mit rocket team usli 2011 flight readiness review...

MIT Rocket Team

USLI 2011

Flight Readiness Review Addendum

April 6, 2011

Project Valhalla

REPORT AUTHORS

Christian Valledor Project Manager

Andrew Wimmer Team Safety Officer, Tripoli Rocket Association Level 3

Ben Corbin EHS Representative

Ryan McLinko Launch Vehicle Lead

Eric Peters Recovery Lead

Ben Couchman Avionics Lead

TABLE OF CONTENTS

1 Introduction .............................................................................................................. 4

2 Reasoning ................................................................................................................ 4

3 Physical CHanges .................................................................................................... 5

4 Flight Results ........................................................................................................... 6

5 Drift Calculations ...................................................................................................... 7

6 List of Radio Frequencies Used ............................................................................... 7

7 Updated CAD Drawings ........................................................................................... 7

1 INTRODUCTION

After completion of the final full-scale test flight before submitting our final Flight

Readiness Review, it became clear to the team that it was necessary to rebuild the

lower section of the flight vehicle. This wish was presented to the review board during

the process of the FRR presentation to ensure the team would stay within full

compliance of the USLI rules. From this discussion it was decided that if the team were

to make a change on the scale that was discussed, it would be necessary to again test

fly the complete rocket to fall within the rules of the competition. With this resolve, the

team undertook the challenging task of fabricating a new lower rocket section, and

traveling to a launch.

The team has been successful in this regard, and we have completed both the fabrication and flight testing of the new section. In fulfillment of the requirements discussed in the FRR Presentation, the following document serves as a discussion of our reasoning, and the results of the flight testing. In completion of this testing and this documentation the team is confident in the newly fabricated section, and our modeling. We look forward to seeing you in the coming week.

2 REASONING

The first full-scale test of the rocket occurred on March 22nd, 2011. The test launch

configuration differed from the competition launch configuration in several ways. The

first major difference was that the UAV payload was only a scale model, which was

incapable of controlled flight, that closely matched the physical dimensions of the UAV

that will be used in the competition. This was to test the wing rotation mechanism and

ensure it could operate under the loads it will experience in flight.

The other major difference between the test flight configuration and the planned competition configuration was that no ballast was added to the rocket. In order for the rocket to meet and not exceed 5280 feet in altitude, 3.5 kg of ballast needed to be added. Without this ballast, the RockSim model showed that the rocket would achieve an altitude of approximately 7200 feet. Additionally, without the ballast, the static margin of the rocket was much higher than it was with the ballast. This extreme difference in static margin alone may have invalidated the results from the test flight to prove that the rocket could fly in the competition configuration, but this is only a small part of why an additional full-scale test flight was necessary. When the lower section of the rocket was manufactured, the phenolic tubing that was used as a tool for the carbon fiber molding was not long enough. As a result, one end was angled compared to the other. When the motor mount was installed, it was off-axis by approximately one inch. Since the lower section is 48 inches, this corresponds to an angular error of 1/48 radians, or 1.2 degrees. Initially, the team did not think this would be an issue; however, the test launch showed that this could not be ignored.

During the test flight, the rocket experienced coning, which can be seen in the contrail shown in Figure 1. Due to this coning, the rocket only achieved an altitude of 5600 feet; while this is still high enough to be disqualified from the USLI competition, it was nearly 1700 short of the altitude predicted by the simulations. Since the effect of coning could not be duplicated in the simulations, the model was invalidated for the configuration as it was flown, so it would not be acceptable for predicting the altitude of the rocket on launch day. This is the primary reason why the lower section of the rocket had to be rebuilt. However, other changes were discussed as well.

FIGURE 1. CONING SEEN DURING THE 3/22/11 TEST FLIGHT

After much discussion among team members and review of technical documents

describing dynamic instability, it was determined that the coning effects were caused

primarily by the misalignment of the motor. However, other comparisons with rockets

that experienced coning and other instabilities showed that the initial flight configuration

had fins that were surprisingly small. While the static margin of the rocket was still

positive (and intentionally close to 1), given the high length to diameter ratio, this put the

rocket at risk for problems with coning. As a result, the team decided to size the fins

such that the static margin was close to 3 in the ballasted flight configuration.

3 PHYSICAL CHANGES

The only section of the rocket that was rebuilt was the lower body tube and fins. When

the body tube was manufactured the second time, a longer section of phenolic tubing

was used as the molding tool. When the motor mount was installed, the distance from

the centerline was less than 0.1 inches, corresponding to an angular error of less than

1/10th of a degree.

The linear dimensions of the fins were increased by 15%, so that when the flight motor (L1115) was loaded, the rocket had a static margin of 3. Now, the rocket reached the target altitude with no winds if 2 kg of ballast was installed on the end of the rocket. The overstability of the rocket makes it more vulnerable to weathercocking; however, the effect of weathercocking is much more easily simulated and predicted than the effects of coning, so the model will be more accurate even if the final altitude is affected more by the launch rail exit velocity. Additionally, even though the rocket experienced coning during the test flight, it was not affected by weathercocking in light winds.

4 FLIGHT RESULTS

The team traveled to Pine Island, NY to launch at METRA’s launch on April 3. Due to

the short time frame to prepare for this flight, an L1115 was unavailable. An Aerotech

M1297 was purchased ahead of time and delivered by an onsite vendor. The motor was

flown in the Cesaroni motor case, with the proper modifications for it to operate

properly. METRA’s launches are “Indy” format, thus uncertified motors are allowed.

