Project WALL-Eagle Maxi-Mav Flight Readiness Review

Transcription

1 S A M U E L G I N N C O L L E G E O F E N G I N E E R I N G Auburn University Project WALL-Eagle Maxi-Mav Flight Readiness Review 2 Engineering Dr. Auburn, AL March 6th, 205

2 Table of Contents Section : Overview... Section.: Team Information... Section.2: Launch Vehicle Summary... Section.3: AGSE Summary... 2 Section.4: Changes made since CDR to AGSE/Payload criteria... 3 Section.5: Changes to Vehicle Criteria... 3 Section.6: Changes to Project Management... 3 Section 2: Vehicle Criteria-Airframe Design... 5 Section 2.: Mission Statement... 5 Section 2.2: Body Tubes... 5 Section 2.2.: Payload Body Tube... 6 Section 2.2.2: Main Body Tube... 7 Section 2.2.3: Engine Tube... 7 Section 2.2.4: Construction Methods... 8 Section 2.3: Nose Cone... 9 Section 2.3.: Size and Shape Selection... 9 Section 2.3.2: Manufacturing Method... Section 2.4: Fins... Section 2.4.: Shape Selection... 2 Section 2.4.2: Construction Methods (Bulkplates Included)... 3 Section 2.4.3: Size... 5 Section 2.5: Motor... 5 Section 2.5.: Loki Research K960-P... 5 Section 2.6: Full-Scale Flight Results... 7 Section 2.7: Mass Estimates... 9 Section 2.8: Manufacturing... 2 Section 2.8.: ABS Testing Section 2.8.2: Composite Testing Section 2.8.3: Quality control Section 2.9: Verification Criteria Section 3: Recovery Subsystem... 37

3 Section 3.: Subsystem Overview Section 3.2: Requirement Validation Section 3.3: Structural Elements... 4 Section 3.4: Electrical Elements Section 3.5: CO 2 Ejection System Section 3.6: System Redundancy Section 3.7: Parachutes Section 3.8: Drift Calculations Section 3.9: Attachment Scheme Section 3.0: Rocket Tracking Section 3.: Safety Section 3.2: Manufacturing Section 3.2.: Parachute Manufacturing Section 3.2.2: CO 2 Fabrication... 6 Section 3.2.3: Attachment Manufacturing Section 3.3: Launch Procedures Section 3.3.: Recovery Pre-launch Procedures Section 3.3.2: Post-Launch Procedures Section 3.4: Tests Results Section 3.4.: Shear Pin Testing Section 3.4.2: CO 2 Ground Testing Section 4: AGSE/Payload Criteria Section 4.: AGSE Concept Section 4..: Creativity and Originality Section 4..2: Significance of Design Section 4.2: Science Value Section 4.2.: AGSE/Payload Objectives Section 4.2.2: AGSE/Payload Success Criteria Section 4.2.3: Testing and Data Section 4.2.4: Experiment Process Procedures Section 4.3: AGSE/Payload Design Section 4.3.: AGSE Design, Construction and Integration Section 4.3.2: AGSE and Launch Vehicle Integration... 78

4 Section 4.3.3: Instrumentation Precision and Measurement Repeatability... 0 Section 4.3.4: Flight Performance Predictions... Section 4.3.5: Approach to Workmanship to Ensure Mission Success... Section 4.4: AGSE Testing and Verification... 2 Section 4.5: Safety and Quality Assurance... 4 Section 4.5.: Mission Assurance Analysis... 4 Section 4.5.2: AGSE Failure Modes and Effects... 6 Section 4.5.3: LIFE CYCLE: OPERATIONAL PHASE... 2 Section 4.5.4: Environmental Concerns Section 5: Safety Section 5.: Checklists Section 5..: Final Assembly Checklist Section 5.2: Safety Officer Section 5.3: Hazard Analysis Section 5.3.: Airframe Section 5.3.2: AGSE Section 5.3.3: Recovery Section 5.3.4: Outreach Section 5.4: Preliminary Environmental Effects Section 5.4.: Vehicle Effects on Environment Section 5.4.2: Environmental Effects on the Vehicle Section 5.5: Updated Environments Effects Section 5.5.: AGSE Section 5.5.2: Recovery... 7 Section 5.5.3: Airframe... 7 Section 5.5.4: Outreach... 7 Section 5.6: FRR Additions Section 5.6.: Airframe Environmental concerns for Airframe Hazards for Operational Phase Section 5.6.2: AGSE Environmental concerns Personnel Hazards for Operational Phase... 75

