My Level 3 Project Dr. Elena James - rocketsmagazine.com · ROCKETS Magazine V10 i3 5 32 Arctic...

Volume 10 Issue 3

News and Review

Team AeroPac’s 100K`

Bruno Selmi, Farewell Old Friend

My Level 3 ProjectDr. Elena James

Project Maverick / The USNA at MDRA

The Terrapin Rocket Club at MDRA

Evel Spirit

Arctic Arrow

MAGAZINE MAGAZINE

http://www.rocketsmagazine.com

http://www.aerotech-rocketry.com

3ROCKETS Magazine V10 i3

http://www.thunda.com.au

Volume 10 Issue 3

Ice track, cleared for the Arctic Arrow run

The Official Magazine of the Tripoli Rocketry AssociationBoard of Directors

Steve Shannon - President Debra Koloms - V. PresidentDavid Wilkins - SecretaryDave Rose - TreasurerGerald Meux Jr.

Burl FinkelsteinTom BlazaninDick EmeryGary Rosenfield

5 Editorial

6 Rocketry News By Dick Stafford

8 My Level 3 Project: Dr. Elena James By James Petty Honor a Doctor who helped get a Level 3 10 Project Maverick/ The USNA at MDRA By Neil McGilvray Photos by Neil McGilvray Helping the Navy with their SLI Project

14 The Terrapin Rocket Club at MDRA By Neil McGilvray Photos by Neil McGilvray MDRA is the test bed for UMD

22 Evel Spirit By Scott Truax Flying over Snake River to show it can be done

32 Arctic Arrow By Neil McGilvray and Alan Anderson Rocket powered Ice dragster how cool is that

40 Bruno Selmi, Farwell old Friend By Neil McGilvray and Jenny Kane Memorial to Bruno 46 Rockets Magazine Index By Bob Utley A complete listing of all articles from the first year of Rockets Magazine

52 Team AeroPac’s 100K Rocket Program Final Part By Ken Biba, Casey Barker, Erik Ebert, Becky Green, Jim Green, David Raimondi, Tom Rouse, Steve Wigfield Photos by Ken Biba, Erik Ebert, Steve Wigfield, Tom Rouse, Melanie Barker Final part of the team working on a rocket project to go to 100K feet

4 ROCKETSMagazinE.COM


32 Arctic Arrow By Neil McGilvray and Alan Anderson Rocket powered Ice dragster how cool is that

40 Bruno Selmi, Farwell old Friend By Neil McGilvray and Jenny Kane Memorial to Bruno 46 Rockets Magazine Index By Bob Utley A complete listing of all articles from the first year of Rockets Magazine

52 Team AeroPac’s 100K Rocket Program Final Part By Ken Biba, Casey Barker, Erik Ebert, Becky Green, Jim Green, David Raimondi, Tom Rouse, Steve Wigfield Photos by Ken Biba, Erik Ebert, Steve Wigfield, Tom Rouse, Melanie Barker Final part of the team working on a rocket project to go to 100K feet

Editorial By Bob Utley and Neil McGilvray

www.rocketsmagazine.com

rockets magazine is produced by Liberty Launch systems LLc. rockets magazine is the officiaL tripoLi magazine. copyright © 2006, 2017 aLL rights reserVed. no part of this pubLication may be reproduced or copied in any form or by any means, graphic, eLectronic or mechanicaL, incLuding photogopying, taping, recording without prior written permission of rockets magazine or Liberty Launch systems LLc.

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gaithersburg, md 20878

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The Cover

kathy giLLiand, bob utLey and neiL mcgiLVray with bLack sheep

photo by

steVe JurVetson

robert utLey

neiL mcgiLVray

dan kirkLin

kathy giLLiand

robert utLey

daVe oLson

JiLL weber

mike ritter

ken biba

erik ebert

Jenny kane

James petty

daVid raimondi

dick stafford

bob utLey

ken biba

nadine kinney

ken potter

steVe wigfieLd

Pho

to b

y Ts

olo

T. T

solo

editor

executiVe editor

associate editors

iLLustrator

web site editor

speciaL thanks

contributing writers

aLan anderson

case barker

Jim green

neiL mcgiLVray

tom rouse

steVe wigfieLd

scott truax

contributing photos

meLanie barker

erik ebert

neiL mcgiLVray

tom rouse

Where does rocketry fit intoyour daily and professional life? Itis often a matter of perspective withblurred lines. Keeping rocketry as ahobby is easier said than done.Thereseems to be stages of involvementwiththisrelaxingpastime.AstheBorgsimplyputit,“Resistanceisfutile,youwillbeassimilated.” How many of us have gonethroughthebeginningstageofrocketrywhereitisonlyahobby,somethingyoudo inyourspare time?Remember thedayswhenoneortwokitswereplentytohavearoundthehouseandtoflyatthe field. Your wife and family wereunderstanding and even participatedinyourlittlehobby.Surelythiswouldjustbeanotherflashinthepanandyouwouldcertainlymoveontosomethingelse. Remember the rocketry envyasyousawother rocketeersgoing fortheirLevelOne,LevelTwoandLevelThree? Think about the awe you feltas bigger and more powerful rocketsraced into the sky. Or how about thetimeyousaw,heard,felt,andsmelledandpossiblytastedthesmokefromthefirstMmotoryouexperienced? Now the juices in your mindstartflowing.Icandothat!AllIhaveto do is budget properly; my wifeand family won’t notice if there area couple ofmore rockets inwhateverpart of the house or garage you callyourshop.Surely,thekidswon’tmindmakingsomeroomforthenextprojectyouplan tostart.Yourwifecanmakesome room from her activities in thelivingroom.Afterallitisclosertothetelevision and the kitchen, she’ll likethat! You have just transitionedfromhobby to obsession.The normalrulesofphysicsnolongerapply.Timeisnolongermeasuredbytheclockonthewall,itismeasuredfromlaunchtolaunchandthereisneverenoughtimeto get ready.Your sleep pattern startswith envisioning your current or nextproject.Everydetail is revisitedagain

andagainasyoudriftofftosleep.Whenyouawake,youretraceeachstepjusttobesureyouhavenotmiscalculatedorforgotanythingfromthenightbefore.Thispatterncanrepeatitselfformonthsatatime. Nights before a launch canseemespeciallyshort.Thereisalwaysalastminuterepairorworseyetsomepaint to be touched up. What if oneof my fellow fliers sees this scratchon thefin?Oh, thehumanityof itall,you’ll be drummed out of the club.The list of things to do never ends;the altimeters, the programming, thechutesthatneedpacking,thewebbingthat needs replacement. Where arethosenewquicklinks?WheredidIputthenosecone?Iknowtherearemotorretainers here, somewhere! How didI accumulate so much stuff and whycan’tIfindwhatIneed?It’s1:00amand I need to get to sleep!There is alaunch tomorrow and I have a threehourdrivetothefield. Welcometoworldofrocketryobsession. Time is short, money isshort, good flying weather is short,but you are in it for the long haul.You are vindicated by a successfulflight or certification attempt. Yourfellowflierscongratulateyouonyouraccomplishments,asyoudofortheirs.Youarepartof avery smallminoritythat has burnedwith the fever of thisaffliction-thedesiretofollowthroughwithaplanandachievethesuccessyoudreamedof.Youarearocketeer.


ROCKETSMagazinE.COM

rockEtry NEwsLiquidFyre Rocketry

Is pleased to announce their first product, the LiquidFyre Camera Shroud System.

The LiquidFyre Camera Shroud System is the most aerodynamic, most durable camera mounting system available to the rocketry hobby. It features a through-the-wall molded car-bon-fiber shroud and a CNC machined phenolic camera carrier. Shrouds are available for the 808 keychain camera with the “D” lens and the Mobius ActionCam with the “C2” lens. The 808 camera shrouds are currently available in 2” (54mm), 3” and 4” sizes and the Mobius camera shrouds are available in 3” and 4” sizes. Please see images on the kit prod-uct page for space allocation. Careful consideration of compo-nent layout should be use with the camera in 3” or smaller av-bays. In the 54mm size, they recommend mounting the camera in the nose cone using a switchband to extend the cone. To install the system, the shroud is permanently installed through the wall of an airframe and the camera is permanently mounted to a carrier that can be transferred between rockets. LiquidFyre also offers couplers and switch bands that are pre-routed in the applicable tube sizes from our partners. Custom routing can be performed for non-standard positions or other vendor’s tubing (in available shroud sizes). We can also make our shrouds in fiberglass and / or with high temperature epoxies.

Please contact LiquiFyre for more details.

Website: https://www.liquidfyre-rocketry.com/

ROCKETSMagazinE.COM6

StickershockIntroduces custom flame decals

Stickershock has announced 12 new flame patterns made from single color cut vinyl. To get these, simply go to the"CUSTOM DECALS" category, scroll down, choose a flame style and select your tube size. From there, click the icon to select the color and length. As usual, to get a perfect fit, tell them the circumference of the tube. Finally, add it to cart and, BAM!, the postman will be knocking on your door with your new cut vinyl flames! Anything larger than the vinyl that they have in stock (15" or 24", depending on the color) will be printed on automotive vinyl and cut to shape. These larger items will be one piece and will feature a 'release" backing so they will apply easily and without bubbles or wrinkles. If you don't want to apply the recommended clear coat, contact Mark for an optional clear UV lamination at a small additional charge! These decal are sure to make tour rocket look HOT for years to come!

Website:http://stickershock23.com/product-category/custom-decals/

http://www.liquidfyre-rocketry.com

http://www.liquidfyre-rocketry.com

http://stickershock23.com/product-category/custom-decals/

http://stickershock23.com/product-category/custom-decals/

By Dick Stafford

Attebery Performance EngineeringAnnounces their Head End Altimeter Bay for

29mm filament wound nose cones

We are proud to announce our first product for 2017! Our head end deployment altimeter/tracker bay accommo-dates altimeters up to 2.5” long. The bay is secured to the nose cone with a countersunk screw through the shoulder. It fits all 29mm nose cones with shoulders that have a 1.000” or smaller ID.

This kit includes all of the necessary hardware:

CNC cut black G10 bulkhead.

CNC cut and slotted 3/8” plywood shoulder.

CNC cut 1/16” G10 tray.

#6 x 1/2” flat head wood screw.

6” x 1/8” braided Kevlar.

You need to provide the nose cone, altimeter, switch, battery, wiring harness, epoxy and a Phillips screwdriver. A hand drill, 1/8” drill bit and countersink are needed for instal-lation.

Website: http://ape-rc.com/


Additive AerospaceNow available: The Simple Circuit

Simple Circuit is the ideal way to wire your Raven altimeter. Simple Circuit attaches to the small terminals of the Raven altimeter and creates larger, dedicated terminal blocks for the battery, switch, and four output channels. Remove any guesswork that comes with wiring the stock Raven, just place the header pins inside the Raven terminals and tighten! All expansion terminals are clearly labeled for easy identification. Easily use your preferred arming method and battery (refer to the Raven User’s Manual for proper battery selection). Permanently install a Simple Circuit in each of your rockets to quickly swap one Raven among several rockets.

Assembled in-house by Additive Aerospace, USA.

Website: https://additive-aerospace.myshopify.com/col-lections/accessories/products/simple-circuit-terminal-expansion-for-raven-altimeter

http://ape-rc.com

http://ape-rc.com

https://additive-aerospace.myshopify.com/collections/accessories/products/simple-circuit-terminal-expansion-for-raven-altimeter

https://additive-aerospace.myshopify.com/collections/accessories/products/simple-circuit-terminal-expansion-for-raven-altimeter

My level 3 projectgotitsuniquestartin,ofallplaces,aDoctor’soffice.IbeganwhenIwasseeingoneMs.Dr.ElenaJames,aneurologist.She’sbeentreatingmeforstrokesandTIAs.IsatinDr.Elena’sofficeandsomehowrocketrycreptintotheconversation. Dr. Elena explained how she had read about Hellfire 17 in theSalt Lake Tribune, a local paper. Then she proceeded to explain thatwhile inmedical school inTexas,her sonsflewrocketswithher fellowstudentsandtheyhadlotsoffun.Dr.ElenaJamesisaneurologistwiththeComprehensiveNeurologyofUtah.Thisperson,isverybright,articulate,andcaresextremelyaboutherpatients. She listened intensely aswe chatted how the rocketswe fly areequippedwithaltimetersthatallowfordeploy.ThenDr.ElenastatedthatrocketryisaverypowerfultoolforpatientslikemewhosebrainhasbeensubjectedtonotonlystrokesbuttoomanyTIAs(TransIschemicAttacks).,It was there that I decidedwhen I left her office that I would callMr.BradOvermoeaboutdoingmyLevel3.MyLevel1and2werealreadyachievedIdecidedmyLevel3wouldbecalledDr.ElenaJamesinhonorofmyneurologistwhoinspiredme. NowtogoaboutwhatrocketIwouldbuild.Iknewthatthereweremanyfinekitswithfin-through-the-wallmountingbyWildmanRocketry.Na,Idecidedonmyallcarbonfiberscratchbuilt.Thefinswouldhavetobeexternallymounted;itcouldbedone.Iwouldspendvastamountsoftheresearchingandtalkingandthisincludetherightepoxycombination. Oneof themost perplexing problemsof doing theRocketSims onmyscratchbuiltcarbonfiber. OnethingIwanttopointoutatthisconjectureisthatLevel3isinrealityateameffort.ExamplemyTAPadvisorMr.BradOvermoe/TAPadvisorMr.RichardEvansandmytwosidekicksMr.BruceBell/Mr.DougRobinsonbecauseasyoubuildyourrockettheadviceofthosepeoplemakeateameffort. Ultimatelyyoubuild the rocket.So,goingback to rockSims–Icould not get accurate information on how the rocket would performbecause it isnot locatedon theprogram. Finally, aftermuchsearchingI foundarocketkit thatmatchedmycarbonfiber.Thekit isaMadcow