The rocket was flown in the flight configuration for Huntsville, with 2.0 kg of ballast, a

UAV and recovery in the configuration to be flown. The UAV was attached to a

parachute as METRA rules do not allow RC vehicles to be flown at their field. The

rocket was ballasted such that it would reach 1 mile on an L1115 in mild winds. The

expected altitude in the wind conditions on site was 5,700’. The main parachute was set

to deploy at 1,000’ with a backup at 700’, instead of the 2500’ for the Huntsville flight in

order to reduce drift on the smaller field with high winds. Half-gram backup charges

under the sabot were attached to both altimeters, and helped expedite the sabot exit,

although further analysis of the March 20th flight shows they were not in fact needed.

Launch occurred at 3:00pm after 2.5 hours of integration. Winds were upwards of 17

miles per hour, and the launch rail only provided 7 feet of guidance. With a liftoff mass

of 53.0 pounds, a thrust to weight ratio of 7.5:1 and given the winds, the rocket should

have been travelling sufficiently fast upon rail exit. The motor ignited promptly, and the

rocket left the launcher with severe weathercocking. The rocket reached 3725’

according to the MAWD and deployed the drogue parachute at apogee. At 1,000’, the

sabot and main parachute deployed as planned and the rocket landed a short while

later about 1000’ downwind of the launch pad. The UAV sustained minimal damage

from being dragged in the wind by its parachute until it reached a tree line where it

stopped.

Post-flight analysis of the ARTS data shows that the M1297 performed more like an

L1037, with only 4470 of the expected 5417 Ns total impulse, or about 88%. The initial

thrust was also much slower than expected, causing the rocket to exit the rail at only

about 40 feet per second. By taking the motor profile created by the ARTS and

importing it into RockSim, the flight can accurately be recreated. This low motor

performance explains the considerable weathercocking and much lower than expected

altitude. Discussions are ongoing with Aerotech to determine what the cause of the

motor performance failure was. However, it is worth noting that flying the motor in the

uncertified case has no effects on the internal components of the motor and would not

affect motor performance.

In summary, the test flight, as expected, showed that the modifications that were made

to the rocket post-FRR solved the coning issue and did not cause any other problems

with the rocket. The flight also proved a second time that the UAV and main parachute

deployment techniques are viable and reliable, despite their complexity.

5 DRIFT CALCULATIONS

An online tool provided by Essence’s Model Rocketry Reviews & Resources1 was used

to calculate the distances that the rocket will drift under various wind conditions. The

following parameters were used:

Max Altitude 5280 ft

Drogue Descent Rate 60 ft/s

Main Deployment Alt. 2500 ft

Main Descent Rate 21 ft/s

Calculations were performed for winds of 0.5 mph, 5 mph, 10 mph, and 15 mph. The respective drift distances can be seen in the table below.

Wind Speed Drift Distance

0.5 mph 121 ft

5 mph 1212 ft

10 mph 2425 ft

15 mph 3638 ft

The code for this calculator was copied and translated into MATLAB and can be found in Appendix A of this document.

6 LIST OF RADIO FREQUENCIES USED

A list of all radio transmission frequencies being used will be submitted by 5:00pm CST

on Monday, April 11, 2011.

7 UPDATED CAD DRAWINGS

1 http://archive.rocketreviews.com/tool_drift_rate.shtml

An updated drawings package can be found in Appendix B of this document.

APPENDIX A: MATLAB CODE FOR DRIFT CALCULATIONS

clear all close all clc

%% Initial conditions MaxAlt = 5280; % Maximum altitude of rocket (ft) DrogueDescent = 60; % Descent rate under drogue parachute (ft/s) DrogueAlt = 2500; % altitude at which the main parachute is deployed (ft) MainDescent = 21; % descent rate under main parachute (ft/s) WindSpeed = 5; % launch site wind speed (mph)

% set dual deployment parameter dual = true;

%% Calculations

if dual == false Drift = (MaxAlt / MainDescent) * (WindSpeed * 1.46666666628); DriftB0 = (MaxAlt / MainDescent) * (.5 * 1.46666666628); DriftB1 = (MaxAlt / MainDescent) * (2 * 1.46666666628); DriftB2 = (MaxAlt / MainDescent) * (5 * 1.46666666628); DriftB3 = (MaxAlt / MainDescent) * (10 * 1.46666666628); DriftB4 = (MaxAlt / MainDescent) * (15 * 1.46666666628); DriftB5 = (MaxAlt / MainDescent) * (21 * 1.46666666628); elseif dual == true Drift = (((MaxAlt - DrogueAlt) / DrogueDescent) *... (WindSpeed * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (WindSpeed * 1.46666666628)); DriftB0 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (.5 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (.5 * 1.46666666628)); DriftB1 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (2 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (2 * 1.46666666628)); DriftB2 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (5 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (5 * 1.46666666628)); DriftB3 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (10 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (10 * 1.46666666628)); DriftB4 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (15 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (15 * 1.46666666628)); DriftB5 = (((MaxAlt - DrogueAlt) / DrogueDescent) * ... (21 * 1.46666666628)) + ((DrogueAlt / MainDescent) * ... (21 * 1.46666666628)); end

%% Results

disp(horzcat('In calm air (<1 mph) the rocket will drift ',... num2str(DriftB0),' feet'))

disp(horzcat('In light air (1 - 3 mph) the rocket will drift ',... num2str(DriftB1),' feet')) disp(horzcat('In a light breeze (4 - 7 mph) the rocket will drift ',... num2str(DriftB2),' feet')) disp(horzcat('In a gentle breeze (8 - 12 mph) the rocket will drift ',... num2str(DriftB3),' feet')) disp(horzcat('In a moderate breeze (13 - 18 mph) the rocket will drift ',... num2str(DriftB4),' feet')) disp(horzcat('In a fresh breeze (19 - 24 mph) the rocket will drift ',... num2str(DriftB5),' feet'))

APPENDIX B: CAD DRAWINGS PACKAGE

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mit rocket team usli 2011 flight readiness review...

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