, and

the ISS team does not take this experience for granted.

122

Appendix A Illinois Space Society Tech Team Safety Policy

All students are to sign and date the present document indicating that they read, understand, and will

abide by the contained policy before they enter the Illinois Space Society (ISS). These requirements apply

to day to day meetings, construction in and outside of the Engineering Student Projects Lab (ESPL),

testing, and any additional meetings that may occur as part of ISS Tech Team activities. The signed forms

are to be collected by the team safety officer, recorded, and submitted to the Technical Projects Manager. I. ESPL Rules: Required training to gain access to ESPL

General Lab and Electrical Safety training through the U of I Division or Research Safety is

mandatory for all individuals before they enter ESPL and participate in Design Council

supported projects. Both interactive training modules are online and available at the following

link: http://www.drs.illinois.edu/Training?section=GeneralLabSafety

Upon completion of the training modules the students must print, sign, date each form and give to

the designated safety officer who will keep record of their training and then give promptly to

ESPL Laboratory Supervisor. It is also required that all students read the present document and

sign and date it. Card access to ESPL will be granted after the ESPL Laboratory Supervisor has

the General Lab and Electrical Safety training forms and the present document signed and dated

on file.

Required training to use any tools/equipment in ESPL Students must receive training from The ESPL Laboratory Supervisor and fill out the

ESPL General Use Compliance Form and the ESPL Machine Shop use Compliance Form

before they use any tool/equipment on the respective forms or any potentially dangerous

tools/equipment. Tools shall not be brought into ESPL without the consent of the ESPL

Laboratory Supervisor. Any potentially dangerous tools or equipment not listed on the forms

should be added to the ESPL General Use Compliance Form list. Students may not work on

equipment until the ESPL Laboratory Supervisor has signed and dated the pertinent compliance

forms. A student must not use tools/equipment she/he was not trained for.

Each student group must designate a safety officer. The name, email, and cell phone

number of the safety officer must be distributed to each team member.

The safety officer must: Make sure that all individuals in the team are working in a safe manner and in compliance with

the Design Council Safety Policy. They will keep up to date record of the signed Safety Policy

forms for each team member

Be familiar with the daily activities of the team

Maintain a complete list of MSDS sheets for all potentially hazardous materials and their

respective quantities

All students must abide by the following ESPL General Use Rules:

1. A Laboratory Supervisor will oversee the Engineering Student Project Laboratory, including

the Machine Shop. 2. Students may not operate any power tool unless there is somebody else in the same work area

of the laboratory or shop. 3. Each student must wear safety glasses with side shield at all times while in any of the ESPL

work areas. 4. Hearing protection is required by anyone near loud equipment.

http://www.drs.illinois.edu/Training?section=GeneralLabSafety

123

5. When in the work areas one must wear appropriate clothing: closed toed shoes, pants, no loose

clothing, jewelry, or hair is allowed that can potentially be caught in equipment. Do not wear ties,

rings, or watches. 6. Students must not lift heavy objects without the aid of an appropriate lifting device and hold

heavy objects in place using appropriate equipment such as jack stands. 7. When using power tools to cut materials, all parts must be properly clamped in a vise or

clamped to a table. Never hold a piece by hand when attempting to cut or drill it. 8. Never leave any tool or equipment running unattended. This includes electronic equipment,

soldering irons, etc. When you finish using anything, turn it off. 9. People welding or assisting in welding operations must wear welding masks or yellow tinted

safety glasses. You may only watch the welding process if you are wearing a mask. Students who

are welding or using grinders must use appropriate shields to protect others. 10. Compressed gases used for welding or other purposes pose several hazards. Users of

compressed gases must read and follow the recommendations of Compressed Gas Safety

available at https://www.drs.illinois.edu/SafetyLibrary/CompressedGasCylinderSafety 11. Shop doors must not be propped open. 12. Waste chemicals must be properly discarded, See the Laboratory Supervisor. 13. Store potentially hazardous liquids, chemicals and materials in appropriate containers and

cabinets 14. Students are responsible for the order and cleanness of their work space and benches

according to the rule: If you make a mess, clean it up. The same rule will apply to the common

areas of the laboratory including the designated “dirty” space, paint booth, and welding areas.