My Level 3 ProjectDr. Elena James

By James Petty TRA 11693


4-inchdiameterDX3XL.ThiswaytherocketSimsisnolongerhavinganyhallucinationsaboutrocketsthatdon’texistinthisprogram.Thewholerocketisbasicallycarbonfiber-excepttheNikeSmokenoseconethatisfiberglassandloadedwith101bshotofleadtopreventtherocketfromblowingthe10,000ftwaiverattheFrankhunt/PonyExpresslaunchsite. IdecidedthatIwouldnotdodualdeploy-Ihavebeensuccessfulatdualdeploy-buttoavoidhavingbothmainanddroguedeployingatapogeeandbeingdisqualifiedIwouldhaveapogeedeployment.Theendcapsbothouter/innerarecarbonfiber.InphotosAthrough(?)youseetheconstructionoftheelectronicsbay-howevertheboarditselfismadefromsheetofPVCfromtheFedExOfficedowntown.Mr.CaryHendersonnotonlymademyPVChedidtheveryniceletteringaswell.ThePVCboardmadeitmucheasiertosandandImodifiedthefinaltouchesasrequired. Iusedthreadedrods-buteliminatedthebracingtubing.InsteadIoptedforthreadedlinknuts.Eachendcaphastwoelectricalstandoffsforthemain/backupcharges.Theeyeboltattachmentsaredifferent.Iusedrodendbearingsinwhichthefirstnutbuttedupagainsttheneckoftherodendbearing.Afterthethreadedshankisputthroughtheholetheothernutwhichhasaholedrilledthroughitmyfriendandco-rocketfrienddrilledaholethroughthenutandtherodbearingendshankIthenusedastainless-steelcotterpin-thisatbothendcaps-themainreason(s)whyIchosethisroutesowhenthequicklinkswereattachedtheydon’tflaparoundbecauseofallthatspaceassociatedwithregulareyebolts. Geezwhybenormal?Therestoftheconstructionwasstraightforwardwhenitcametothemotormounttube.I’musingaphenolictubethathasmanyholesdrilledintoittoallowtheheattoventoutsaidholesthereforedon’tmakethetubebrittle,howeverthetubeisalsofiberglasswrapped. Thereareatotal8PMLcenteringringsmadeoutofBirch.(TheODis3.9inside3.13;thereare3setsofringsinwhichtwoareepoxied!ThenJBweldwasfilletedaroundthemotormountrings.NowthealuminumAeroPack75MM3.9TailCome.ThethreadedpartwasJBWeldontothemotormounttube-mainreasonit’sstableundertheheatit’sexposedto. NowthecarbonFin’sthemostinterestingpartaboutthiswassincetheywouldbesurfacemountfins-whatwouldbethebestwaytogoaboutit.Soaftermuchlistening,hereiswhatIfinallydid-used5minuteepoxytoinitiallyattachthefins.ThenBruceBellformerUROCPresidentandRocketBuddyalwayssuggestedEPOXY4500PINTPROLINEthehightemperaturehasareputationtoholdingfinssurfacedmountedtorocketsusingVMAXmotors. Thecostis$39.00plusshippingcameto$54.00.HspricesatWildmancan’tbebeat;nowdoeshegorescueturtlesetc.whennotdoingrocketstuff?ThemotorwillbeanAerotechM1500MojaveGreena5224N.secapproximately375-400lbsThrust.3.5Secondburnshouldreachabout9100feet,wherethelaundrygetsdeployed!Forasafeandwonderfullanding!FinallytherocketisCompleteandit’sJune6,2015.Thebigdayhasarrived,JonMiles,Tim/ValIsaac,photographersextraordinaire.BradOvermoewhowouldsignoffontheproject,whethermyflightfailedortheflightwasasuccess. Thisflightislongtimeincoming.Havingsufferedmanyseveremedicalissues,requiringmanyuntoldsurgeries, to thisdayIwant toacknowledgeMr.BradOvermoeandMr.RichardEvansTAPmembers.Theirsoundadvicemadethelevel3flightallpossibleagain.Level3isalsoateameffortinthewaysomanydisciplinessystemscometogethertoworkandtothepeoplewhoselltheproductsfortherocketlastbutnotleastthisflightisalsodedicatedtomydeceasemotherJeannetteJuneLundberg.Thanksmom.


On February 25,ateamofrocketeersfromtheUnitedStates Naval Academy were on site at the monthly MDRAlaunch.TheyweretheretotestflytheirrocketcalledSerenityinpreparationfortheUSLIcompetitionlaterinApril.Theteamsconsisted ofNicholasRamzi,TeamLead;BrianKennedy,CoTeamLead/ Safety;GusUecker,Avionics; JeremiahRobbins,Structures; Dan Fohey,ATDLS Legs/ Recovery; Jon Pullum,Recovery; Austin Jomp, Propulsion; Lorenzo Armstrong,Avionics,andTateTurner,Structures/FinsLead.TheywereallpartoftheprojectcalledMaverick. Serenity was 72” tall, 6.15” in diameter, and weighedin at 21.4 pounds. The primary material of construction wasacarbonfiberbody,fiberglassnoseconeandbalsawoodfins.The electronicswere aRaspberry Pi 3BFlightComputer andStratologgerCFAltimeters,inadditiontoaMobiusWideAngleActionCameraandTrackimoGPSunit.TherocketwaslaunchedtwiceutilizingaK-660andaK-1440forthepowerplants. Nickdiscussedtherocket.“Duringoursub-scalelaunchwe under estimated the size of the fully prepared recoveryequipment,andasaresultourrocketcouldnotfiteverythinginthecurrentconfiguration.Duringourfullscale,wehadassemblyissueswithourdeployablelandinglegs.Ourlegsaremadeout

Project Maverick / The USNA at MDRA

By Neil McGilvray


Serenity on the pad


Serenity at liftoff

12 ROCKETSMAGAZINE.COM

The rest of the rocket under chuteRecovery system was not connected to the booster

http://www.missileworks.com

of5layersofcarbonfiber.Onlandingonelegbrokeandwehadtoperformafieldfixtorelaunchwithall4legsreadytoperformtheirmission.” Nickcontinuedexplainingtheelectronicspackage.“Whilepackingtherocketforthesecondlaunchoftheday,weranintoconfusionastowhetherornotaJollyLogicparachutereleasewasturnedon.TherewasnoaudiblesignaltotelltheteamthatitwassotheentirerockethadtobetakenapartonlytorealizethattheJollyLogicwas turnedonoriginally. Anotherdifficultywas the challengeofwriting the target trackingprogram.Ouronboardcameraoperatedusingmotiondetectionandwedidnotsetthesensitivitytothecorrectsettingandendedupwithoveranhourofuselessvideotosortthrough.Allaltimetersworkedandfiredchargesatapogeeasdesigned.” ThemotorsdidnotpresentanyissuestotheNavyTeam.“TherewerenomotorchallengesandourdesignworkedinaccordancewithourRockSimsimulations.Thegoaloftheflightwas5,280feetandweachieved4,000feet.Weattributethistothehighwindsandhavingtotilttherockettocompensateforlaunchinginhighwinds.WeweresatisfiedwiththeresultsbecausewelaunchedinwindsthatwereoutsidetheenvelopefortheNASAUSLIcompetitionandourrocketflewaverystableflight. ThisgaveusalotofconfidenceheadingdowntoHuntsville,Alabama.” RecoveryonHiggsFarmcanbechallenginginthewinterastheNavyTeamfoundout.“Duringourfirstlaunch,therocketlandedandduetothehighwindstherocketwasdraggedthroughafarmfield.Therocketleftaclearpathbehinditandwhilewatchingtheonboardvideothiscanbeseen.Thisbecameachallengebecausewecouldnotkeepupwithitandendedupchasingitdowninatrucktorecovertherocketafterthefirstlaunch,”saidRamzi. Nickcontinued.“AllNavyRocketTeamsbeforeususedthisfield. WehaveagreatrelationshipwiththeteamatMDRAandtheNavyRocketsTeamwillbeusingthislaunchfieldaslongasthereisateamattheNavalAcademy. Wearevery thankful for theirsupport.On the teamwehavesixAerospaceEngineerswhoarefocusedonAstronauticalEngineering.ThereisoneElectricalEngineer,oneMechanicalEngineer,andoneGeneralEngineer.Allofustookwhatwelearnedintheclassroompriortobuildingtherocketandtookthatintoconsiderationbeforebuildingtherocket.However,theengineeringteamdynamichasenhancedourprofessionaleducationasfutureOfficersintheUnitedStatesNavyandMarineCorps.”


The team talking on what to change for the next flight

On a cold Saturday in February,2017,thelaunchsiteatMDRAwaswarmedupbytheenthusiasmof theUniversity ofMaryland,TerrapinRocketClub.Thegroupwas led bySeniorCo-PresidentKimberlyWestbrook.Kimberly is also thePresident of theWomen inAeronautics andAstronauticsOrganization.ThegroupshowedupwiththeintentofcertifyingLevelOneintheTripoliRocketryAssociation,TRA. Kimberlyprovidedsomebackgroundon theclub’shistory.“TheTerrapinRocketClubhasexistedattheUniversityofMaryland,CollegePark,sincebefore1950.Inthepasttenyears,theclubhadbeenindecline,fundingwaslowandsowasstudentinterest.ThisyeartheexecutiveboardoftheRocketClubdecidedtochangethat.Wecampaignedatstudentactivityfairsandboostedourmembershipfromabout15to100activemembers.Ibelieveour“nopriorexperienceneeded”policyiswhatignitedinterestinsomanystudents.” Westbrook continued, “With these 100multidisciplinary,motivated, and passionate studentswe set aseriesofgoalsfortheyear.ThefirstofwhichisfacilitatingeverynewmemberbuildingtheirownhighpoweredrocketwiththeintentionofearningtheirLevelOneTripolicertification.ThenextiscompetingintheBattleoftheRockets2017.Wecurrentlyhave7teamsof10studentseachenteredinthiscompetition,whichwilloccurinApril.Inadditiontothesegoalswearedevelopingaliquidpropulsionengineteststandwiththesupportofouracademicadvisor,Dr.ChristopherCadou. Asanengineeringstudentyouspendcountlesshoursstudyingtheapplicationofequationsandtheory,butveryrarelygetthechancetoapplythosetoolstoareal-lifesituation.BeingapartoftheTerrapinRocketClubgivesstudentsachanceto“gettheirhandsdirty”withtheseconceptssotospeak.Inadditiontobeingexcitingandfun,actuallybuildingahigh-poweredrocketisimportantforawell-roundedengineeringeducation.” JoshPiccolimadehisLevelOneattemptonlytoexperiencewhateveryrocketeerwillknowtoowell;failure.ThecertificationflightofhisH-550poweredLOCPrecisionHi-Techwasnottobe.Joshprovidedanafterflightreport,“Therocketunderwentrapidunplanneddisassemblyimmediatelyaftertakeoff.Thepayloadsection

The Terrapin Rocket Club at MDRA

By Neil McGilvray



Radhika Karsalia L1 flight


Manuel Lacarra’s L1 flight

andnoseconeof therocketseparatedfromthefuselageafter thefirst5-10feetofflight.Due toaerodynamicinstability,thefuselageperformed5loopswhilethemotorcontinuedtoburn.Ascapturedintheslow-motionvideo,hotgasescouldbeseenescapingoutthetopofthefuselageasthemotorwasfiring.Therocketwasrecoveredintact, but the fuselagewasdamageddue to exposure to exhaust gases.After consultingmultiple experiencerocketeers,itwasdeterminedthatthefailurewastheresultofimpropermotorassembly,notamanufacturingdefect.IfiguredthattheprobableprematuredetonationofejectionchargewasduetoimproperO-ringseal.” Joshhadnochallengesrecoveringhisrocketbecause,“Itdidn’tgetveryfar.Thefuselage,payloadsection,andnoseconewereintactbutseparated.Theylandednearlyrightontopofthelaunchsite.”Joshwasinspiredbytheattemptandplanstocontinuewithhobbyrocketry,“Evenmoresoafterthelaunchfailure.Ienjoyedwatchingthespectaculardisplayinadditiontonothavingchasedowntherocketdownrange.” Josh’sfieldofstudyisAerospaceEngineeringandhebelieveshisclassworkisenhancedbythebasicbutpracticalexperiencewithflightandflightsystems. DavidPapewentforhisLevelOnecertificationonthiscoldandblusteryday.AsamemberoftheTerrapinRocketClubDavidwasalsoflyingthe1.5poundLOCPrecisionHi-Techkitwhichmeasured50”tallandwas2.63”indiameter.David’smotorofchoicewasanH-130. WhenaskediftherewereanychallengeswiththemotorDavidresponded,“Ofcourse,sincethemotorwasanRMSmotor,Ihadtoassemblethemotorwhichwasafirstforme,giventhatpriortotheseflights,thelargestmotorI’deverflownwasaD12-3singleuse.ThiswasthefirsttimeIhadeverassembledanRMStypemotor,thusIhadtodecipherAerotech’sdiagramsinordertogettherockettofly.” Davidmade twoattemptsatachievinghisgoal.“Thefirstflightwasa failure. On thefirstflight, theparachutegothunguponanotherpartoftherecoverysystemanddidn’tdeploy,andsoeventhoughtherocketwasrecoverable,thecertificationflightfailed.Onthesecondflight,afterprotectingtheparachutefromgettinghungupagain,itdeployedproperly,andthesecondflightwassuccessful.”TherecoverypresentedanewperspectiveforDavid,“Asapilot, Icanspotsmallprofilesfromseveral thousandfeetaway,unless it’sarocketwithnoparachute,thefirstflight,itwasdifficulttofindtherocketafterithittheground.” PapedescribedhisexperienceatMDRA,goingforhisLevelOne,“IcametothissitewiththeUMDrocketclubtogetmylevel1,andnowthatIhavemyLevel1,I’mhookedandwanttobringmyscouttrooptoalaunch.Myfieldofstudyisaeronauticalengineeringandflight,sorocketsaremerelyanothercoolthingthatflies,(atleastfornow).Ifeellikethere’sawaytoturnthisoneintoa“here’syoursign”joke,butIdon’thavethepatience.Let’sjustsayI’llbeatBattleoftheRocketsandI’mgoingtobegoingformylevel3.” Manuel Lacarra also made the trip down to the Eastern Shore ofMaryland to make his Level Onecertificationflight.Liketherestofthegroup,ManuelchoosethestandardLOCPrecisionHi-Techforhisattempt.ThemotorwasanH-130andasManuelmentioned,“therocketispaintedblack,likemyheart”.IguesstherewillbenovalentinecardsinManuel’sfuture. Manueldescribedhisrocketryexperience,“Atthelaunchsite,themotorwasassembledandtherecoverysystemwasattached.Therecoverysystemconsistedofaheatshield,andtyingtheparachutetotherocket,andcuttingaholeintotheparachute.Wecutholesinourparachutesbecauseitwasawindydayandifwehadnot,therocketwouldhavedriftedfaranditwouldhavebeenverydifficulttofindtherocketduringrecovery.Learninghowtoproperlyassemblethemotorwasabitofchallenge.Butluckilywehadsomemoderatelyskilledengineersontheteam,sowemanaged.” Lacarrawasthrilledwiththeresults,“Itwentgreat.Itwasmysecondattemptatactuallylaunchingtherocket,soitwasgoodtoseethatitworkedthistimewithasmallermotor.Grantedthewindwasabitstrongandmyrocketinitiallytippedover,butwithalittleducttapeandluck,wemanagedtomakeitwork.IandafewothermembersoftheUniversityofMarylandRocketclubarecompetingintheupcomingBattleoftheRocketscompetition, soweneeded tobecertified. Iwoulddefinitelycomeback; itwasa“blast!” Get it?”Manuelcontinued,“IamstudyingAerospaceEngineeringandAstronomyattheUniversityofMaryland.Andeventslikethisdefinitelymotivatemewhileatthesametimeincreasingmypracticalknowledgeonthesubject.” RadhikaKarsaliawasanotheroftheTerrapinRocketClub,onsiteatMDRAtocertifyLevelOne.Liketheothers,sheoptedforanH-130poweredLOCPrecisionHi-Tech,coloredsilver,fortheflight. Radhikadiscussedherexperience,“Atthelaunchsite,themotorwasassembledandtherecoverysystem