5 Section 5.6.3: Recovery Personnel Hazards for Operational Phase Section 5.6.4: Outreach Environmental concerns for Airframe Hazards for Launching Rockets Section 6: Project Management Section 6.: Budget Plan Section 6.2: Funding Plan Section 6.3: Timeline Section 7: Educational Engagement Section.: General Mission Statement Section.2: Drake Middle School 7 th Grade Rocket Week Section.3: Auburn Rocket Thunder (ART) Rocket Team Section.4: Auburn University Career Discovery Expo Section.5: Samuel Ginn College of Engineering E-Day Section.6: Boy Scouts Merit Badge University Section 8: Conclusion

6 Section.: Team Information Section : Overview Organization Team Name Address Auburn University Project WALL-Eagle 2 Aerospace Engineering Building Auburn, Alabama Mentor Contact Information Name Title TRA # & Level Address Dr. Eldon D. Triggs Auburn University Lecturer and Laboratory Manager Department of Aerospace Engineering trigged@auburn.edu Level 2 Certified, TRA # #259 2 Aerospace Engineering Building Auburn, Alabama Section.2: Launch Vehicle Summary Parameter Size Weight Motor Recovery Rail Size Value 85 inches 25.8 pounds Loki-K960-P CO2 Ejection 5-5 Rail

7 Section.3: AGSE Summary The AGSE is titled WALL-Eagle along with the rest of the rocket. First, in order to capture the payload, a retrofitted CrustCrawler robotic arm scans the ground utilizing IR sensors in order to detect the payload. Once found, the robotic arm will retrieve the payload, and place it into the payload bay inside the rocket. Once complete, the arm will then close the outer door to the payload bay. Next, the erection of the launch vehicle will take place utilizing a winch and pulley system to lift the rocket into place. Once complete and locked, after a pause the igniter will be inserted utilizing a telescoping dowel which will be placed underneath the blast plate of the Launchpad. Once confirmed to be safe, the altimeters will be armed, and then the rocket will be launched. 2

8 Section.4: Changes made since CDR to AGSE/Payload criteria The designs of several electronic AGSE components have been modified since CDR. These modifications are as follows:. The launch controller will now have a 9V battery that will serve to close a relay when a switch on the controller is closed. This relay will serve as the master switch for the 2V battery and will allow power to flow from that battery to all AGSE components. The power from the 2V battery will not run directly through the launch controller. 2. The green LED on the launch controller will be powered by the 9V battery on the launch controller when the launch safety switch is closed. Thus the launch controller will only need 5 wires going to it from the Arduino, not A winch will be used instead of a servo to raise the launch truss. 4. The winch, automatic charge insertion system (ACI), and igniter will now all be controlled by relays. The Arduino will simply serve to control the flow of power through the relay electromagnets to open or close the relays. This is necessary because the Arduino cannot support the large currents necessary to run components like the winch. 5. The Arduino now uses transistors and a 9V battery to allow higher currents to flow through the relay electromagnets. The Arduino on its own cannot provide enough current to activate the relays. 6. The system now pauses between the truss being elevated and the igniter being inserted. This was done for added safety. 7. The robotic arm now closes the payload bay door by itself. Section.5: Changes to Vehicle Criteria Main Deploy charge increased to 24 grams from 2 grams Carbon-Dioxide. Altimeter setup changed to facilitate the change. Further details provided of integration scheme. Section.6: Changes to Project Management 3

9 Educational Outreach has been completed. Budgets are finalized for the competition, along with funding. 4

10 Section 2: Vehicle Criteria-Airframe Design Section 2.: Mission Statement In order to successfully complete Project WALL-Eagle s mission, the robotic arm must recover the payload, place it within the specified payload bay. And must fly to an altitude of 3000 feet, after successful completion of the AGSE mission, deploy a drogue parachute at apogee to slow the rocket to a safe main deploy velocity, eject the payload bay and main parachute at 000 feet, finally recovering at a safe kinetic energy to the ground. A rendering of the rocket is in the figure below. Section 2.2: Body Tubes Figure 2.: Wall-Eagle Rocket Body tubes are essential to effective performance of the vehicle. Since the body tubes comprise the largest surface exposed to the airflow, the aerodynamic properties of the body tubes are highly relevant to the altitude gained by the vehicle. Additionally, as the largest structure in the rocket, the body tubes represent the largest collection of mass in the rocket. With these design parameters Figure 2.2: Body Tubes 5