15. Work in a clean, uncluttered environment with appropriate amounts of work space and check

tools and workspace for problems/hazards before working with them. 16. Know the location of all fire extinguishers, emergency showers, eye rinse stations, and first

aid kits. 17. If you fill the garbage can, empty it in the dumpster outside. 18. The Laboratory Supervisor will decide how to proceed in the case of any situations not

covered by the preceding rules.

ESPL Machine Shop Rules (for all students using the ESPL Machine Shop):

1. Any user of the ESPL Machine Shop must read, understand, and abide by the ESPL General

Use Rules. 2. The Laboratory Supervisor controls card access to the ESPL Machine Shop. No student can

use any machine tool until he/she has demonstrated competence on that machine to the

Laboratory Supervisor. 3. No student may enter or remain in the Machine Tool Workshop unless accompanied by the

Laboratory Supervisor or a student who is authorized to use the Shop. The authorized user is

responsible for the visitor while he/she remains on the Shop. 4. Students may not operate any machine tool unless there is somebody else in the Machine Tool

Workshop. 5. Each student must wear safety glasses at all times. 6. When operating machine tools, long hair, long sleeves, or baggy clothing must be pulled back.

Do not wear gloves, ties, rings, or watches in the ESPL Machine Shop. 7. When using power tools to cut materials, all parts must be properly clamped in a vise or

clamped to a table. Never hold a piece by hand when attempting to cut or drill it. 8. Be aware of what is going on around you. 9. Concentrate on what you're doing. If you get tired while you're working, leave the work until

you're able to fully concentrate—don't rush. If you catch yourself rushing, slow down. 10. Don't rush speeds and feeds. You'll end up damaging your part, the tools, and maybe the

machine itself.

https://www.drs.illinois.edu/SafetyLibrary/CompressedGasCylinderSafety

124

11. Listen to the machine, if something doesn't sound right, turn the machine off. 12. Don't let someone else talk you into doing something dangerous. 13. Don't attempt to measure a part that's moving. 14. Before you start a machine:

a. Study the machine. Know which parts move, which are stationary, and which are

sharp. b. Double check that your workpiece is securely held. c. Remove chuck keys and wrenches.

15. If you don't know how to do something, ask someone who does. 16. Clean up all messes made during construction

a. A dirty machine is unsafe and difficult to operate properly. b. Vacuum or sweep debris from the machine. c. Do not use compressed air.

17. Do not leave machines running unattended. 18. The Laboratory Supervisor will decide how to proceed in the case of any situations not

covered by the preceding rules.

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Appendix B

Illinois Space Society Student Launch

Educational Feedback Form

How interesting was the demonstration? (1 – Boring, 10 – Extremely Interesting)

1 2 3 4 5 6 7 8 9 10

How much did you learn from this demonstration? (1 – Nothing, 10 – A Lot)

1 2 3 4 5 6 7 8 9 10

How interesting was the presentation? (1 – Boring, 10 – Extremely Interesting)

1 2 3 4 5 6 7 8 9 10

How much did you learn from this presentation? (1 – Nothing, 10 – A Lot)

1 2 3 4 5 6 7 8 9 10

What did you enjoy from your time with us?

What was your least favorite part of your time with us?

126

Appendix C

NAR HIGH POWERED ROCKET SAFETY CODE

EFFECTIVE AUGUST 2012

1. Certification. I will only fly high power rockets or possess high power rocket motors that

are within the scope of my user certification and required licensing.

2. Materials. I will use only lightweight materials such as paper, wood, rubber, plastic,

fiberglass, or when necessary ductile metal, for the construction of my rocket.

3. Motors. I will use only certified, commercially made rocket motors, and will not tamper

with these motors or use them for any purposes except those recommended by the

manufacturer. I will not allow smoking, open flames, nor heat sources within 25 feet of

these motors.