wasattached.Therecoverysystemconsistedofdogbarf,andtyingtheparachutetotherocket,andcuttingaholeintotheparachute.Wecutholesinourparachutesbecauseitwasawindydayandifwehadnot,therocketwouldhavedriftedfaranditwouldhavebeenverydifficulttofindtherocketduringrecovery.Itwasachallengetofitthemotorintotherocket.Therewasatightfitandwehadtwomotorcasingsforourentireteamtouse.Althoughwemanagedtofitthemotorintomyrocket,itwasextremelydifficulttotakeitoutsoafterthelaunchflight,wehadtocutthemotorcasingoutoftherocket.” TheflightwentwellandRadhikarecountedtheeffortandherexperience,“Theparachutebecamealittletangledbutitdiddeployandtherocketwasrecovered.OurUMDTerrapinRocketclubgaveustheopportunitytobuildourownrocketsforcertification.Also,theclubissplitintoteamsforBattleoftheRocketsinApril.Beingamemberofthisteammadememoreinterestedinbuildingrocketsandtheprocessbehindit.Idecidedtotaketheopportunitytomakemyownmodelrocket.IlearnedalotthroughouttheprocessandIwoulddefinitelyreturnagain.” Shecontinued,“Mycurrentfieldofstudyismechanicalengineering.Itdoesenhancemyfieldofstudybyexposingmetonotonlythebuildingoftherocket,butalsophysicalandmathematicalconceptssuchdragforces,propulsion,andstrength.” ThemostenthusiasticmemberofthegroupwasSuejeanHan.HerLOCPrecisionHi-TechwascalledKathyandwassilverandblackwithvariousformerNASAmissionpatches.SueJeanoptedforafastburningH-550forherflight. Suejeanrecalledherexperience.“Ourentireteamof7onlyhad2reloadablemotorcasingstouse,makingitabitinefficientandslowofaprocess.Usingareloadablerocketmotorwaschallengingtoassembleperuse.Thisprocess requiredquiteabitofpatienceandagility inorder tomaximizenumberof launchespermotorcasing,sincewehadtoshareamongtheotherfliersinourgroup.Also,duetothewind,bigholeswerecutintoourparachutestopreventtherocketfromdriftingtoofarawayfromthelaunchsiteforrecovery.Therewasquiteaninitiallagfromthepointofignitiontowhentherocketactuallytookoff.Forabout5seconds,therocketdidnotlaunchfromthelaunchpad.However,onceitdid,everythingwassmoothsailing.” Suejeanspokeabout therecovery.“Despite the largeholescut into theparachute,becausewedidnotangletherocketagainstthewind,myrocketdriftedaboutamiletoamileandhalfawayfromtherocketlaunchsite.However,withsomepatientsandalotofwalking,wewereabletosafelyrecovermyrocket,thusqualifyingmeformyLevelOnehigh-poweredrocketrycertification.” Shecontinued.“IcamewiththeUniversityofMaryland,CollegePark’sTerrapinRocketTeam,ofwhichIamthetreasurer.Thisistheclosestlaunchsitefromourcampus.WewerealsoreferredtoHiggsFarmbyCentralSodFarm,thesiteinwhichweusedtoholdourcertificationlaunchesandflighttests.IamcurrentlypursuingaB.S.inpsychologywithaminorinneuroscience,onthepre-medicaltrack.Whilethisisn’tparticularlyrelatedtorocketry,Ihavebeensurroundedwithrocketrymyentirelife,becausemyparentshavebeenworkingforNASAsince they graduated from theUniversity ofMaryland, College Park in electrical engineering and computerscience.Rocketryisnotmycareerpath,butitisaninvigoratinghobbythatisnotonlyextremelyrewarding,butalsohumblingtoseethepassioninthosewhodochoosetopursueacareerinthisfield.IplanonworkingtogetmyLevelTwocertificationthroughTripoliRocketryAssociation,andIamonacompetingteamatthisyear’sBattleoftheRockets.” VictorCheungflewTheVictor,anotherLOCPrecisionHi-TechflownonanH-130.TheBlackrocketweighedinat2pounds. Victorwaslivingtherocketeersdreamonthiscoldandwindyday.“Thelaunchlugsnappedoffwhileitwasontherail.Thisseemedprettydevastatingbutthenwejustreattachedthelugbytightlywrappingitbacktothebodytubewithlayersofmaskingtape.Iwasthenabletosuccessfullylaunchandrecoverit.Onapriorlaunch,themotorretainerwassomehowstuckandnoonewasabletoturnit.Luckily,somegenerousdudesletusborrowawrenchtopryitoff,andIwasabletostickmymotorinandlaunchsuccessfully.” The challenges continued, “Noone inmy crewknewhow to set up themotor propellant kit and theinstructionswerenotmuchhelpatall.HoweverwewereabletofigureitoutthroughdeterminationandYouTubevideos.Ihelpedsetupthemotorsformostofthelaunchesthatday,andInowfeelveryconfidentinsettingupmotorsagainforfuturerockets.Itwentexactlyasplanned,andIgotmyLevelOnecertification.”



David Pape’s L1 flight


UMD SLI rocket and flight

Victorrememberedtherecoveryeffort,“Inpreviouslaunches,therewereissueswheretheparachutewastoobigsothatthewindcarriedthedescendingrockettosuchalargedistancethattheywereneverfound.Tomakesurethisdidn’thappenIcutalargeholeintheparachutesothatitwasactuallymuchmoreholethanactualparachute.Thisdramaticallyreduceddrifting.Wehadavanthatdrovetowardsthedirectionoftherocketafterapogeesothatnoonehadtowalk/runafardistancetorecovertherocket.Though,thevanwasequippedwithadudethatranreallyfasttorecovertherocketsohedidmostoftherunning.Icameforlevel1,andI’llbeback,(hopefullysoon),formyLevelTwocertification.” “I’m studyingmechanical engineering.Even thoughmodel rocketry isn’t directly related, I enjoy thehands-onexperienceofrocketbuilding/launchingandIlookforwardtotakingonmoreadvancedprojects/designswithrockets later.”Whenaskedifhewouldcontinuewithrocketryafter thisprojectVictorrespondedwitharesounding,“HELLYEAH!”


University of Maryland team waiting for the launch of their rockets.


It had to be the most gorgeous rocket ever made –all14 feetof it.Twentyfive inches indiameterandpaintedinmetallicred,whiteandbluestarsandstripesandemblazonedwith“EVELKNIEVELX-2”ingoldleafletteringdowntheside.Itwasthevehiclethatwasameanstoanend;awayformotorcycledaredevilEvelKnievel to accomplishwhathehadboastedhewoulddo– jumpover the1600’SnakeRiverCanyoninTwinFalls,Idaho.EvelandtheSkycycleinspiredanentiregenerationtoreachfortheskyandthatifyoucandreamit,youcandoit.Thisisthestoryofhowthatcrazyprojectcametobe… In1967,DaredevilRobertCraig“Evel”Knieveleruptedontothescenewiththemostgruesome,bonecrunching, slowmotion crash theworld had ever seenwhen he attempted to jump hismotorcycle over thefountainsatCaesar’sPalaceinLasVegas.Despitethisepicfailedjump,Evelwastogoontojumpfartherandfarther,breakingbonesandrecordsalongtheway. Atsomepoint,thedetailsdifferastowhereandwhen,hegotthecrazyideatojumptheGrandCanyononhismotorcycle.Hespokewithsuchbravadoandconfidencethatpeopleactuallybelievedhim.HethenhadsomeoneattachsomewingsandtwophonyrocketmotorstooneofhismotorcyclesandstartedtellingpeoplethatitwasthecontraptionthatwasgoingtopropelhimacrosstheGrandCanyon. AtoneofhisjumpsinPhoenix,AZ,Evel’sproposedcanyonjumpingcyclecaughttheeyeofayoungaerospaceengineernamedDougMalewicki.Dougsawrightawaythatsaidcraftdidn’thaveasnowball’schanceinHellofmakingitacrossacreek,letaloneacanyon.HeexpressedhisconcernstoEvel’smanagerwhosuggestedthatDougleavehisnumbersoEvelcouldcontacthim.MuchtoDoug’ssurprise,hegotacallfromEvelthenextday.

Evel Spirit

By Scott Truax


EvelaskedDougwhohethoughthewasfordoubtingthelegitimacyandeffectivenessofhiscraft.DouginformedhimhewasanAerospaceEngineer.Hethenproposedthathecouldbuildhimamotorcyclethatwasenclosedforaerodynamicsandwithfinsforstabilitythatmightactuallybeabletoaccomplishthetask.HebuiltEvelascalemodelandlauncheditacrossthecanyonwhich,forlegalreasons,turnedfromtheGrandCanyoninArizonatotheSnakeRiverCanyoninIdaho. EvelwasimpressedenoughwithDougthathecutloosesomemoremoneytobuildafullsizeprototypethatwouldcometobecalledtheX-1Skycycle. DougwouldneedarocketengineinadditiontothereciprocatingmotorcycleenginetopowertheX-1.ForthishewenttoaerospacecontractorAerojetGeneraltoseeiftheyhadanythingthatwoulddothejob.Predictably,


theyquotedhimanastronomicalsumforsaidengine.Ashewasheadingoutthedoor,someonesuggestedhegetintouchwithoneoftheirengineersnamedRobertTruaxwhohadacompanythatwasbuildingsteamrocketenginesfordragsters.Well,thatRobertTruaxguywasmyDadandtheircollaborationwasmyearliestandfondestchildhoodmemory. UnfortunatelyforDoug,ashewastransportingtheX-1,someonegotapictureofitanditruinedamajor$20,000dealEvelhadtounveilit.HegotmadandfiredDougandaskedmydadtotakeovertheproject.NowtheX-1,althoughstreamlinedandsexy,hadsomemajorissues.Evelinsistedthatthevehicleneededtobeabletobedrivenlikeamotorcyclebut thephysicsof jumpingamotorcycleover a canyon,nomatterhowaerodynamicorstable, justdidn’tworkout.Thefirstbigproblemariseswhenyouhittherampatsufficientspeedtoclearthecanyonandthesecondcomeswhenyoutrytolandit.MyDadwasabletoconvinceEvelthatitneededtobemorelikeapurerocket,non-steerablewithwheelsjustbigenoughtorideonwhileit travelsupasignificantlysteeper(56degrees)ramp.Itshouldalsolandonitsnosewithaparachutethatdeploysfromtherear.Evelfoughttheidea,wantingtobeincontrolbutrelentedwhenmyDadsuggestedhewouldbelikeanastronaut.Evellikedthesoundofthat. ThisnextrocketwastobecalledtheX-2.Twowerebuilt,atestrocketthatwouldbelaunchedwithadummyandonethatwouldeventuallycarryEvel. AbouttwoyearsofmadfabricatingandtestingensuedandinearlyAugustof1974thetestrocketwaslaunched. Unfortunately, thedroguechutedeployed themoment the rocketenginefiredandthetestrocketendedupintheriver.TheyhadbarelyoveramonthtodiagnoseandremedytheproblemasEvelhadsethislaunchdateforSeptember8th.Atthetimeitwasdecidedthatafaultyelectricalsignal from thevehicle’s complex anti roll systemmight havebeen theculprit.Theydecided tounplug thewhole thingandreplace itwith twofootpedalsthatKnievelwouldusetosteertherocketmanually.Hewouldalsoletgoofaspringloadedhandletoreleasetheparachute,therefore,ifhepassedout,thechutewouldstilldeploy. ThemuchhypedlaunchdateofSeptember8thfinallyarrivedandtheworldwaswatching.Evelwasswungoverthecrowdofsweatyonlookersviaachairhoistedbyagiantcraneandloadedintotherocket.Theystrappedhiminandafteratencounttherewasathunderousroarastherocketleaptfromthelaunchramponapillarofsteam.Immediatelyitcouldbeseenthatsomethingwaswrong.Justlikethetestlaunch,thedroguechutedeployedassoonastherocketmotorfired.Therocketdraggedthechutebehindituntilthesteamwasexhaustedandtheprevailingwindscarrieditbacktothenearsideofthecanyonwherehelandedjustfeetfromthewater.Rumors persisted that Evel chickened out and released the chute tooearlyandsadlymyDad,thebrilliantrocketscientist,wouldbecomemostinfamouslyknownforhisrocketthatdidn’twork. Over theyears,allofEvel’s recordswouldbebrokenandstuntsbestedexceptforone:theSnakeRiverCanyonjump. Ithadbeenthedreamofmylifetobeabletore-createthisjumpsuccessfullyandprovetotheworldthatmyDad’srocketwould’veworked. In2008IwascontactedbyadaredevilbythenameofMadMike

http://www.amwprox.com


HughestoseeifIcouldbuildhimarocket.Ideterminedquicklythattheguywasn’tquitefiringonallcylinderswhenhetoldmethatthereasonhewantedtodoitwastogetfamousandstarthisownclothingandfragranceline.Beingemployedasalimodriver,healsowantedtocalltherockettheX-2SkyLimo.Inadditiontoallthatwackiness,hedidn’thaveanymoney.Theconversationdidhowever,getmethinkingseriouslyabouttheSkycyclejumpagain.Istartedputtingplanstogethertobuildtherocket. IcontactedaproductioncompanyinL.A.wholovedtheidea.Intheirfirste-mailtheyasked“Howmuchdoyouneedandwhen”.Ithoughttomyself,“coulditbethiseasy?”Shortanswer:no.Afterstringingmealongfortwoyearstheyfinallysaidtheycouldn’tfindanynetworksinterestedintheproject. In2010,IwasthencontactedbyRobbieKnievel,Evel’sson,toseeifIcouldbuildarocketforhim.HismanagersetupameetingwiththepowersthatbeinTwinFallstoseeifthiswasindeeddo-able.Theydidn’tsayno,sowewereoffagain.Withinafewmonths,RobbiehadafallingoutwithhismanagerandIdecidedthatifthiswasgoingtogetdone,Iwasgoingtohavetodoitmyself.Istartedcollectingallthepartsnecessarytobuildtherocket. Mydad,ratherthanbuildsomethingfromscratch,usuallychosetomodifyaparthecouldpurchasefrommilitarysurplus.TheSkycycle’snoseconeandfuselageweremadefromamodifiedexternalfuel(drop)tankfromaGrummanAlbatrossSeaplane.ThesteamrocketenginewasamodifiedbreathingoxygentankfromaB-50bomber.ThefinsweremodifiedtailfinsfromaHillerhelicopter.