11 in mind, it is critical to select and design body tubes that can survive the stresses of high-powered flight while still remaining light enough to achieve the mission altitude. Section 2.2.: Payload Body Tube Attached to the nose cone will be a short section, measuring 9in which will serve as the payload bay. The payload bay will contain the mechanisms necessary for the capture and safe containment of the payload before and during flight. An airtight door will be machined for this section so that the robotic arm may have good clearance to insert the payload into the bay. The door will then be closed by the arm and will feature a self-locking mechanism. The Mechanism will comprise of 5 latches and a gravity slider. The 5 latches will be made out of ABS plastic and will ensure that the door remains latched unless an external key element is used to depress the latch and release the mechanism. The gravity slider will be a rod that is positioned on the door which will remain in the unlocked position until the rocket is positioned in a vertical launch position, at which point the rod will slide down a guided channel and will be a secondary system for keeping the door closed during flight. This section will be connected to the main section with a 4 inch coupler that will have an outer diameter of 5 in and an inner diameter of 4.5 in. It will be bolted into the payload body tube and a bulkhead will seal the payload bay off from the rest of the vehicle compartments. A diagram showing the components of the payload bay is below. In the figure the payload is yellow. Figure 2.3: Payload Section 6

12 Section 2.2.2: Main Body Tube The first section behind the payload section is the main body tube. It houses recovery elements and the avionics bay, along with all the supporting electrical components. The main body tube will measure 24 in long, and have an outer diameter of 5.25 in and an inner diameter of 5 inches. The avionics bay will be 8 in long and have an outer diameter of 5 in with an inner diameter of 4.5 in and can be seen in the figure to the right. It will contain all the electronics necessary for tracking and sending flight data back to the ground crew. All the electronics will be mounted on a custom made ABS bracket to accommodate all the necessary wiring. The avionics bay will be sealed off with bulkheads which will have custom made holes for attaching them to the CO2 recovery subsystem. In the middle of the avionics bay will be the external collar. It will have an inner diameter of 5in, an external diameter of 5.25 in and a length of 2 inches. This switch collar will feature 2 external key switches for the altimeters to reduce the amount of setup time required. Section 2.2.3: Engine Tube Figure 2.4: Avionics Bay The last section, following the main body tube, is the engine tube. Its length is 40 in and it has an outer diameter of 5.25in with a wall thickness of 0.25 inches. It houses the ballast tank which will be used in case the Cg of the rocket needs to be brought closer to the Cp of the rocket or to add mass for a specific altitude goal. The ballast tank will feature a channel on the bottom of it so that the ballast tank may easily be slid in and guided to a correct position so that all the holes may be lined up for the securing of the tank. 7

13 Between the ballast tank and the motor is a bulkhead plate and an engine block, both of which secure the motor and keep it separated from the other components. The motor will be secured with a carbon fiber tube manufactured with an internal diameter matching the outside diameter of the motor. A special motor cap was designed and machined out of HDPE plastic to provide proper backing to the motor thus securing it in the vehicle. The motor cap has a metal screw cap retention system on it ensuring that the motor can easily be removed and replaced with minimal effort. Centering rings, made out of carbon fiber, will hold the motor mount in place and ensure that the motor remains in the center of the rocket and that thrust is produced uniformly and along the vehicle's central axis. The motor retention system can be seen in the figure above. Section 2.2.4: Construction Methods Figure 2.5: Engine Tube Cutaway With the assistance of GKN Aerospace, the team has elected to utilize the equipment at their facility in Tallasee, Alabama. Filament winding the body of the aircraft provides a unique opportunity to reduce the weight of the rocket. By utilizing unidirectional strength carbon, which is typically much thinner and much lighter than twill-weave or other woven carbon cloths, the team can significantly reduce the weight of the rocket. Normally, this presents trade-offs in tensile or compressive strength properties, as the unidirectional carbon is not as strong when not loaded axially. However, with careful consideration of the ply orientation through combining several different ply orientations within the design, the material can be constructed to be much more versatile in its strength properties, while still maintaining the weight savings provided by unidirectional carbon. By teaming up with GKN, Project WALL-Eagle is able to gain the vast experience of their composite technicians in helping to design the ply design, as well as using their filament winding apparatus to actually construct the body tubes of the rocket. In addition, with the precision of a 8