4. Ignition System. I will launch my rockets with an electrical launch system, and with

electrical motor igniters that are installed in the motor only after my rocket is at the launch

pad or in a designated prepping area. My launch system will have a safety interlock that is

in series with the launch switch that is not installed until my rocket is ready for launch, and

will use a launch switch that returns to the “off” position when released. The function of

onboard energetics and firing circuits will be inhibited except when my rocket is in the

launching position.

5. Misfires. If my rocket does not launch when I press the button of my electrical launch

system, I will remove the launcher’s safety interlock or disconnect its battery, and will wait

60 seconds after the last launch attempt before allowing anyone to approach the rocket.

6. Launch Safety. I will use a 5-second countdown before launch. I will ensure that a means

is available to warn participants and spectators in the event of a problem. I will ensure that

no person is closer to the launch pad than allowed by the accompanying Minimum Distance

Table. When arming onboard energetics and firing circuits I will ensure that no person is

at the pad except safety personnel and those required for arming and disarming operations.

I will check the stability of my rocket before flight and will not fly it if it cannot be

determined to be stable. When conducting a simultaneous launch of more than one high

power rocket I will observe the additional requirements of NFPA 1127.

7. Launcher. I will launch my rocket from a stable device that provides rigid guidance until

the rocket has attained a speed that ensures a stable flight, and that is pointed to within 20

degrees of vertical. If the wind speed exceeds 5 miles per hour I will use a launcher length

that permits the rocket to attain a safe velocity before separation from the launcher. I will

use a blast deflector to prevent the motor’s exhaust from hitting the ground. I will ensure

that dry grass is cleared around each launch pad in accordance with the accompanying

Minimum Distance table, and will increase this distance by a factor of 1.5 and clear that

area of all combustible material if the rocket motor being launched uses titanium sponge

in the propellant.

8. Size. My rocket will not contain any combination of motors that total more than 40,960 N-

sec (9208 pound-seconds) of total impulse. My rocket will not weigh more at liftoff than

one-third of the certified average thrust of the high power rocket motor(s) intended to be

ignited at launch.

9. Flight Safety. I will not launch my rocket at targets, into clouds, near airplanes, nor on

trajectories that take it directly over the heads of spectators or beyond the boundaries of

the launch site, and will not put any flammable or explosive payload in my rocket. I will

127

not launch my rockets if wind speeds exceed 20 miles per hour. I will comply with Federal

Aviation Administration airspace regulations when flying, and will ensure that my rocket

will not exceed any applicable altitude limit in effect at that launch site.

10. Launch Site. I will launch my rocket outdoors, in an open area where trees, power lines,

occupied buildings, and persons not involved in the launch do not present a hazard, and

that is at least as large on its smallest dimension as one-half of the maximum altitude to

which rockets are allowed to be flown at that site or 1500 feet, whichever is greater, or

1000 feet for rockets with a combined total impulse of less than 160 N-sec, a total liftoff

weight of less than 1500 grams, and a maximum expected altitude of less than 610 meters

(2000 feet).

11. Launcher Location. My launcher will be 1500 feet from any occupied building or from any

public highway on which traffic flow exceeds 10 vehicles per hour, not including traffic

flow related to the launch. It will also be no closer than the appropriate Minimum Personnel

Distance from the accompanying table from any boundary of the launch site.

12. Recovery System. I will use a recovery system such as a parachute in my rocket so that all

parts of my rocket return safely and undamaged and can be flown again, and I will use only

flame-resistant or fireproof recovery system wadding in my rocket.

13. Recovery Safety. I will not attempt to recover my rocket from power lines, tall trees, or

other dangerous places, fly it under conditions where it is likely to recover in spectator

areas or outside the launch site, nor attempt to catch it as it approaches the ground.

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Installed Total

Impulse

(Newton-

Seconds)

Equivalent High

Power Motor

Type

Minimum

Diameter of

Cleared Area

(ft.)

Minimum

Personnel

Distance (ft.)

Minimum

Personnel Distance

(Complex Rocket)

(ft.)