Using my dad’s original calculations, plans andmeasurements taken from the recovered test rocket thatwasondisplayatamuseuminNiagaraFallsCanada,therocketstartedtotakeshape.Onceitbegantoactuallylooklike a rocket, I started aFacebookpage calledReturn toSnakeRiver.Withinonlya fewdays IwascontactedbyaHollywoodstuntman named Eddie Braun who asked me if I had apilotformyrocket.IwasusingwhatIcalledthe“FieldOfDreams”ideathat“ifyoubuildit,theywillcome”andsureenough,itworked. Eddie turnedout tobea really stand-upguy–theconsummateprofessional.Heendedupfundingthewholeprojectwithhisentirelifesavings,tothetuneof1.6milliondollars.Hegot tomeetEvelasakidafterwatchinghimjumpinGardena,Californiaanditinspiredhimtobecomeaprofessional stuntman.This jumpwouldbehiswayofpayinghomage tohis childhoodhero.Eddiemademanyusefulcontributionstotherocketproject(besidesfundingandflyingit)includingnamingtherocketTheEvelSpirit. I assembled a team including Craig Adams, theengineer who built everything my dad designed post

Knievel.Withouthim,IwouldhavehadtohirefourengineersbecauseCraigknowseverythingabouteverything.WithEngineerCraig,MachinistLucasTracy,localTVnewsguyandrocketenthusiastJayMichaelsandCraig’ssonJeffery,wespentthevastmajorityof2014buildingandtestingthreerocketsandarampinhopesoflaunchingon

September 8th, the 40th anniversaryof theoriginal jump.However,wewere unable to secure a broadcastdeal and our test launch ended uphappeninginlateNovember. Wespentallof2015tryingin vain to secure a broadcast deal.When2016camealong,wedecided,tohellwithit,wearegoingtolaunch-dealornodeal.So,wegottheteambacktogetherincludingaguyfromAustralianamedMickVanMoorselwhowasanaccomplishedstuntmanand experienced fabricator andwereadiedtherocketforlaunch. The rocket was paintedby Troy Lee Designs in SouthernCalifornia and itwasbreathtaking.The paint scheme paid homage totheoriginalwithmetallicredwhiteandblue stars and stripesbutwiththebeautifulEVELSPIRITletteringonthesideandsmallerEddieBraun

http://photosbynadine.com/


ontheheadrest.ItglistenedinthesunlikenothingI’deverseen.Thereweremanythingstodototakethisfromtestrockettomanratedflightvehicleandthebudgetwasbeyondtight.Thefirstthingwastoreengineertheparachutedeploymentsystem. Weriggedthreecables to threered,whiteandbluehandlesfromasnowmobilepullstarter.TheRedhandleontopdeployedthedrogue,thewhiteinthemiddledeployedthemainchuteandthebottombluehandlewasforthebackupchute.ThedroguechutewasprovidedbytheRocketmanhimself,KyMichaelsonandthemainandbackupchuteswerefromJohnDunhamofSecondChantzAviation. Thenextthingweneededtodowastoengineeraholddownsystemthatwouldgiveus100%insurancethattherocketcouldnottakeoffwhileEddiewasclimbingin.ThisturnedouttoberightupMick’salley.Hespecializesindoingvehicularstunts,evenbeingtheoneresponsibleforthecarfrontflipsceneinthenewMadMaxmovie.It tookus about twomonths to ready the vehicle andbeforeweknew it, theSeptember 16th jumpdatewasapproaching. Wehiredahugecranetoplacetherocketontheramp.ItwaswayoverkillbutitwasmuchnicerthantheGradallweusedtoputitonwithforthetestlaunch.Thelastthingwewantedtodowasdamageitatthispoint…Eddie,thefilmandsupportcrew,JohnfromSecondChantzthenarrivedandthingsgotREALLYserious.Itwasaflurryofactivityandeveryoneconcentratedontheirtasks.Thecamerasweresetup,thechutesgotpacked.IwasevenhauleduptothetopoftherampinamancageviathecranetoinstallacoupleofnewAmericanflags.ItwasT-24hrs. Thenextmorningwestartedat6am.Therewasstillmuchtodo.Theboilerthatheatsthesteamfortherockettakesasolid3½hourstogetuptotemperatureandpressure.Thechutewasnotfullypackedandit’stheonesystemthatIwasn’tahundredpercentfamiliarwith.Iknewhowitworkedintheorybutnotthespecificmechanicalsofitall.TherewerestilllittleengineeringandmechanicaldetailsthatneededtobesortedandIcouldtellJohnwasstartingtofeelthestress.Hewasacutelyawarethatifhissystemdidn’tdeployabsolutelyperfectly,


Eddiewasadeadmananditwouldbeonhishead.I’mnotaparachuteengineeroffabricatorsotherewaslittleIcoulddo.ThankGodforKyMichaelsonandhisfriendKurtAnderson.Bothavidrocketeersandincrediblyknowledgeableonthistypeofparachutesystem.BothhadshoweduptowatchthelaunchandwhentheysawJohnstruggling,theyjumpedrightintohelp. Shortlybefore the launchIpulledKurtasideandaskedwhathe thoughtof theparachutesystem.Hisresponsewas, “Well, it’s less thanoptimal”.My immediate thoughtwas somethingalong the lines“Areyoufuckingkiddingme?!?”Ikeptcalmandaskedhimtoelaborate.“Wellit’sreallycrampedandhotbackthere”Hesaid.“Doyouthinkit’llwork?”Iasked.“Ohyeah,it’llwork”hereplied.Iwasimmediatelyrelieved. Wehadplannedtolaunchathighnoonbutthechutewasn’tfullyreadytillabout11:00anditwasn’tsafetofireuptheboilerwithpeoplestillworkingonthevehicle. Wefireduptheboilerassoonasthechutewasdone.Nothingtodoknowbutmonitorthepressureandtemperature…Abouttwohoursinwestartedhavingpowerinterruptionsandwehadtorestartthecomputers.Turnsoutallthecameraguyshadtheirbatteriesbeingchargedinourmobilecommandcenter,affectionatelyreferredtoastheSupervan,anditwaspoppingcircuitbreakers. Thetemperatureandpressureclimbedsteadilytowardstherequired468degreesand500psi.Thetensionwaspalpable. Wewerealmostuptotemperatureandpressurewhenthegaugesonthecomputerstartedtofluctuateandgiveerroneousreadings.IwentouttotalktoengineerCraigandhesaid“Wearegoingtohavetocallit”.“Callit?”Ithought.“Whatdoyoumeancallit”,Isaid.“Likecallitoffandtryagaintomorrow?”“No”Hesaid.“GogetEddie”.


I rantotheRVthatEddiewaswaitingin.“We’reready”,Itoldhim.Hejumpedtohisfeetandfollowedmeout.Itseemslikehewasintherocketandstrappedininnotimeflat.Thetimehadcome. Everyonewasat their stations.Mick releasedhisdockingclamp and flipped a switch illuminating a light in the cockpit.“Docking clamp released” I said toEddie over the radio. “Copythat”Eddiereplied.IthenflippedaswitchwhichallowedEddienowtofirethelaunchbutton.“Initiatorenabled”Iradioed.“Copy”Eddiereplied. Eddiehadtoldmethatatencountwastoolong,tostartatfive. “Launching infive, four, three, two,one”.Therewasn’tamoment’s time thatelapsedbetweenmeuttering theword“One”andtheroarof6000lbsofthrustbeingreleasedinaninstant. “Well”Ithoughttomyself,“I’veeitherjustkilledmyfriendorcompletedsomethingamazing.Inlessthanaminute,I’llknow”andIrushedoutoftheSupervan. There was almost no wind (an aberration for Idaho insummer)andthesteamlingeredintheairabovetheramp.TheflightpathfrommyvantagepointtookEddierightintothesun.Icouldn’tseeadamnthing.Iwaitedandlistened.Thecrowdbegancheering.Ithoughtthiscouldbeagoodsignbut,thenagain,thecrowdcheeredwhen the space shuttle Challenger exploded. From their vantagepointtheycouldn’ttellexactlywhatwasgoingoneither.

JustaboutthetimethesteamclearedandIwasabletocatchsightoftherocket,IheardthevoiceofStuntCoordinatorGaryDaviscomeovertheradio“Pull!Pull!Pull!”andIcouldseethe drogue chute had deployed. Five secondslater came the most beautiful sight I’d everseen:OurbeautifulRed,Whiteandbluestarsand stripes parachute had deployedflawlesslyandtherocketslowedtoaspeedthatgavemetheconfidencethatEddiewouldindeedsurvive. Iletoutanexasperatedgaspanddroppedtomyknees.Ifeltthetearscometomyeyes. I then quickly jumped tomy feet andranoutof thegate tofindaway toget to thelanding zone. Someone hadmovedmy car! Ilookedaroundandyelledintothecrowd,“Whowantstogivemearidetotheotherside?!?”KellyKlosterman,oneof thepropertyownerswas standing close by and said, “Iwill!” andwejumpedinhisnearbysidebysideATVandracedtotheotherside. Aswedrove,IwonderedifEddiewasok.Howdidtherocketland?Diditstickinthedirt likealawndart?Didit landontheshockabsorberandthenfalloveronhishead?

http://www.pythonrocketry.com

http://pythonrocketry.com


Evel Spirit leaving the ramp

Evel Spirit on its history making flight

https://www.youtube.com/watch?v=D1EtAyv132E

https://www.youtube.com/watch?v=D1EtAyv132E


Tomysurprise,therocketwassittingwithonebenttailfin,restingonallthreewheels.Apparentlyitdidn’tsticklikeIhadanticipated.Thedirtwasharderthanexpectedandtheslightbreezehadspunhimandhelandedperfectlyonthewheels.Couldnothavegonemoreperfectly. Weallhuggedandposedforagrouppicture.Wehaddoneit.Thiseightyearphaseofmylifewasnowover.ThateveningweallmetatalocalrestaurantintownthatoverlooksthebeautifulSnakeRiverCanyon,ate,drank,laughedandsharedstoriesabouttheday’seventsandtheguyswho’slegacieswe’dfinallyfulfilledthatday–TheBobs–RobertKnievelandRobertTruax. It’sbeensixmonthsnowsincethelaunchandalthoughwewereunabletosecureabroadcastdeal,we’vehadourowncamerasrollingtheentiretimeandhavecapturedsomeabsolutelyamazingfootageofthiswholeordeal.Weareallnowanxiouslyawaitingthereleaseofourmovie. ItismypassiontokeepmyDad’sdreamaliveandeducatepeopleaboutrocketry.Ihavehisautobiography–AmericanRocketman,availableonAmazonKindle. https://www.amazon.com/American-Rocketman-Amazing-Americas-Scientist-ebook/dp/B00PJ6YID0/ref=sr_1_1?ie=UTF8&qid=1487903901&sr=8-1&keywords=american+rocketman It’sanamazingreadforanyoneinterestedinthehistoryofrockets,WWII,Americaoranyonejustlookingtobe inspired. IalsohaveSkycycleblueprint t-shirtsavailable. Ifanyonereading thiswouldbe interested inbookingtheEvelSpirittoappearatyourevent,youcanmessageEddieBraunormeonFacebookforinformation.

A safe, successful landing!

Drogue deployment

https://www.amazon.com/American-Rocketman-Amazing-Americas-Scientist-ebook/dp/B00PJ6YID0/ref=sr_1_1?ie=UTF8&qid=1487903901&sr=8-1&keywords=american+rocketman

https://www.amazon.com/American-Rocketman-Amazing-Americas-Scientist-ebook/dp/B00PJ6YID0/ref=sr_1_1?ie=UTF8&qid=1487903901&sr=8-1&keywords=american+rocketman

Speed Weekend in Arsunda SwedenwasheldonFebruary24/25,2017andthepurposeforbraggingrights.KurtAndersonwasinattendanceforaWorldRecordSpeedattemptontheiceatArsunda.TheteammadefourrunsFeb23rd whichwereshort5-gallontestruns,onthe24ththerewas15gallonrun,onthe25ththerewasalsoa15-gallonrunandtowrapuptherecordattemptonthe26ththerewasa15gallonrun. TeamMembersincludedKurtAndersonwhoistheOwnerandDesign-Build/Driver,KyMichaelsonwhobuilttherocketmotorin1974forJerryHehn,whichwasrebuiltbyKurtin2015/2016.Kywasalsoconsultedthroughouttheproject.ByronNelsonwasthechassiswelderandDonGroffwasthealuminumbodybuilder.BuddyMichaelsonwastheshophelper.Buddyalsoprovidedsupportonmanyaspectsofthebuild. ThenameofProjectistheArcticArrowanditisarocketpowereddragsteronskis,designedforaWorldRecordSpeedAttemptatSpeedWeekendinArsundaSweden.TheVehicleis25’long,6’wideintherear,1,510lbs.fullyloadedwithfuelanddriver.Theprimarymaterialofconstructionisthestainless-steelmotor,motor:stainlesssteel,chrome–molychassis,analuminumbodyandthefinishisavinylwrap. Themotormaterialsareasfollows;thereare5000poundsofthrustproducedbytheHydrogenPeroxideRocketMotor,fuelis90%RocketGradeHydrogenPeroxide(HTP).Thesystemhasan18gallonfueltank.Thefuelispressurizedwith3300PSIhypercleanbreathingairsupplyregulateddownto350to650PSIfueltankpressure.TheFueltankpressureissetfromwithinthecockpit.Thearmingofthesystemisdoneonrunwayoncewearecleartogowithinthecockpit.Thefuelflowiscontrolledby2”DeZurikbutterflyvalvesdesignedforhighpressureHTP.Thesystemhasaprimaryandsecondarybackupvalve.Therearehighpressuresafetyvalvesatthehighpressureairsupplyandatthefueltank. AscanbeexpectedtherewereshippingchallengesfromtheUnitedStatestoSweden.Kurthadpurchasedanew40’highcubecontainertobuildinadditionalstrappingpoints.FromMinnesota,itwastruckedtothelocaltrainyard,thentraveledbytraintoNorfolkVirginia,thenshippedacrosstheoceantoSweden,andthentruckedtotheeventsite.Shippingthefuelwascomplicatedduetosecuritylogisticsandpermitting.Totaltraveltimewas6weeks.KurteveninstalledaGPStrackertokeeptrackoftheprogress.