14 CNC guided machine winding the fibers, the final finished quality of the body tubes is significantly enhanced from a hand layed-up body tube. This results in a much more aerodynamic surface for air to flow around the body tube, with far less work required to refine the body tube. For the collar, avionics bay and brackets the TAZ4 3d printer will be used. Designs printed from ABS are very accurate, the printer s accuracy is 50 microns, and allows for custom hardware to be created. This also gives the students a chance to design and test components, allowing for quick iterations and producing many similar parts which are really simple to scale. Because of earlier tests the ABS was found to be lacking in strength, since most of the test flights came down under drogue only. The broken couplers sheared very easily upon impact so their thickness were reduced and replaced with carbon fiber which was layed up on the inside of the printed parts. This ensured that the outer diameter perfectly matched the inner diameter of the rocket and the extra strength was achieved. Section 2.3: Nose Cone When selecting the nose cone for our rocket, the team considered several standard designs. The merits of four types of nose cones were considered: ellipsoid, conical, Haack, and ogive. When comparing these cones, the primary characteristics considered were the coefficients of drag, the mass of the cone, and the ease of manufacturing the nose cone. Table 2.: Summary of Nose Cone Trade Study Type of cone Coefficient of Drag Mass Ease of Manufacturing Total Ogive Haack Ellipsoid 2 4 Conical Section 2.3.: Size and Shape Selection The coefficient of drag affects the overall performance of the rocket in flight. The goal for the team was to select a nose cone shape with a low drag coefficient in order to maximize performance. Utilizing the software OpenRocket, the four cone types were compared using the already chosen dimensions for the rocket. The ogive and Haack nose cones compared favorably with each other, 9

15 with a difference that was negligible, while the ellipsoid and conical cones had relatively higher drag coefficients. The mass of the rocket has a great effect on its performance, with a cone with a lighter mass being preferable. Once again, the OpenRocket software was utilized, in this case to estimate the mass of each nose cone type. The conical nose had the lowest weight, estimated at lb. The ogive and Haack cones were close in weight, at lb and 0.85 lb respectively. The ellipsoid nose cone had the highest weight, at lb. As the rocket must be manufactured 'in-house', it is important the nose cone be one that can be made relatively easily with the tools available to the team. A conical nose cone is an extremely simple shape and is relatively easy to manufacture with the mills, lathes, and carbon fiber production tools available at Auburn. The ellipsoid and ogive nose cones, while slightly more complex in design, are still relatively simple and easy to produce. The ogive cone is also commonly used in hobby and professional rocketry, so there is a large amount of off-the-shelf examples available and information on the production of such a nose cone is easy to procure. Haack nose cones are not based on simple geometry, instead being mathematically derived for minimum drag. While still something that the team could theoretically produce, a Haack nose cone would take more time and effort to get right when compared to the other types, for a minimal gain in effective altitude given the team s low speed application. Given the above, the team has decided on an ogive nose cone, as it rated higher than the Haack and ellipsoid nose cones during the team's trade study. While the conical nose cone was equal to the ogive overall when compared in the trade study summarized above, the decision was made to take the ogive due to its better drag performance. While somewhat higher in Figure 2.6: Nose Cone Dimensions weight and slightly more complex to manufacture, the difference in drag coefficient was enough to outweigh the conical nose cone's advantages in those other areas. 0

16 Section 2.3.2: Manufacturing Method To manufacture an ogive nose cone out of carbon fiber a precise 3d printed part will first be created. The ABS nose cone will be used to make a fiberglass mold. This will be a half female mold that will have the nose cone and collar. It will allow for prepreg carbon fiber sheets to be laid into it creating the nose cone and a flange. This will allow for 2 halves to be assembled and epoxied easily with the flange, which will be removed and sanded smooth once the epoxy is cured. To ensure that the correct shape is obtained, the desired thickness will be removed from the fiberglass mold in order to make room for the flange. To create the model, the ogive tangent nose cone equation was used: 2 2 ( R + L ) P = (0.) 2R Where R is the outer diameter of the nose cone and L is the length. P is the ogive tangent circle which generates the outer curve of the nose cone. R must lie on the radius of the circle that P generates. The mold will allow for many nose cones to be made precisely as long as proper vacuum bagging and curing procedures are followed. Section 2.4: Fins Fins form an integral component of the structure of the airframe. Fins create the large normal force required to stabilize the rocket should the thrust vector not be in line with the center of gravity. This will result in a further destabilization of the rocket if the aerodynamic moment does not counter the gravitational moment about the rocket. a) Clipped-Delta Fin b) Ellipsoidal Fin C) Trapezoidal Fin Figure 2.7: Various Fin Shapes