0 — 320.00 H or smaller 50 100 200

320.01 — 640.00 I 50 100 200

640.01 — 1,280.00 J 50 100 200

1,280.01 —

2,560.00 K 75 200 300

2,560.01 —

5,120.00 L 100 300 500

5,120.01 —

10,240.00 M 125 500 1000

10,240.01 —

20,480.00 N 125 1000 1500

20,480.01 —

40,960.00 O 125 1500 2000

MINIMUM DISTANCE TABLE

129

Appendix D

Rail Calculations Python Script #all distances in inches, all weights in pounds, and all times in seconds

from math import cos #import relevant python tools and packages

from math import acos

from math import sin

from math import pi

import matplotlib.pyplot as plt

import numpy as np

f=24.682 #distance from hinge on base plate to hinge on ground

act_len_int=28.775 #initial actuator length

piv2piv=20.088 #distance from hinge on base plate to hinge on launch rail

da_dt=0.6 #how fast actuator extends in inches/second

act_len=np.linspace(28.775,39.111,100) #list of 100 points between initial and final actuator

lengths

alpha=[] #this list will be the angle between rail and actuator for every given length of the

actuator

def law_cos_ang(a,b,c): #use to find angle between rail and actuator using law of cosines

angle=acos((a**2+b**2-c**2)/(2*a*b))

return angle

for a in act_len: #fills 'alpha' list with appropriate angles in radians

alpha.append(law_cos_ang(a,piv2piv,f))

RocW=22.51 #weight of rocket

CGRoc=38.5 #CG of rocket from the pivot point on the base plate

CGRail=48.0 #CG of rail from pivot on base plate

RailW=10.7467 #weight of the 8' launch rail

TotW=33.2567 #weight of rail and rocket

CGComb=41.57 #CG of rail and rocket combined from pivot on base plate

act_force=[] #will be the list of forces to be graphed later

beta=np.linspace(0,pi/2,100) #angle off pi/2 that TotW acts w/ respect to the launch rail

momentCG=[]

#will be list of moments created by TotW, given actuator length. Measured from pivot at base

for angle in beta:

M=TotW*CGComb*cos(angle)

momentCG.append(M)

#determines the force required in the same direction as the actuator extends

for moment,angle in zip(momentCG,alpha):

AF=(moment/(piv2piv*sin(angle)))

act_force.append(AF)

time=np.linspace(0,(act_len[-1]-act_len[0])/da_dt,100) #plots actuator force as function of time

130

plt.plot(time,act_force,'ro')

plt.xlabel('Time(s)') #labeling axes

plt.ylabel('Force(lb)')

plt.title('Force vs. Time for Rail Lifting Actuator')

plt.show()

131

Appendix E

Rocket Profile Simulation Coded in MATLAB

%Flight Simulator for Illinois Space Society's NASA Student Launch Maxi-MAV

%competition, 2015-2016

%Based on Simulation created by David Knourek

%The current version of this simulator loads thrust curve values for the

%Aerotech K828, and K1000 motors, stored as .mat files called mass, thrust and time. These files

%hold vectors called Mass, Thrust and Time respectively, holding the obvious motor parameters.

These values are

%passed to the ODE45 ordinary differential equation solver. The program

%then parses the ODE solution to remove non-physical values that occur

%after the vehicle has landed, and plots the relevant data.

%For ease of use, calculations are completed in metric units, and converted

%to imperial units for output puropses

clc

clear

close all

%Load the Thrust curve characteristics

%These need to be altered if the motor is changed

%K1000

load('MassK1000.mat')

load('ThrustK1000.mat')

load('TimeK1000.mat')

MassK1000 = massimpulsewieghted(ThrustK1000,MassK1000);

%Store the thrust characteristics

%RHS are the vectors stored in the .mat files

%Mass is propellant mass

%This then loads the desired paramters into the variables used in ODE45

m=MassK1000;

T=ThrustK1000;

t=TimeK1000;

totalmass=10.2058;

%totalmass is mass of rocket with motor in kg

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%Add extra times for after the motor has burnt out