Arctic Arrow

By Neil McGilvray with Alan Anderson


Photo by Tuong-Lan Dang


Begining to build the tube frameleft: front of the dragsterright: back side of the dragster


http://www.madcowrocketry.com


Installing the rocket motor

Install of the rear skis and fin


Applying the skin to the frame

ACockpit cover installed Front fin for control


Siteprepwasmanagedbylandracing.setheorganizersoftheevent.AsKurtdescribed,“Wedidhelptryandrepairalargeiceheaveinthemiddleofthetrackonthenightsbeforetheevent.OnFebruary23itwascleartheiceridgerepairswouldnotbegoodenoughfortheeventsoanew4Kilometertrackwasplowedthatnightfortheeventthenextday.Itwasn’tpreppedaswellasthefirsttracksoitwasveryroughonthefirstday.Normallythelongtrackhasaboutonemonthofpreptogetthecoursesmooth.” Kurtcontinued,“Wehavedigital temperaturegaugeson thefuel tanks,andtherocketmotor.Limitedelectronicneededandtheirfailurewouldnotcausealaunchabort.WedidhaveaproblemwiththeelectronicignitionsystemofourexternalmotorheatingsystemsowehadtouseamanualLPGtorchtoheatthemotor.ThebiggestchallengewithaHTPRocketMotorinthewintermonthsistemperature.TemperaturehasaverybigeffectontherateHTPdecomposition.Ourchallengewastowarmthefueltoabove100Fbutnotover135F.Andwewantthemotorashotaspossiblebutbelow1,500Fandnotoverheatthingsclosetothemotorlikethepneumaticcylindersfortheemergencybreakingsystem. Weused3electricheatingbandsonthefueltankandaLPGtorchtopre-heatthemotor.Wespendoveranhourtoheatthemotorincyclestoallowheatthetransferdeepintothemotorwithoutoverheatingthenozzle.” Andersondescribedtheattempts,“Theonlyrunthatwentasplannedwasourfirstruntotestthechassissetup.WeloadedtheArcticArrowwith5gallonsofHTPat350PSItankpressure.OnethatrunIgaveitaquicksquirtoffuelthatgotmemovingsoIcouldfeelandlistentothechassisontheice,andthengotbackintotousetherestoftheloadedfuel.

http://www.the-rocketman.com/store.html


Packed and ready to ship

Arriving in Sweden trucked to race site


OnmysecondrunonFebruary24Ihadafullloadoffuelandwelineduponthenewlycreatedcourse,weknewitwasgoingtoberoughandabouthalfwayinmyrunthesteeringwheelbrokeoffinmyhands.IgottheArcticArrowsafetystoppedonthecourse.TheparachutesandIceClawdidtheirjob.Wehadtomakesomerearskiadjustmentsbecausetheydidgetoutofalignmentontherun.AtthattimeIdidn’tthinkitwastooseriousatthattime. OnmythirdrunFebruary25ththetrackwasabitsmootherandwerecordeda332kphrunwhichturnedouttobethetopspeedoftheeventbutnotanewworldrecord.Afterwegotbacktoourpitareawenoticedtherearaxleswerebentbadly.Therearskishad3’customcarbiderunnersthatcutintheicemorethanIexpectedandactuallybentthe1”hardenedsteelaxles.WeworkedintothenighttryingtostraightentheaxlesandIremovedabout1.5’ofthecarbiderunnerstoreducetheloadontheaxles. OnFebruary26thweattemptedanotherrunattherecordbutagainIhadtolifthalfwayinmyrunbecauseoneoftheshortenedcarbidesbrokelooseandcausedtherearofthevehicletoswaydramatically.Atthatpointitwastimeforustotakewhatwelearnedbacktotheshopandredesigntherearsupportandskisystem.” “ThemainreasontobringtheArticArrowtoSwedenwastheSpeedWeekendeventandthelongcourseonicetheycreate.IhaverelativesinSwedenandIhadneverbeentoEuropesothiswasabonusforgoingtoSweden.TheStaffatSpeedWeekenddoagreatjobputtingonagreaticeracingevent.Idoplantoreturnin2018tofinishwhatIstartedonice!” TheArcticArrowisonitswaybacktotheUSAwhereKurtwilldoupdatesonthesteeringandrearskis.Iwillalsoexaminethecatalystpackoftherocketmotorandmakeanyneededadjustments. Kurtdetailedhowhegotinvolvedinanattemptlikethis,“Istarteddragracingin2007andreallyfellinlovewithit.Ithinkinthewinterof2013IcameacrossandarticleontheinternetbyKyMichaelsonaboutaHemipoweredsnowdragsterhebuilt,andIdecidedtogivehimacall.Thenextweekwehadlunchandthatchangedalotforme.HeshowedmehisConklinCometRocketCarandIwasfascinated.IdidmyownresearchandthenextmonthKyandIwereinCaliforniarummagingthroughaerospacesalvageyardstogetwhatIneededtobuildmyownrocketcar. AfterwegotbackaguyinFloridaadvertisedavintagerocketcarforsalethathadahistoryleadingbacktoKy.IboughtthatcaranddovedeepintothescienceofHTProckets.IupdatedthatcarandnamedittheSonicStingerandmadeabunchoftestrunsandagainfellinlovewiththrustdrivendriving.KytookmetotheGoFast2014spaceshotlaunchandBALLSofthatyearandmyrespectforthepowerandaweofrocketrygrew. Ithinkneartheendof2014Igottheideatogoaftertheworldrecordoniceandasthepiecesfellintoplaceitstartedtofeellikemydestiny.Itmaysoundcornybutrocketshavechangedmylife”

http://www.aeropack.net

Giovanni “Bruno” Selmi,friendtoallwhoeverflewarocketintheBlackRockDesertofBruno’sCountryClubfame,diedonSaturday,May13,2017at94. AlegendinNorthernNevadathankstohis“worldfamous”stuffedpastaandhissharp-tongued,Italianwit,Brunowasabelovedfigurehead in the townofGerlach, acommunitywhichhe is largelycreditedwithbuildingonthebackofhisdiner,bar,motelandgasstation. “It’sliketheendofanera.He’sbeenlikeagrandfathertosomany,”saidLaceyHolle,managerofBruno’sCountryClub. Theestablishment,whichhasbeeninbusinesssincetheearly1950s,hasnotcloseditsdoorsformorethanadaysince1983,whentheoriginalbuildingburnedtothegroundinafire.Thebar,whichhasasloganof“WherethepavementendsandtheWestbegins,”hasasignreading“ThisspacereservedforBruno”outfront.ThelocalwateringholeremainedopenonSaturday. Brunowas23whenhearrivedintheUnitedStatesfromLucca,Italy,inNovember1946.HespokelittleEnglishwhenheshowedupathisbrother’sranchinDayton,thoughheknewhiswayaroundthekitchen,sothat’sexactlywherehisbrotherputhim. “Myfirstcheckwas$77.Inevergotbrokesince,”SelmitoldtheRenoGazette-Journalin2013.Severalmilesdowntheroad,inthesmallcompanytownofEmpire,afewfellowItaliansstartedworkinginthenearbycementplant.LikeBruno,noneofthemknewmuchEnglish.Byday,hewouldworkinEmpireand,bynight,hewouldtendbaranddeal21atthelocalbar-casinoinEmpirewherehemethiswife,Frances,asingeratthebar. ForBrunoandFrances,itwasjustthebeginning.Brunowasofferedthechancetoleasethelocalbar-casino inEmpire,but theopportunity toopenhisown joint in1950 inGerlach lookedmoreprosperous.HeboughtanoperationoriginallyknownastheLonghornBarfor$6,500andremodeledit.

Bruno Selmi, Farewell Old Friend

By Neil McGilvray with excerpts from Jenny Kane, Reno Gazette-Journal


He was told that Bruno’sClub wasn’t a complete name, sohe made it Bruno’s Country Clubbecause it was out in the country,hisdaughterSkeekieCourtneytoldthe RenoGazette-Journal in 2013.Whenitburneddowninthe1980s,thetownhelpedhimrebuildalargerversion. While Bruno was knownto take quarreling or whiningemployees outside and show themhisnamewrittenonthebuildingasa silent display of his upper handin the small town, he also woulddoanythingfor thosewhohe tookunderhiswing. He welcomed pretty mucheveryone – Burners, truckers,hunters, ranchers and alike – into

hisbusiness,thoughHollesaidhewouldquicklyletyouknowifhedidn’tlikeyou. “Myfavoritethingabouthimwashisattitude.Ifyoudidn’tlikeithere,he’dtellyoutogoacrossthestreet.Helikedsaying,‘What’soverthere?Nothing,’”saidHoller,whoknewBrunofor10years.Duringthe1990s,hecateredtothecaravanofbohemianswhopassedthroughhistowntogettoBurningMan,helddeepinthebellyoftheBlackRockDesert. “HedidnotliketheBurnersinitially.Youwouldcomeofftheplaya--thiswasbeforeRVs--andtheywouldfeelgrossandthey’dwashofftheirarmsandeverythinginthebathroom.Hejustthoughtweweredirtyhippies,”saidBurningManCEOMarianGoodell. Duringtheearly1990s,whenBurningManfirststartedtakingcashfortickets,theorganizationdidn’thaveanywheretokeepthemoney,sotheyhandedoffthemoneytoBruno.BurningManfounderLarryHarvey


Ever present Bruno’s Country Club

Bruno and a much younger Chuck

toldGoodellonSaturdaythatBrunowasBurningMan’s“firstbank.” “He was old school Italianin every way, he liked the ladies,he believed in good food and healwaysmadesurethateveryonehada cocktail. He was an old schoolbusinessman.WhatBrunosaid,wedidn’tmesswith him.Hewas theDonofthetown,”Goodellsaid. Inrecentyears,Brunoplayedalesserroleinhisbusiness,passingoff much of the responsibility tohis daughter, Skeekie Courtney.His wife, Frances Selmi, died in2003,andhisownhealthhadbeensuffering as of late, according toHolle.

Several of his propertieshave been sold off. The BurningMan organization paid Bruno$170,000forseven lots inGerlachthat organizers will use forsummer residences during eventpreparations.Lastyear,aportionofthemotelalsosufferedafire. Bruno was friendly to themany rocketeers who would passthrough Gerlach on their way totheBlackDesertLaunchSitesandespecially so to those who stayedat the intimateconfinesofBruno’sMotel,justdownthestreetfromtheCountryClub.Bumpybedsandhotshowerswere theorderof theday.

Brunowasnever in amad rush toturn the heat on and at times youcould see your breath in the roomonacoldNevadanight. KenFinwallremembershisinteractionwithBrunofrombackintheday. “I think thiswas in1998at BALLS 8. I had been out onthe playa flying and came back toBruno’s fordinner.Then Iwent tothebar.Brunowasbehind thebar.Ihadabout5or6BlackRussians,(he would pour the cheap stuff ifyou did not look), and then was


State sign for Bruno’s

The only reserved parking spot in town.

Dinner with friends was Bruno’s way

ready to leave formy room. I hada sparequarter dancing in frontofme and it begged to be played inone ofBruno’s fine slotmachines.The machines were likely 20-30yearsold.TheonethatIdrunkenlyselected was a single line, singlequarter machine. It had cherries,oranges, bars and jackpots. I wasdone, justgoing towasteaquarteron theonearmedbandit. Iputmyquarter and pulled the handle….JackpotJackpotJackpot.Ihadjustwon $675. Bruno came over andgrumbled (as he did.) He walkedinto the back room and came outwiththemoney.Hecounteditout.1,2,3,4,5,6,sixfifty,sixseventy,six

seventy-five. DaveLeininger,nostrangerto a drink or two at Bruno’sremembers, “Sleeping in the bar”.Dave said, “Weall knew this timewouldcomesoonerratherthanlaterbutit’sstillsadandmycondolencesgoouttohisfamilyandlovedones.He will surely be missed. I haveheard many stories about Brunoover the years but Ky’s Raviolistorywas thebest. Next timeyou

seehimaskhimaboutit,you’llloveit. BTW, I had Ravioli for lunchtodayinBruno’shonor.” Kathy Gilliand’s favoritestory fromherfirst trip toBruno’sduringBalls13waswhensheaskedthe waitress what kind of cheesestheyhadandthewell-wornwaitressanswered, Honey, you’re in thedesertandweonlyhaveonekindofcheeseandyou’regoingtolikeit!” BobUtleyrecalls theneverexplainedmysteryofthereservationbookandhowitwasimpossibletomakeareservationforthefollowingyear. It was commonly knownnever to make reservation directlywithBruno.Aslongasmoneywas


The cafe inside Bruno’s Country Club

Bruno always in his blue shirt

Lacy Holle, manager of Bruno’s Country Club


Bruno Selmi1923-2017

involved,hewouldagree toanythingandremembernothing.Therulewasalways talk toChuckorLacey ifyoureallywantedaroom.ThebookwasmyriadofnotesandscribblingsthatevenBrunocouldn’tdecipher,yeteveryoneseemedtogetaroom. Mymainrecollectionwasthecastofcharactersthatwouldcomethroughthebarroomdoor.PeoplevariedfromwideEasternersontheirfoisttriptoGerlachtothehardcoreBurnerswhomadetheBlackRockDesertalifestylechoice.Brunowasusuallypatient,unlesshewantedtoclosethediningroomorclosethebar.Therewasneveratimeschedule;closingwasalwaysathiswhim.WhenBrunosaiditwastimetogo,youbetterdrinkupbecauseitwastimetogo. BrunowillbeforevermissedinGerlachandaspartofeveryrocketlaunchthatisheldoutonthePlayaoftheBlackRockDesertfromhereonout.Hewasfamilytomanyoftherocketeerswhocametoknowhimnotjustasthegrumblingowner,butasafriend.Brunowasamanwhowasembracedbycelebritiesdowntothecommonman.Hedidn’tdiscriminate.Heeitherlikedyouordidn’tandhemaintainedagoodmemoryuptohislastdays.IthinkIcansafelyspeakforalltheBlackRockRocketFlierswhocrossedpathswithBrunoovertheyears,youwillliveonasoneofthemostcolorful,interesting,stubbornandremarkablepeoplethatanyrocketeercouldhaveevermet.ItisbecauseofBrunothatmanyofthelaunchesintheBlackRockDesertcouldhaveeventakenplace.GodspeedBruno,yourflamewillburnbrightwitheverypushofthelaunchbuttonoutonthePlaya.


The last thing you see leaving Gerlach, Bruno’s gas station

http://www.rgj.com/videos/news/2017/05/13/watch-look-back-bruno-selmis-impact-gerlach/101659502/

http://www.rgj.com/videos/news/2017/05/13/watch-look-back-bruno-selmis-impact-gerlach/101659502/

MAGAZINE MAGAZINE INDEX Rockets Magazine has been around for ten years now. With all those years you can believe we have some stories to tell and printed. Now we are releasing our index of the magazine, but not all ten years at one time. In the next couple of pages is the first year.

To help you understand the columns lets explain them. First and last name of who wrote it or took the photos. The W/P is for writer or Photographer. Vol is the volume and will be one for the first year, the Iss is the issue and for each volume should be 1 though 6. P# is the first page of the article in that issue.