17 In the design of fins, several parameters are capable of being iterated in order to achieve the optimal fin design that creates a large normal force, while minimizing the drag being generated and also surviving the large amount of stresses encountered by the fins during the flight. Primarily, thickness and cross-sectional shape, overall fin shape, and thickness. Section 2.4.: Shape Selection For the shape of the fins, the team chose between three different shapes, the trapezoidal fin, the ellipsoidal fin, and the clipped-delta fin. They were analyzed based on their aerodynamic properties, as well as their ability to stabilize a rocket. Current research shows, that when compared to its trapezoidal counterparts, the elliptical fin shape has an aerodynamic advantage in that it typically produces lower drag. However, since the traditional aerodynamic analysis uses a flawed model based on assumptions that the fin receives clean, unaltered flow this advantage is negligible at the velocities the rocket will achieve. Additionally, the flawed model also assumes that the tip of the airfoil operates at the same effectiveness as the root of the airfoil, however since the flow at the tip of the fin receives a higher speed flow, the tip of the fin creates a much higher normal force coefficient then the root of the chord. Thus, fins with a larger tip chord, in practice, receive much higher normal force coefficients. This increase in the normal force coefficients presents in the form of a much quicker stabilization of the rocket as it tilts away from a perfectly vertical orientation. In this case, the static stability margin is calculated by the equation: Where xcg xcp SC.. = (0.2) D ref D ref is a reference diameter, in the case of most simulations, the largest diameter on the rocket. While the equation is always valid, most simulations assume an incorrect location of the center of pressure due to the faulty assumption in flow conditions on the fins. In this manner, elliptical fins correct the instability much slower than fins that taper less towards the tip. Furthermore, the elliptical fin shape has complex geometry that would be difficult to manufacture compared to the trapezoidal fin shape and clipped delta fin shape. While all fin designs are easily layed-up as flat plates, and the computer numerically controlled router can accurately cut the curve 2

18 of the elliptical shaped fins, the complex curve would result in significant deterioration of the edge of the carbon fiber, requiring significant extra work in order to develop a clean, aerodynamic edge. This extra complexity could potentially lead to mistakes during manufacturing, which could mean a waste of resources. The clipped-delta is a type of a trapezoidal fin that has a trailing edge that is not angled. Although the traditional symmetric trapezoidal fins excel at supersonic speeds, the clipped-delta fins perform with better efficiency at subsonic flight. The trapezoidal fins main advantages over the clipped delta are in stability and its shape. The shape ensures that upon landing the fin tips are less likely to suffer most of the impact since the corners are angled away. Thus, with the increase in the difficulty in production of the elliptical shaped fins, coupled with their decrease in corrective stability and the trapezoidal fins ease of manufacturing and convenient shape the trapezoidal fin was chosen as the fin shape. The design parameters discussed in the paragraphs above are summarized in Table 2.2. Table 2.2: Summary of Fin Shape Trade Study Ease of Type of Fin Stability manufacturing Drag Total Trapezoidal Clipped Delta Elliptical Section 2.4.2: Construction Methods (Bulkplates Included) Within the rocket, bulkplates provide the structural stability for couplers and other internal interfaces. As such, it is paramount that they be constructed out of robust and sturdy materials. Fins also must be extremely sturdy, as they experience high loads on the exterior of the rocket due to high dynamic pressures and large vibrational stress. Once again, given the abundance of carbon fiber at the team s disposal, and the high strength to weight characteristics of carbon fiber, the team has elected to use carbon fiber for the bulkplates. However, this presents significant tradeoffs in weight and cost for the team, as well as being slightly harder to machine and much harder to integrate with bonding systems. Despite the significant tradeoffs, the team believes that with correct application of adhesive and other fasteners, as well as the low amount of material required to build bulkplates and fins, the 3