%Also adds zeros for additional thrust and propellant mass values

n=1000; %Choose how many additional points to use

dt=.01; %Choose how long the additional time steps will be

xMass=zeros(n,1);

xThrust=zeros(n,1);

xTime=t(end)+dt:dt:t(end)+n*dt; %Can't just add 0 to times, need to add dt

xTime=xTime';

%Concatenate thrust curve values and additional values

m=[m; xMass];

T=[T;xThrust];

t=[t; xTime];

%Set the wind speed in mph, and convert to fps

%1mph = .44704 m/s

%Positive wind value assumes wind is blowing against the rocket's direction

%of travel

wind=5*.44704;

%Set the times over which to integrate

tspan=linspace(0,500,5000);

% Reference the "event" which will stop the integration when the rocket

% lands

options=odeset('Event',@crashevent);

%Solve the 2nd order ODE (See eomfun)

[times,Y]=ode45(@eomfun,tspan,[0 0 0 0],options,m,T,t,wind,totalmass);

% Find the time at which the altitude is first less than 0 during descent

% This is the landing time

endtime=find(Y(10:length(Y(:,1)),2)<0, 1 );

% Set Velocites to 0 if the rocket has landed

Y(endtime:length(Y(:,1)),3)=0;

Y(endtime:length(Y(:,1)),4)=0;

%Find velocity off of the rail, at 10 feet

133

railvelocity=interp1(Y(:,2),Y(:,4),8/3.28)*3.28;

%Output

fprintf('Rail Exit Velocity is %f feet/s \n',railvelocity);

P=00; %number of points after landing to plot

%Set times to plot over, start at ignition, end P timesteps after landing

plottimes=times;

%Extract flight characteristics and convert to feet

horizposition=Y(:,1)*3.28;

altitude=Y(:,2)*3.28;

MaxAltitude=max(altitude);

fprintf('Max Altitude is %f feet \n',MaxAltitude)

horizvelocity=Y(:,3)*3.28;

vertvelocity=Y(:,4)*3.28;

velocity=(horizvelocity.^2+vertvelocity.^2).^(1/2);

MaxVelocity=max(velocity);

fprintf('Max Velocity is %f feet/s \n',MaxVelocity)

fprintf('The Drift Distance is %f feet/s \n',abs(horizposition(end)))

%Load OpenRocket simulated values to plot a comparison

load('k1000.mat')

load('k1000wind.mat')

load('rocksimfull')

%Time(s) Altitude (ft) Vertical velocity (ft/s) Lateral distance (ft) Lateral velocity (ft/s)

%Plot Altitude

figure(1)

plot(plottimes,altitude,k1000wind(:,1),k1000wind(:,2),rocksimfull(:,1),rocksimfull(:,2),'linewidt

h',2)

xlabel('Time (seconds)')

ylabel('Altitude (feet)')

legend('Custom Sim','OpenRocket','RockSim')

%Plot Horizontal Position

figure(2)

plot(plottimes,abs(horizposition),k1000wind(:,1),k1000wind(:,4),'linewidth',2)


ylabel('Horizontal Position (feet)')

legend('Custom Sim','OpenRocket')

134

%Plot Horizontal Velocity

figure(3)

plot(plottimes,abs(horizvelocity)-20,k1000wind(:,1),k1000wind(:,5),'linewidth',2)


ylabel('Horizontal Velocity (feet/s)')


%Plot Vertical Velocity

figure(4)

plot(plottimes,vertvelocity,k1000(:,1),k1000(:,3),'linewidth',2)


ylabel('Vertical Velocity (feet/s)')


function dy = eomfun(t,Y,pmass,T,time,wind,totalmass)

%Flight Equations of Motion for Illinois Space Society's NASA Student Launch Maxi-MAV

%competition, 2015-2016

%Version 1.4

%The current version of these EOM takes as inputs the current position and velocity

%of the vehicle in the vertical and horizontal directions, and well as the

%thrust and the mass of the motor at all times, and the current time. It

%also takes the wind speed and total mass as imputs

%The program finds the current thrust, vehicle mass and drag, and uses

%these quantities to define the equations of motion. The derivatives of the

%input state Y are then passed out to ODE45, and used to solve the

%equations of motion.