Rockets Magazine also has over 40 titles of DVD’s in standard and HD version. We will have an index for all of them as well. So if you are looking to see what all we have you should be able to find it or someone with the help of the index.


http://www.multitronix.com


McGilvray Neil w Editoral 4 1 Apr-09 4Utley Robert w Editoral 4 1 Apr-09 4Mobley Darrell w News 4 1 Apr-09 6 McGilvray Neil w Apollo 40th Anniversary 4 1 Apr-09 8 McGilvray Neil p Apollo 40th Anniversary 4 1 Apr-09 8 Weber Jill p Apollo 40th Anniversary 4 1 Apr-09 8 Hickam Homer w Why Homer Wrote It 4 1 Apr-09 18 Eves Ben w Space Camp Exper 4 1 Apr-09 22McGilvray Neil p Space Camp Experi 4 1 Apr-09 22 Koloms Debra w LDRS 28 4 1 Apr-09 26 McGilvray Neil p LDRS 28 4 1 Apr-09 26 Johnson Krista w Space Camp: 4 1 Apr-09 27 Cayemberg Eric w Midwest Power 6 4 1 Apr-09 28 Hill Brent p Midwest Power 6 4 1 Apr-09 28 Mobley Darrell w Remember Gary Buck 4 1 Apr-09 41 Good Ken w We Won! 4 1 Apr-09 42 Barber Trip w We Won! 4 1 Apr-09 42 McGilvray Neil w ARG-6: Yo-Ho, 4 1 Apr-09 44 McGilvray Neil p ARG-6: Yo-Ho, 4 1 Apr-09 44 Weidhaas Mark p ARG-6: Yo-Ho, 4 1 Apr-09 44 Meux Jr. Gerald p ARG-6: Yo-Ho, 4 1 Apr-09 44 Farrand Justin w Review: Mongoose 38 4 1 Apr-09 58 Farrand Justin p Review: Mongoose 38 4 1 Apr-09 58 Neff Chuck p VAST 4 1 Apr-09 61 McGilvray Neil w Editoral 4 2 Jun-09 4 Utley Robert w Editoral 4 2 Jun-09 4 Mobley Darrell w News 4 2 Jun-09 6 Trebbi Chris w Elastic is for Underpants4 2 Jun-09 8 Trebbi Chris p Elastic is for Underpants4 2 Jun-09 8 Hermes Frank w Fin Fixture 4 2 Jun-09 14 McGilvray Neil w Scott Spencer's Political 4 2 Jun-09 20 McGilvray Neil p Scott Spencer's Political 4 2 Jun-09 20 Weber Jill p Scott Spencer's Political4 2 Jun-09 20 Canepa Mark w Steve Eves's Saturn V 4 2 Jun-09 22 Canepa Mark p Steve Eves's Saturn V 4 2 Jun-09 22 McGilvray Neil p Steve Eves's Saturn V 4 2 Jun-09 22 Haring Todd p Steve Eves's Saturn V 4 2 Jun-09 22 Potter Ken p Steve Eves's Saturn V 4 2 Jun-09 22 McSwain Victoria p Steve Eves's Saturn V 4 2 Jun-09 22 Colby Chris p Steve Eves's Saturn V 4 2 Jun-09 22 Feldman Gene p Steve Eves's Saturn V 4 2 Jun-09 22 Weidhaas Mark w Big Fellow Rocketry 4 2 Jun-09 41 Weidhaas Mark p Big Fellow Rocketry 4 2 Jun-09 41 McGilvray Neil w Battle of the Rockets 4 2 Jun-09 46 McGilvray Neil p Battle of the Rockets 4 2 Jun-09 46 McGilvray Neil w By The Numbers 4 2 Jun-09 52 Miller Mark p By The Numbers 4 2 Jun-09 52 Truitt Norwood p By The Numbers 4 2 Jun-09 52 Feldman Gene p By The Numbers 4 2 Jun-09 52 Good Ken w BATFE May 18,2009 4 2 Jun-09 56 Barber Trip w BATFE May 18,2009 4 2 Jun-09 56 O'Sullivan Jerry w Reivew: Apollo 4 2 Jun-09 58 Hillman Blane w Group Therapy 4 2 Jun-09 61 McGilvray Neil w Editoral 4 3 Aug-09 4 Ultey Robert w Editoral 4 3 Aug-09 4 McGilvray Neil w LDRS 28, T-Minus 0 4 3 Aug-09 6 Burnett Stephenp LDRS 28, T-Minus 0 4 3 Aug-09 6 Gardner Greg p LDRS 28, T-Minus 0 4 3 Aug-09 6 Haring Todd p LDRS 28, T-Minus 0 4 3 Aug-09 6

Last Name First W/P Article Title Vol Iss Date of issues P#


Last Name First W/P Article Title Vol Iss Date of issues P#Jones Josh p LDRS 28, T-Minus 0 4 3 Aug-09 6 Kinney Nadine p LDRS 28, T-Minus 0 4 3 Aug-09 6 LaPanse Ray p LDRS 28, T-Minus 0 4 3 Aug-09 6 McConnell Patrick p LDRS 28, T-Minus 0 4 3 Aug-09 6 McGilvray Neil p LDRS 28, T-Minus 0 4 3 Aug-09 6 McSwain Victoria p LDRS 28, T-Minus 0 4 3 Aug-09 6 Pickett Eldred p LDRS 28, T-Minus 0 4 3 Aug-09 6 Sapp Tim p LDRS 28, T-Minus 0 4 3 Aug-09 6 Taverna Fred p LDRS 28, T-Minus 0 4 3 Aug-09 6 Zimmerman Terry p LDRS 28, T-Minus 0 4 3 Aug-09 6 McGilvray Neil w LDRS 28, Day One 4 3 Aug-09 9 Burnett Stephen p LDRS 28, Day One 4 3 Aug-09 9 Gardner Greg p LDRS 28, Day One 4 3 Aug-09 9 Haring Todd p LDRS 28, Day One 4 3 Aug-09 9 Jones Josh p LDRS 28, Day One 4 3 Aug-09 9 Kinney Nadine p LDRS 28, Day One 4 3 Aug-09 9 LaPanse Ray p LDRS 28, Day One 4 3 Aug-09 9 McConnell Patrick p LDRS 28, Day One 4 3 Aug-09 9 McGilvray Neil p LDRS 28, Day One 4 3 Aug-09 9 McSwain Victoria p LDRS 28, Day One 4 3 Aug-09 9 Pickett Eldred p LDRS 28, Day One 4 3 Aug-09 9 Sapp Tim p LDRS 28, Day One 4 3 Aug-09 9 Taverna Fred p LDRS 28, Day One 4 3 Aug-09 9 Zimmerman Terry p LDRS 28, Day One 4 3 Aug-09 9 McGilvray Neil w LDRS 28, Day Two 4 3 Aug-09 13 Burnett Stephen p LDRS 28, Day Two 4 3 Aug-09 13 Gardner Greg p LDRS 28, Day Two 4 3 Aug-09 13 Haring Todd p LDRS 28, Day Two 4 3 Aug-09 13 Jones Josh p LDRS 28, Day Two 4 3 Aug-09 13 Kinney Nadine p LDRS 28, Day Two 4 3 Aug-09 13 LaPanse Ray p LDRS 28, Day Two 4 3 Aug-09 13 McConnell Patrick p LDRS 28, Day Two 4 3 Aug-09 13 McGilvray Neil p LDRS 28, Day Two 4 3 Aug-09 13 McSwain Victoria p LDRS 28, Day Two 4 3 Aug-09 13 Pickett Eldred p LDRS 28, Day Two 4 3 Aug-09 13 Sapp Tim p LDRS 28, Day Two 4 3 Aug-09 13 Taverna Fred p LDRS 28, Day Two 4 3 Aug-09 13 Zimmerman Terry p LDRS 28, Day Two 4 3 Aug-09 13 McGilvray Neil w LDRS 28, Day Three 4 3 Aug-09 21 Burnett Stephen p LDRS 28, Day Three 4 3 Aug-09 21 Gardner Greg p LDRS 28, Day Three 4 3 Aug-09 21 Haring Todd p LDRS 28, Day Three 4 3 Aug-09 21 Jones Josh p LDRS 28, Day Three 4 3 Aug-09 21 Kinney Nadine p LDRS 28, Day Three 4 3 Aug-09 21 LaPanse Ray p LDRS 28, Day Three 4 3 Aug-09 21 McConnell Patrick p LDRS 28, Day Three 4 3 Aug-09 21 McGilvray Neil p LDRS 28, Day Three 4 3 Aug-09 21 McSwain Victoria p LDRS 28, Day Three 4 3 Aug-09 21 Pickett Eldred p LDRS 28, Day Three 4 3 Aug-09 21 Sapp Tim p LDRS 28, Day Three 4 3 Aug-09 21 Taverna Fred p LDRS 28, Day Three 4 3 Aug-09 21 Zimmerman Terry p LDRS 28, Day Three 4 3 Aug-09 21 McGilvray Neil w LDRS 28, Day Four 4 3 Aug-09 38 Burnett Stephen p LDRS 28, Day Four 4 3 Aug-09 38 Gardner Greg p LDRS 28, Day Four 4 3 Aug-09 38 Haring Todd p LDRS 28, Day Four 4 3 Aug-09 38 Jones Josh p LDRS 28, Day Four 4 3 Aug-09 38 Kinney Nadine p LDRS 28, Day Four 4 3 Aug-09 38 LaPanse Ray p LDRS 28, Day Four 4 3 Aug-09 38




McConnell Patrick p LDRS 28, Day Four 4 3 Aug-09 38 McGilvray Neil p LDRS 28, Day Four 4 3 Aug-09 38 McSwain Victoria p LDRS 28, Day Four 4 3 Aug-09 38 Pickett Eldred p LDRS 28, Day Four 4 3 Aug-09 38 Sapp Tim p LDRS 28, Day Four 4 3 Aug-09 38 Taverna Fred p LDRS 28, Day Four 4 3 Aug-09 38 Zimmerman Terry p LDRS 28, Day Four 4 3 Aug-09 38 McGilvray Neil w LDRS 28, Day Five 4 3 Aug-09 57 Burnett Stephenp LDRS 28, Day Five 4 3 Aug-09 57 Gardner Greg p LDRS 28, Day Five 4 3 Aug-09 57 Haring Todd p LDRS 28, Day Five 4 3 Aug-09 57 Jones Josh p LDRS 28, Day Five 4 3 Aug-09 57 Kinney Nadine p LDRS 28, Day Five 4 3 Aug-09 57 LaPanse Ray p LDRS 28, Day Five 4 3 Aug-09 57 McConnell Patrick p LDRS 28, Day Five 4 3 Aug-09 57 McGilvray Neil p LDRS 28, Day Five 4 3 Aug-09 57 McSwain Victoria p LDRS 28, Day Five 4 3 Aug-09 57 Pickett Eldred p LDRS 28, Day Five 4 3 Aug-09 57 Sapp Tim p LDRS 28, Day Five 4 3 Aug-09 57 Taverna Fred p LDRS 28, Day Five 4 3 Aug-09 57 Zimmerman Terry p LDRS 28, Day Five 4 3 Aug-09 57 McGilvray Neil w LDRS 28, Banquet 4 3 Aug-09 37 Burnett Stephenp LDRS 28, Banquet 4 3 Aug-09 37 Gardner Greg p LDRS 28, Banquet 4 3 Aug-09 37

http://www.perfectflitedirect.com



Haring Todd p LDRS 28, Banquet 4 3 Aug-09 37 Jones Josh p LDRS 28, Banquet 4 3 Aug-09 37 Kinney Nadine p LDRS 28, Banquet 4 3 Aug-09 37 LaPanse Ray p LDRS 28, Banquet 4 3 Aug-09 37 McConnell Patrick p LDRS 28, Banquet 4 3 Aug-09 37 McGilvray Neil p LDRS 28, Banquet 4 3 Aug-09 37 McSwain Victoria p LDRS 28, Banquet 4 3 Aug-09 37 Pickett Eldred p LDRS 28, Banquet 4 3 Aug-09 37 Sapp Tim p LDRS 28, Banquet 4 3 Aug-09 37 Taverna Fred p LDRS 28, Banquet 4 3 Aug-09 37 Zimmerman Terry p LDRS 28, Banquet 4 3 Aug-09 37 Gardner Greg w Feature Flier 4 3 Aug-09 62 McGilvray Neil w Editoral 4 4 Oct-09 4 Utley Robert w Editoral 4 4 Oct-09 4 Mobley Darrell w News 4 4 Oct-09 6 Brown Jason w The University of Texas 4 4 Oct-09 8 McGilvray Neil p The University of Texas 4 4 Oct-09 8 Cozen David w Williams Westernationals 4 4 Oct-09 10 Streeter Neil p Williams Westernationals 4 4 Oct-09 10 McGilvray Neil w Mile High Mayhem 2009 4 4 Oct-09 12 McGilvray Neil p Mile High Mayhem 2009 4 4 Oct-09 12 Kinney Nadine p Mile High Mayhem 2009 4 4 Oct-09 12 LaPanse Ray p Mile High Mayhem 2009 4 4 Oct-09 12 Michael Dan w Rockets 9.25 Honest John 4 4 Oct-09 26 Michael Andrew p Rockets 9.25 Honest John 4 4 Oct-09 26 Miller Thomas w Advance Flight Electronics 4 4 Oct-09 34 Oleszewski Wes w Gap Staging-Making 4 4 Oct-09 42 McGilvray Neil p Gap Staging-Making 4 4 Oct-09 42 Canepa Mark w RocStock 29: Three Days 4 4 Oct-09 46 Canepa Mark p RocStock 29: Three Days 4 4 Oct-09 46 Davis Glenn w Review: Rosuse-Tech CD3 4 4 Oct-09 60 McGilvray Neil w Editoral 4 5 Dec-09 4 Utley Robert w Editoral 4 5 Dec-09 4 Mobley Darrell w News 4 5 Dec-09 6 Ritter Mike w Queensland Rocketry Society 4 5 Dec-09 8 Miles Shane p Queensland Rocketry Society 4 5 Dec-09 8 Pratt Brendanp Queensland Rocketry Society 4 5 Dec-09 8 Liebke Simon p Queensland Rocketry Society 4 5 Dec-09 8 Genn Ben p Queensland Rocketry Society 4 5 Dec-09 8 McGilvray Neil w Southern Thunder 2009 4 5 Dec-09 10 Haas Bob p Southern Thunder 2009 4 5 Dec-09 10 McGilvray Neil p Southern Thunder 2009 4 5 Dec-09 10 Hicks Carl w .641 Scale Patriot 4 5 Dec-09 26 Hicks Carl p .641 Scale Patriot 4 5 Dec-09 26 Canepa Mark p .641 Scale Patriot 4 5 Dec-09 26 McGilvray Neil p .641 Scale Patriot 4 5 Dec-09 26 Miller Thomasw Advance Flight ElectronicsPt 2 4 5 Dec-09 29 Oleszewski Wes w Cold Power 4 5 Dec-09 34 McGilvray Neil p Cold Power 4 5 Dec-09 34 Huff Carey w Featured Flier 4 5 Dec-09 36 McGilvray Neil w VAST August Rush 4 5 Dec-09 42 McGilvray Neil p VAST August Rush 4 5 Dec-09 42 LaPanse Ray p SCORE 4 5 Dec-09 52 Schoner Bob w Easy,Fast, No-Sanding 4 5 Dec-09 54 McGilvray Neil w Paul Robinson: Legacy 4 5 Dec-09 56 Whitmore Alan w Copper Burn-Rate Catalyst II 4 5 Dec-09 60 McGilvray Neil w Editoral 4 6 Feb-10 4 Utley Robert w Editoral 4 6 Feb-10 4 Mobley Darrell w News 4 6 Feb-10 6