19 ease of manufacturing and strength properties of carbon fiber produce a much superior end product to be integrated into the rocket. Since carbon fiber is the selected material, the construction method is to manufacture flat plates using a compressive curing technique. The compression machine, while inherently limited to only flat applications, provides exceedingly good ply consolidation in composite manufacturing. In addition, given the relatively low number of projects applicable to its use, the compressor has much fewer demands for usage, enabling a much less strict schedule of use for manufacturing flat plates. Figure 2.8: Bulkplate Dimensions The bulkplate dimensions are below. They will consist of an inner and an outer plate to seal with the collars and bays inside the vehicle. The avionics bay bulkheads will have the CO2 subsystem attatched to them. Once the flat plates are constructed, the team will use a CNC controlled router in order to cut the correct fin or builkplate dimensions out of the carbon fiber plates. This allows for a variable thickness, as well as rapid prototyping using 3D modeling techniques. 4

20 Section 2.4.3: Size Figure 2.9: Fin Dimensions In order to successfully stabilize the vehicle, the fins must be large enough so that they can create a normal force acting on the fins to counteract the moment of the mass rotating the rocket about its center of gravity. Having determined the ideal shape of the rocket s fins, the sizing must then be determined in order to achieve a subsystem that functions as intended. The overall dimensions of each individual fin are shown in the figure to the left. To ensure that the fin is attatched appropriately, it will be epoxied to the motor mount, engine tube and motor centering ring. Section 2.5: Motor Motor selection is a highly important parameter to the success of the mission, therefore careful consideration must be applied to ensure optimum motor performance. The selection criteria for the motor are outlined in the sections below. Section 2.5.: Loki Research K960-P The rocket motor initially selected for the competition in proposal was the Aerotech K780R-P. Due to the limited availability of this motor the K960-P was chosen for its similarities and availability. The K960-P s specifications are listed below in Table 2.3. Additionally, the thrust curve for this motor is shown in Table 2. on the following page. : 5

21 Table 2.3: Motor Specifications Manufacturer Loki Research Motor Designation K960-P Diameter 54mm Length 498 mm Impulse 949 N-sec Total Motor Weight 3.85 lbm Propellant Weight 2.05 lbm Propellant Type Redline Average Thrust 225 Pounds Maximum Thrust 345 Pounds Burn Time.95 sec This motor was chosen based on OpenRocket simulations, as it provides an initial thrust-to-weight ratio above the required 5: ratio required to create a stable rocket. In addition, as shown in the motor thrust curve below, the motor achieves a higher than average thrust early on in the thrust profile, reaching the required 5-to- thrust ratio in less than a quarter of a second. The maximum altitude achieved by the K960-P was 3352 feet at the current estimated weight, with an average windspeed of 5 mph. Given the increase of 2.97% however, the projected altitude was 3079 feet, displayed in Figure 3.3. While still above the mission altitude of 3000 feet, it is assumed that the actual altitude of the rocket will be slightly lower than the simulated height, as the imperfections in the model OpenRocket uses tends to be more idealistic than the rocket can attain. Additionally, the average windspeeds may be higher than the simulated 5mph, further reducing the expected altitude of the rocket. Simulations of the rocket s flight at higher windpseeds reach well below the 3000 ft target. Thus, should the weather conditions be off the nominal, the rocket will still be below the maximum altitude. With this in mind however, a mass increase of 2.9% is well within the mid-range of the expected mass increase. Should the rocket increase more than that, to a respectable 25% mass increase, the 6

22 primary selection of motor would not be capable of lifting the vehicle and payload to the required 3000 feet. Therefore, a secondary motor has been selected in order to ensure that the competition altitude can be met, given any mass increase. Finally, cost and availability of the motor is also a critical aspect of the motor selection. The selected competition motor can be purchased by several different vendors, including the team s primary vendor, Chris s Rocket Supplies. Figure 2.0: K-960P Thrust Curve Section 2.6: Full-Scale Flight Results On March 7 th, the team flew their full-scale vehicle at Sylacauga, Alabama on the Phoenix Missile Works field. For the purpose of the full-scale, the vehicle was flown with a slightly smaller motor, with the intention of flying the full-scale competition motor at a second flight. This was done to attempt to correlate two different motors with the modeling data, and thus get more accurate predictions for future modeling. In addition, the vehicle was flown without the ballast tank being ballasted, in order to achieve an altitude and loading more similar to the competition on the smaller motor, with the intention of flying the ballasted weight with the full-scale motor at the second 7