%Based on Simulation created by David Knourek

%Define states

%Y=[x;y;vx;vy]

x=Y(1);

y=Y(2);

vx=Y(3);

vy=Y(4);

%Get x velocity wrt wind in the case that wind exists

%Positive wind value assumes wind is blowing against the rocket

vxrel=vx+wind;

135

%Find the direction of travel, used for direction of drag force

if y<100

theta=0*pi/180;

else

theta=atan2(vxrel,vy);

end

%if the rocket has landed, set velocities and accelerations to zero and return

if t>5&&y<0

dy=[0;0;0;0];

return

end

%Set constant values, metric units

g=9.81;

rho=1.225;

%Calculate Frontal Area for Drag

finheight= .0857;

finthickness=.00635;

finarea=finheight*finthickness*3;

diameterinch=4;

radiusm=diameterinch/3.28/12/2;

areabody=pi*(radiusm^2);

areanochute=areabody+finarea; %Area used for drag (in initial simulation)

area=areanochute;

%Determine the propellant mass at the current time, convert to kg

%interpolates between known propellant masses at known times

if t>2.55

propmass=0; %short circuit interpolation after burnout

else

propmass=interp1(time,pmass,t);

end

propmass=propmass/1000;

%calculate drymass using the full vehicle mass minus initial prop mass

drymass=totalmass-pmass(1)/1000;

%Calculate the current mass of the vehicle, including current propellant

currentmass=drymass+propmass;

136

% % Parachutes

%Adds drag and area for each event

if vy<0 && y>=(500/3.28) && t>5 %Drogue Deployment from Apogee to 1000 feet

cd=.8;

area=areanochute+pi*(1.67/(3.28*2))^2;

elseif vy<0 && y<(500/3.28) && t>5 %Main Deployment at 1000 feet and below

cd=1.89;

area=areanochute+pi*(6/(3.28*2))^2;

else

cd=0.75;

end

%Find Thrust at the current time

%Interpolated between the known thrust values at known times

if t>5

Thrust =0; %Short circuit the interpolation after burnout

else

Thrust=interp1(time,T,t);

end

%Converts the 2nd order ODE into two 1st order ODEs

%Sets the derivative of the first state to the 3rd state

%Sets derivative of 2nd state to the 4th state

xdot=vx;

ydot=vy;

%Calculates the velocity magnitude

%uses the relative x velocity wrt wind since this value is used for drag

v=sqrt(vxrel^2+vy^2);

%Calculates Drag

%To Do: Implement area as a function of orientation and travel direction

D=.5*rho*v^2*cd*area;

%Drag has to be limited to some finite value, no matter how large. Otherwise drag may

%have an instantaneously infitie value and crash the simulation

if D>20000000000000000

D=200000000000000;

137

end

%X acceleration equation of motion, a_x=(F_x)/m

% ax=(1/currentmass)*(Thrust-D)*sin(theta);

ax=(1/currentmass)*((Thrust*sin(-5*pi/180)-D*sin(theta)));

%Sets derivative of x velocity as x accleration

vxdot=ax;

%Y accleration equation of motion, a_y=(F_y)/m

ay=(1/currentmass)*((Thrust*cos(-5*pi/180))-D*cos(theta))-g;

%Sets derivative of y velocity as y acceleration

vydot=ay;

%Store the derivatives of the input state, to be returned to ODE45

dy=[xdot; ydot; vxdot; vydot];

end

function [ massnew ] = massimpulsewieghted( thrust,mass)

%Takes in propellent mass and thrust vector and weigths a new mass vector

% thrust = thrust curve values

% mass = mass of the motor

% massnew = a weighted mass vector based on thrust values

totalimpulse=sum(thrust);

totalmass=mass;

massnew=zeros(length(thrust)+1,1);

massnew(1)=totalmass;

for i=2:length(thrust)+1

massnew(i) = massnew(i-1) -(totalmass*thrust(i-1)/totalimpulse);

end

massnew=massnew(2:end);

end

Documents

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