Kribbs Edwin w GPS 101, The Basics of GPS 4 6 Feb-10 8 Jurvetson Steve w Rocket Mavericks 2009 4 6 Feb-10 10 Jurvetson Steve p Rocket Mavericks 2009 4 6 Feb-10 10 McKee Richard w Landed at the Arizonia State Fair4 6 Feb-10 13 McKee Karen w Landed at the Arizonia State Fair4 6 Feb-10 13 McKee Richard p Landed at the Arizonia State Fair4 6 Feb-10 13 McKee Karen p Landed at the Arizonia State Fair4 6 Feb-10 13 McGilvray Neil w ICBM, Orangeburg,SC 4 6 Feb-10 16 McGilvray Neil p ICBM Orangeburg, SC 4 6 Feb-10 16 Haring Todd p ICBM Orangeburg, SC 4 6 Feb-10 16 McGilvray Neil w In Memoriam Erik Gates 4 6 Feb-10 30 Oleszewski Wes w On Board Camera 4 6 Feb-10 34 McGilvray Neil w Bad Day at Black Rock, Balls 18 4 6 Feb-10 42 McGilvray Neil p Bad Day at Black Rock, Balls 18 4 6 Feb-10 42 Kinney Nadine p Bad Day at Black Rock, Balls 18 4 6 Feb-10 42 Clapp Richard p Bad Day at Black Rock, Balls 18 4 6 Feb-10 42 Canepa Mark p Bad Day at Black Rock, Balls 18 4 6 Feb-10 42 Leininger Dave w UMERG Experience at Balls 18 4 6 Feb-10 56 Kinney Nadine p UMERG Experience at Balls 18 4 6 Feb-10 56 Canepa Mark p UMERG Experience at Balls 18 4 6 Feb-10 56 McGilvray Neil w In Memoriam Ken Zeuner 4 6 Feb-10 58 Whitmore Alan w Copper Burn-Rate Catalysts III 4 6 Feb-10 60

http://space-rockets.com

Team AeroPac’s 100K` Rocket Program Final Part

Ken Biba, Casey Barker, Erik Ebert, Becky Green, Jim Green, David Raimondi, Tom Rouse, Steve Wigfield

4.5 ARLISSIXPRS Full Flight 3We conducted a full mission flight of Airframe B at the AeroPac ARLISS launch at Black Rock.

David Raimondi, Tom Rouse, Jim Green, Casey Barker, Becky Green, Erik Ebert & Pumpkin

(Ken Biba and Steve Wigfield not shown)Photo: Melanie Barker

Configuration This flight used nearly the full complement of motors. As noted in the Flight 2 results, we opted to prepare an AeroTech motor for the sustainer because we were not sure the CTI motor had worked properly. As there were no 6-grain 75mm AeroTech motors available, we located a 5-grain long-burn motor at Bay Area Rocketry42 and borrowed a casing from What’s Up Hobbies



● A 5-grain 75mm AeroTech M650 was used in the sustainer.● A 6-grain 98mm AeroTech N1000W was used in the booster.● The shorter sustainer motor necessitated a small extension rod to connect the av-bay.

As this was the first ever flight of Airframe B, including all the on-board components, there were more than the usual number of last-minute assembly glitches. We also had to replace the rail guides, as we had done on Airframe A. This slightly delayed preparation, and we missed our window of calm morning air on September 15. We bumped the flight to September 16, which was the last day of the launch. The rescheduling required that we dismantle the airframe so we could charge the GoPro cameras, which had been running on the WiFi Bacpacs. In the process, we noted that we could access the sustainer camera by removing the nose cone from the shoulder, avoiding one repacking process. Desiring to fly early in the morning, we removed the GoPro WiFi Bacpacs and simply drilled holes in the airframes to access the GoPro power switches directly. We reconfigured the GoPros for one-button operation, replaced their batteries, and re-packed the airframes. This allowed us to button up both airframes the night before the launch without worrying about parasitic current. The recovery systems were similar to those of Airframe A. The Nexus payload was installed in the sustainer for this flight. The avionics configuration was the same as on the second attempt, except we moved the sustainer ignition to 15 seconds, 1 second past the stage separation event, hoping to light the sustainer while it was as vertical as possible. As we loaded the stack on the rail, we found that the booster ISC had gotten cold overnight and was too tight to fit the sustainer motor. We heated the ISC with a car heater until it loosened up enough to fit the motor. Once it was stacked on the rail, we discovered that one of the grains in the epoxied N1000 motor was misaligned, so we could not insert the igniter past the first grain. Thanks to James Dougherty (demonstrating a camaraderie representative of AeroPac members), we acquired a donor N1000, and quickly set to work cutting out the misaligned grain and epoxying a new one. Fortunately, the epoxy cured before launch closed down. While we waited, we enlarged the protective channel in the ISC to ensure that stage separation would not break the copper tape to the sustainer igniter.

Flight Data The flight left the rail with a moderate westward lean, not as steep as the first flight, but in the same direction. Ground winds were higher than previous flights, and out of the west, suggesting that the stack might have weathercocked. The sustainer motor did not light. The booster returned normally, but never opened the main parachute. The sustainer return was very slow. We recovered the booster 0.75 mile north of the launch site. All charges were blown, but the airframe was heavily “zippered” and the ISC shock cord trapped in the fiberglass. This locked the main parachute into the body, so it did not deploy. The resulting impact cracked one fin loose from the body tube. The ISC staging piston was detached from its tether and broken, but we noted that we had forgotten to drill vent holes in this one.80 of 100 We recovered the sustainer 1.9 miles northeast of the launch site. The nose cone shock cord was broken, and we found the nose cone near the sustainer. The sustainer was also heavily zippered and the main parachute’s center-pull shroud line was ripped out. The motor igniter wire was cleanly cut. GPS logs indicate that the rocket’s angle from the pad was 15.0° from vertical at sustainer separation. Sustainer apogee was 25,879 feet (9077 m) AGL at T+48 seconds, 23.1° off vertical and 2.1 miles downrange from the pad. Booster apogee occurred at 21,732 feet (6624 m) AGL. The blue lines in the GPS map show the wind speed and direction at various altitudes as determined from NOAA data. The booster Ravens recorded a nominal flight up to ISC ejection. About a half-second past ejection, axial acceleration peaked at 25 G and lateral acceleration at 47 G. (Prior flights showed 10-15 G.) There was no deceleration from the main parachute ejection event, and the booster struck ground at ~80 fps. The sustainer Raven recorded a nominal flight, minus the sustainer boost, up to nose cone ejection. The Raven data log indicates that the R-DAS actually fired the apogee event, as it lost continuity to the apogee CD3 just before it would have detected barometric apogee, and this validates the R-DAS fired very close to real apogee. Acceleration data around the ejection is modest, but nearly a second after ejection, axial acceleration peaked at 76 G and lateral acceleration peaked at 41 G. At this shock, the Raven recorded a drop in battery voltage, suggesting that the battery had been disconnected. The Raven, running on the capacitor, stopped recording 2 seconds later. The sustainer R-DAS data agrees with the Raven up to the point where the Raven stopped recording. Past apogee, the descent rate is slow, indicating that the main parachute was deployed at apogee. Video from the sustainer nose cone camera confirms this. The sustainer and main parachute are clearly visible from the nose cone as it falls away separately on the drogue. On-board video shows that roll rates were very low, with only a minor back-and-forth wobble until separation, at which point the sustainer and booster rolled lightly in opposite directions.

Full Flight 3 – GPS Tracking and Wind Overlay

Analysis and Results We do not completely understand all of the issues on this flight, but we can tease out some answers. Airframe zippers and broken shroud lines typically suggest that velocity is too high at the time of deployment, but the GPS tracks show that the booster and sustainer pre-apogee velocities were no higher than any of the prior flights. However, at apogee deployment, both exhibited a sudden change of direction down-wind. Unlike the test flight regime, the boosters in full flights experience apogee deployment in the middle of the jet stream, as do sustainers in the event of an ignition failure. Wind data from the day suggests those layers averaged 40 knots (blue lines in the GPS track image), much higher than all previous flights. We believe that strong gusts combined with weathercocking at apogee to result in very high relative airspeeds, despite relatively slowground speeds. Flight videos and the state of the airframes at recovery suggest that, on both the booster and sustainer, the drogue chutes whipped the airframes around and zippered them. On the sustainer, the whip acted to fling the main parachute out at apogee, breaking the shroud and imparting the larger secondary acceleration spike. On the booster, it pinned in the main parachute. The failure to light the sustainer is not fully understood. The igniter wire was left slightly longer than in other flights, and it was coiled outside the nozzle cap during prep. It seems most likely that the ISC piston (which has a cutout to protect the copper tape to the igniter) caught part of the coiled wire against the aft closure, cutting it at stage separation. However, the cut wire could also have been caused by ground impact, as the aft closure struck hard rock. A post-mortem of the motor showed that the copper thermite was loose inside the motor, so it’s also possible that the bag was pierced by the contact of the insertion dowel and piston, and that the e-match fired, but failed to light it. We lost the e-match during the post-mortem, so we don’t know whether it was fired or not. The R-DAS’s lack of continuity data further obscures the problem. The verticality of this flight was again improved over Flight 1, and on par with Flight 2. However, even modest tilts can sacrifice altitude and complicate recovery when the target altitude is 100,000 feet, so some improvement is needed.



Full Flight 3 – Booster Raven

Full Flight 3 – Sustainer Raven


Full Flight 3 – Sustainer R-DAS

4.6 Celebration FlyoverDuring the launch, we were visited by a pair of F-15s at about 1000’ AGL, and treated to a nice flash of afterburner.

Photo: Ken Adams


5.0 Lessons Learned Although the system met the goals we set out to achieve, we learned many lessons along the way. Some of these findings are still the subjects of heated debates. In some cases, our results became the fodder that renewed old debates. However, other aspects are more clearly agreed, and we have many concrete ideas to improve the system going forward.

The System Works This system demonstrated conclusively that the basic concept of a two-stage stack with long-burn motors works, and can reach very high altitudes on remarkably little impulse. Webelieve this basic design can be extended to scale up to bigger motors for even higher altitudes. On its own, we hope this lesson will encourage others to attempt such designs and thereby advance the state of amateur rocketry.

Going Straighter The single biggest challenge of the slow, long-burn approach is maintaining verticality over the course of the burn. We understood this at the outset, but having deeply internalized the lesson, we think we can improve reliability, recoverability, and performance by improving verticality. We think some combination of reduced gross weight, a higher-initial-impulse booster, and a longer launch rail would provide more velocity off the rail and help compensate for the weathercocking and off-vertical trajectory we encountered. This aspect will be the biggest focus of our efforts going forward.

Avionics We learned a great deal about the strengths and limitations of the flight computers we used in this project. Barometers, when coupled with a sensible Mach lock-out, can be a reliable means of detecting apogee below 100k’ MSL, and they are resilient in the face of abnormal trajectories. However, we’re convinced that for flights to higher altitudes, accelerometer-based apogee triggers are really the only way to go. This necessitates an accurate, high-resolution, high-rate accelerometer and a well-tested integration algorithm. (Perhaps the best all-around solution would be a hybrid approach, incorporating data from both?) We found that our flight profile exceeded the design limitations of some systems. For example, some of our desired triggers for backup events exceeded the longest possible timers and highest possible altitude values. We did find that, although fully customizable compound-event triggers add complexity, they at least allowed us to creatively work around some of these limitations. Still, we would prefer just having higher limits. Small is a virtue. We had issues fiddling with tiny wire terminals and breakouts, but we’d rather work around those issues than increase the size of the airframe. Avionics-controlled motor ignition, as required for two-stage rockets, poses safety challenges. We think it should be easier to verify continuity through the enabled channels of a given unit, without fully arming it, and without changing orientations on the bench. The Raven will not arm when horizontal, but it also doesn’t verify continuity in that configuration. To check continuity, the rocket must be lifted vertically, thus arming it. The R-DAS always provides continuity information, but it is always armed, which poses its own safety concerns. We don’t have aneasy answer for this. (ln fact, it’s a point of debate.) We will look to device vendors to come up with creative solutions in the future. When armed at the pad, it should be easy to mask or ignore warnings from disabled channels. When everything is fine, the unit should make that obvious. When something’s wrong, it should be easy to figure out exactly which channel is bad. When conducting post-mortem analyses, we found continuity and voltage level data, overlaid on the sensor data, to be absolutely invaluable. That information was the key to solving a number of otherwise-inexplicable riddles, and where it was missing, we have unsolved mysteries. All our units offered some form of data visualization after download. This is very convenient for quick post-mortems in the field. But especially on anomalous flights, we wished for better export options so we could analyze data with more powerful tools, like spreadsheets. ln summary, we found each unit to have its strong points, and found ourselves wanting a “best of all worlds” unit. These are the features we found especially valuable:

http://www.siriusrocketry.com

http://www.siriusrocketry.com

Raven:● High-range barometer● Small and inexpensive, and works with tiny, low-voltage cells● lnitial orientation arms the device, inert when horizontal● Supports complex triggers with delays, especially useful for backup events● Beeps and records both individual channel continuity and battery voltage● Giant capacitor buffers loss of battery voltage

R-DAS:● Dependable accelerometer integration for apogee, necessary for high altitude● Configuration is a model of simplicity, “it just works”● High limits for configurable timers● No unexplained data losses

Our Wish List:● Ability to check continuity away from the pad, without arming● lmproved data export options● Three-axis accelerometer, gyroscope, and magnetometer for full IMU-like data● Tight integration with a modern (u-blox) GPS would be nice

We hope to take these lessons back to device designers to see if any of them can be incorporated into the next generation of flight computers.

Avionics Bay Layout and Design We found that we preferred batteries that could disconnect and charge without being removed from the system. These were just far easier to deal with. Also, locking wire connectors have less inertia than do battery cells, so they are less likely to dislodge under heavy shocks. We’ll look for ways to incorporate these lessons in new av-bays. (We may use the same cells, but with wire harnesses instead.) In future designs, we will add hard-wired igniter terminals outside the bay, rather than breakout boards inside the bay. This makes it easier to deal with the small size of modern avionics, and we’d prefer to avoid re-RTV’ing wire bundles at bay entry points on every recycle of the airframe. We will also consider how to pull umbilical cables outside the packed airframe for easy charging and configuration of avionics, cameras, etc.

Switches In the field, we found it maddeningly difficult to power up and down individual components using magnetic switches when several were closely packed into the same bay, especially when the units emitted similar beep patterns, and doubly so when the units had large capacitors that made it hard to tell if the unit was really off. Going forward, we will prefer power switches that offer positive feedback as to whether a specific device is on, at least where there are multiple units in the same vicinity. After a few accidental activations, we instituted a safety protocol so that magnets (and even magnetic tools) were kept a safe distance away from live rockets. In the field, we found it useful to designate one person the “magnet holder,” and possession of the magnet required the person to keep a safe distance from the rockets. Further, although we had conducted bench tests and determined that the parasitic loads were minimal, we felt a persistent concern about leaving critical batteries connected to the switches for long durations. All that said, we found magnetic switches to be extremely handy in specific situations, such as powering up the science payload. In this case, the payload gave us quick positive feedback that it was enabled, the magnetic switch was located away from other switches so it wasn’t likely to be confused, and the payload was not a danger when enabled, so it didn’t necessitate any handling protocols. Also, the use of a magnetic switch freed the design of the payload from the design of the airframe, as it didn’t require any airframe holes. That meant that we could move the payload between the airframes at will, or completely reconfigure it without drilling new holes.

Tracking The GPS and APRS tracking system we used in the 70-cm band performed beyond our expectations. We think the u-blox 6 chipset is key to this performance. Improvements in output power, combined with high-gain, circularly-polarized antennas on the ground, gave us an unprecedented real-time understanding of the flight path, out to about 30 miles line-of-sight, and we believe it could go much further. Also, quick-turn firmware changes by the developer got us past some early challenges. We would like to find a way to get positive feedback when a unit is active and searching for lock, and a better understanding of how far along it is in the lock process. There were many tense moments at the pad, waiting for units to lock



without knowing for sure whether they were even powered up. The most critical lesson here is that controlling a beeper-less unit through a magnetic switch is just a bad idea.

Cameras and Shelf Life (Or, How to Avoid Go Fever) The lesson of the GoPro cameras is really a lesson in parasitic current. Our bench tests had shown that the critical avionics could last days or even weeks with the batteries connected to the magnetic switches. Similarly, we had planned to use the GoPro WiFi Bacpac to power up and activate the cameras, but we found that the Bacpacs themselves would begin to drain the camera’s main battery after just a few hours. That meant that a prepared rocket had a “shelf life” of about 6 hours, and if we didn’t fly it, we had to completely dismantle it to swap GoPro batteries. This factor alone is enough to give any team “Go Fever.” In the future, we will avoid at all costs any system that limits the shelf life of a prepared rocket to less than a few days. Further, we’ll look for ways to allow ready access to specific components, like the science payload, while avoiding the dismantling of a packed recovery bay. As noted in the Avionics Bay Design lessons, umbilicals may provide an answer here. We ultimately determined that the right answer for the GoPro cameras was to omit the WiFi Bacpacs entirely (or replace them with Battery Bacpacs) and just drill a hole to push the power button. Sometimes, the simplest way is the best way.

Airframe Design After the 104k’ flight, we observed that the shock wave on the sustainer reached he airframe about halfway down the body, meaning that we had substantially reduced drag and aerodynamic heating on much of the airframe just by our choice of nose cone. We saw no aerodynamic heating effects on either sustainer or booster fins, so we think our choice of carbon fiber lamination is fine up to Mach 3.0.

Recovery Systems On the first full flight, we found that the black powder in the sustainer’s apogee CD3 unit had not burned completely and the CO2 cartridge had not been pierced. The partial burning is typical of black powder at high altitude/low pressure, so it suggests a pressure leak in the powder well.The two possible culprits are the o-rings and the potting of the e-matches. Perhaps we can identify a way to pressure-check a potted cylinder. On the second full flight, we believe the considerable compression needed to pack the sustainer recovery bay contributed to the failure, wherein the nose cone separated prematurely, at or shortly after booster burnout. We suspect one of the shear pins may have broken in the process of installing it, and the pressure of the recovery gear on the nose cone shoulder coupled with the negative acceleration at booster burnout caused the premature separation. Future iterations of the sustainer should increase the volume of the recovery chamber to allow easier packing of the sustainer. More and/or thicker shear pins would also help. On the third full flight, we learned how the jet stream can adversely affect deployment. Prior to this, we had only considered how the jet stream might affect the verticality of the flight, or how far a rocket might drift during recovery. On future iterations, we will examine ways to zipper-proof the design without adding airframe breaks that would weaken the structure. We will also look at other ways to control the deployment of the main parachutes, examine the necessity and sizing of the drogue parachutes, and consider ways to better organize shock cords for smooth, gradual deployments. This was the second instance where the nose cone shock cord broke, and both times, it did so right at the knot. Going forward, we will try to stick to sewn loops wherever possible.

Interstage Coupler In our August test flight of the full stack, we discovered that the thermal expansion of the Delrin coupler presented a problem. The coupler expanded approximately 0.008”, which was enough to lock the ISC into the booster when exposed to the high heat of the playa in August. Other than the expansion issue, which would have been experienced with aluminum anyway, the Delrin functioned perfectly. In future iterations, we may adjust the design to make it less sensitive to temperature swings. We found our staging system to be very successful. All staging events were straight. The piston ensured stage separation on every flight, and we’ve learned the importance of proper venting.Although we attribute one sustainer ignition failure to the piston, we believe that is best remedied with better packing or an improved ignition system. We will stick to similar active-separation designs going forward.

Motor Ignition Although the aft-end ignition system worked on three out of four flights, it did cause grief on every attempt, and forced the recycling of the second full flight. (The resulting rushed preparation contributed to that flight’s failure.) The copper tape is fragile and subject to breakage at hard edges. One small tear can require that the entire airframe be repacked. It

also requires in-field soldering to connect. And, as seen on the third full flight, the staging mechanism can interfere with aft-end ignition. We believe it may be possible to develop a head-end ignition system that could be certified for use on sustainer motors. We will pursue this idea further.

Launch System The conformal rail guides were attached per the instructions, but failed. We might consider using them again if we can find a more secure way to attach them. Rail buttons, on the other hand, are simple and reliable. Our field installation method put an undesirable dependency on the exact placement of the av-bay and tightness of the motor retention and closure, and they are more difficult to install in sections that overlap with the motor. But ideally, a mid-motor button would provide additional guidance, so we need to do more investigation here. We also determined that we should have been launching from a longer rail. The AeroPac club provided a 14-foot rail, but we will incorporate a larger rail into future plans.

6.0 Assessment and Conclusions We were thrilled to have reached 104k’ on our very first mission attempt!


David Raimondi, Jim Green, Becky Green, Casey Barker, Erik Ebert & Pumpkin, Ken

Biba (Tom Rouse and Steve Wigfield not shown)Photo: Melanie Barker

Looking back, we are astonished by the measure of success of the program as evaluated by our mission goals.


Below, we repeat the table from the original system design benchmarks, this time including the results from Flight 1:

This table puts our 104k’ flight in perspective: It came remarkably close to the ARCAS efficiency benchmark, and without the benefit of a gun launch! With planned improvements, we believe this system can demonstrate an efficiency metric on the order of 1.6-1.7, just by improving the verticality of the flight. In summary, Flight 1 met our altitude goal and demonstrated that the system works. But for a shear pin and a severed igniter wire, we think Flights 2 and 3 would have gone even higher. Every flight we made was recovered safely. We believe we’ve made great strides towards accessible, reliable, repeatable 100k’ flights by amateurs.

7.1 Next Steps We learned an astonishing amount by doing this project. We learned that we can go very high, while carrying a useful payload, on far less airframe and far less total impulse than was the conventional wisdom in the rocketry hobby. How can we make use of that acquired knowledge? We are thinking of two ways. The first is to complete the existing system and improve its reliability and recyclability so that it is a reliable, modest-cost vehicle for putting CanSat payloads into near-space. Since many of us are also ARLISS fliers, we can imagine a new contest for university students: the recovery of an autonomous CanSat robot deployed at 120k’ AGL. We believe we have the delivery system for this new class of engineering challenge–ARLISS Extreme. Second, the team believes that getting much higher takes a whole lot less N*s of propellant than conventional wisdom suggests. We are already starting to put the lessons learned into practice. The adventure is just beginning!

Appendix: The UntoId FIight 1 Recovery TaIe The VC’s complete coverage of the flight’s GPS telemetry was the key to finding the sustainer. The off-vertical launch exacerbated natural gravity turning, and while going 104k’ high, the sustainer landed 22 miles west of the launch site in very rugged territory. The final set of GPS coordinates received at the VC were only 500’ above ground level, and we could see that the last portions of the descent were quite vertical. We believed that we knew very precisely (within 100 m) where the sustainer was. The picture below is from the VC computer, showing the APRS track of the flight overlaid on Google Maps by aprs.fi. The green line is the real-time flight track of the sustainer, with the red dots being specific APRS telemetry packets received every 5 seconds from the BeelineGPS in the sustainer. We could see from the map that it was mountainous country, but there were “roads” on the Google Earth satellite maps.

All we had to do was find it. If we did not have the GPS coordinates, we might never have attempted to find it. But because we did have those coordinates and we had mapping information suggesting a path to get there, we felt confident that we could get it back. There was a real sense of urgency to go and recover the rocket. The recovery team consisted of Karl Baumann, Ken Biba, and David Raimondi. Ken brought his ham radio and a GPS unit, and David also had his GPS unit. Karl offered his help, so we piled in the AeroTech 4WD truck and set off around 2:30 pm. When we got close to Squaw Valley Reservoir on RT 447, we started to pay attention for dirt roads heading north from 447. We found the road we wanted to use, but the sign on the locked gate said no trespassing. If this road had been open, we would have been able to quickly get the sustainer, just 11 miles up the valley before us, and a few miles to the east. The next road on 447 was not marked, so we dived in. A couple miles up, the so-called road turned into a dead end. We went back to 447 and headed northwest again. About this time, two things happened. Ken found another promising dirt road on his GPS unit that was heading east into the mountains, and the batteries died in the ham radio. The loss of the ham radio meant that we could not use it to help find the rocket once we got close, and we couldn’t call for help if needed. The next access road was about 7 miles away. By the time we found the dirt road, we were 29 miles straight-line distance from the launch site. This dirt road actually has a name, Lone Juniper Canyon Rd. The road looks great on Google Earth! In reality, the road was great for the first quarter mile or so. We then encountered volcanic rocks, varying from baseball to football in size, with a few larger rocks thrown in for good measure. This would carry on for about 40 yards, and then dirt road again, followed by another field of volcanic rock. Karl has a lot of experience with roads like this and he made the driving look easy while we all bounced up and down in the seats. Ken kept checking his GPS unit for the next possible road that might take us to the rocket. David kept calling out the current GPS track, bearing, and distance to the rocket, which was slowly getting closer. We turned onto four different roads/trails, and with each turn the excitement built as we slowly got closer to the rocket. Once we reached the road closest to the rocket, the distance rapidly dropped down to 0.1 miles. We told Karl to stop the truck and headed for a gully to the east. Karl wasted no time in getting to a rock outcrop and was looking around when he asked what color the shock cord was, then a moment later, what color the parachute was. Karl had spotted the rocket. After taking a few pictures and marking the GPS location, we hiked back to the road, about 150 yards away. By this time, the sun was starting to get low in the sky. By the time we retraced our path over the same volcanic rock roads back to HWY 447, it was twilight. Back on the playa, we could see the welcome home beacon 10 miles away. The crew didn’t know we were inbound, but Jim Green had a fire going. He tossed in the occasional motor grain scrap, which would flare up into a guiding light. Total recovery time was about 7 hours, and just over 100 miles round trip. It was worth every second of it. We had the sustainer and it was time to celebrate. Just a quick side note: We all had years of outdoors experience. You would think that we would have been prepared for anything. We didn’t take any water, food, or jackets, and we left camp with just over a quarter tank of gas. We all got caught up in the excitement of the moment! The 100k team cannot thank Karl enough for his efforts with this project and his help to recover the sustainer. Thank you Karl!



Clockwise from upper left: Sustainer and main chute. Walking back to the “road” with Karl Baumann in the foreground and David Raimondi carrying the

sustainer. GPS coordinates for sustainer landing location.Photos: Ken Biba

Appendix: VirtuaI CIassroom The Virtual Classroom is an integrated wireless network system to provide a distributed, near real-time electronic collaborative environment that allows video, audio, data and sensor participation by a worldwide community in experiments undertaken in physically remote locations. These locations, due to cost, accessibility, safety or other concerns often do not permit communities to participate at the location. For example, all of the student members of a robotic satellite team may not be able to be at the launch and recovery site. The Virtual Classroom permits all members of these teams with a broadband Internet connection to view and participate in these experiments with many of the tools that on-site experimenters have and might well bring access to remote analysis tools that are impractical to bring to the remote site.

Virtual Classroom Capabilities

● Mobile platform based on TV news van with up to 3.5 Kw of mobile power and internal rack mounted electronics bays● 40-foot hydraulic mast for antennas and cameras● Data, VolP, telemetry, video lnternet gateway● Dual lnternet backbone connections: satellite lnternet from a high gain, auto-pointing 1.2-m parabolic dish and 4G mobile cellular● Dual rack mount servers with solid state memory for mobile telemetry and real-time video streaming

http://www.arapress.com

● WiFi local area communications at 2.4 and 5 GHz of up to 200 Mb/s up to 1000 km2.● 70-cm and 2-m APRS and 30-cm spread spectrum telemetry to balloons, rockets and packet satellites● Amateur 2-m/70-cm and GMRS voice radio● Multiple WiFi remote HD video network cameras for real-time streaming video and audio of events● Standard web browser user interface to video streaming, social media and real-time telemetry

ARLlSS The Virtual Classroom is used for the ARLISS student satellite program at Black Rock, Nevada. ARLISS has a fourteen year history of delivering about 500 autonomous robotic student satellite payloads to about 12,000’ AGL altitude for recovery in harsh desert conditions. The Virtual Classroom provides real-time video, audio, chat and telemetry support for both payloads and airframes.


http://www.marsasystems.com

Amateur and Sub-Orbital Rocket Flights The Virtual Classroom is a mobile ground station for high altitude rocket flights for tracking, recovery and overall launch support including video stream of the event.

Near Space Balloon Flights 2-meter APRS services have often been used to track and support high altitude near earth balloon experiments. The Virtual Classroom supports these legacy services but adds high bandwidth IEEE 802.11 services that can extend to the altitudes these balloons achieve. The Virtual Classroom provides real-time forwarding of these experiments to the Internet and real-time access from remote experimenters to these experiments.

Robot Tele-Presence Robots can benefit from high bandwidth, multimegabit communications. High bandwidth communications permit near real-time remote processing of data rich media. The Virtual Classroom is expected to be a strong asset for such robotic experiments.

New Applications Originally designed for support of student satellite experiments, the Virtual Classroom can be easily extended to provide remote access to any field based experiments. One intriguing future new application is the exploration of extending IEEE 802.11 communications to domains currently unexplored. Overhead high bandwidth network coverage to near space - high altitude rockets, balloons and LEO satellites – is a potentially profitable area of examination.

Open System The Virtual Classroom is an inexpensive, open system platform constructed with the intent of ease of replication for other experimenters and applications.



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