23 launch. With the delay in the launch schedule, the fully ballasted full-scale vehicle is prepared to be launched on March 2 st to entirely fulfill the FRR requirements for verification. With these considerations in mind, the full-scale launch was mostly successful. Except for a misfiring charge on the main deploy, the rocket and its subsystems operated as intended, with an extremely stable rocket, flying very close to the predicted altitude. The predicted vs. actual flight data are presented in Figure 2.: Altitude vs. Time K250-P. up until apogee. There are some interesting differences in the modeled flight profile vs. the actual flight, including a longer coasting phase in the actual data. Despite this however, the results of the full-scale flight, flying up to an apogee of 25 feet were extremely close to the modeled flight, predicting an apogee of These differences can be easily explained in differences in the win on site, as well as in the motor variation allowable by the motor manufacturer. These variances in the testing conditions provide for the differences in the modeled vs. the actual flight data, therefore the team considers the model Altitude (feet) Actual Data Modeled Data Time (Seconds) Figure 2.: Altitude vs. Time K250-P highly accurate for modeling predictions. Further testing is still intended on being conducted in order to gather further information regarding the full-scale motor. 8

24 Section 2.7: Mass Estimates The mass of WALL-Eagle and all of its subsystems was calculated using optimal mass calculations from OpenRocket. Since most of the parts will be manufactured using carbon fiber, a brick sample was created to have an accurate density measurement. This density test is exceedingly important given the method of mass estimation. Since construction methods vary drastically from each manufacturer, as well as different resin and cloth systems varying, it is highly important to get an accurate model of the density. The test brick was made in the Composites and UAV Laboratory by pressing layers of preimpregnated carbon fiber together on a polished aluminum surface and molding it into a brick. After the desired shape was achieved it was cured in the Blue-M Convection oven, using manufacturer s recommendations for curing. Once the cured piece was completed, it was machined to have as close to even, parallel sides so that an accurate volume measurement could be made. The block s dimensions were measured with calipers to receive measurements within 0.00 in. and since a parallel surface was very difficult to achieve by grinding an accurate model was made using Solid Edge to calculate volume of an oddly shaped object. After weighing the piece a new density was calculated plus a 2% adjustment for any inconsistencies, such as air pockets. The new density was used in the OpenRocket model to accurately measure mass, since the software calculates volume on its own, an accurate density for each part is the last critical parameter to obtain an accurate mass estimate. Table 2.4: Overall Mass Budget Section Mass (lb.) Percentage of Total Weight Structure % Supporting Equipment % Electronics % Recovery % Motor % Total N/A Mass Growth % Mass Allowance % Shown above in Table 2.4 is the overall mass budget of the system as calculated by open rocket with the assumptions detailed in the previous sections. Additionally, the mass budget is further 9

25 detailed into each independent section in Table 2.5, where the components in the table are described in the list below. Structures The airframe of the rocket including fins and nose cone, as well as centering rings, bulkheads and the engine block. Supporting Equipment Internal bays that support structure and provide a frame for different subsystems to be mounted to. Includes the avionics bay, payload bay, and the ballast tank. Electronics All electrical components and wiring necessary to complete mission. Recovery Equipment necessary to deploy parachute and safely land vehicle. Motor Includes the motor as well as the casing and retention. Payload Bay The section to be used for payload, which will support all mechanical and electrical components of the subsystem. Avionics Bay The section that will contain onboard electronics for reading flight data and sending it to the ground crew, including all of the altimeters and tracking equipment. Ballast Tank Will be used in case more mass is required for stability or for optimal altitude. Bulkhead Seals off the motor compartment from the rest of the subsystems Engine Block Supports the motor and keeps it from moving into the other sections of the rocket Centering Ring Aligns the motor and ensures that thrust is delivered in the same direction, relative to the rocket Table 2.5: Detailed Mass Budget Booster Section Upper Section Component Mass(lb.) Estimated Mass(lb.) Actual Component Mass(lb.) Estimated Mass(lb.) Actual Structure Structure Ballast Tank Payload Bay Bulkhead Avionics Bay Engine Block 0.35 Centering Ring Recovery Nose Cone Fins Electronics Recovery Motor Motor block Total Total

26 Any mass increase is expected to be due to manufacturing, and therefore most likely forward of the current calculated center of gravity. As mass increases in the upper section of the rocket, the center of gravity moves upward and further away from the center of pressure. Should too much mass be moved forward, and the rocket become statically overstable, a ballast tank is positioned in the bottom of the tank, relatively close to the current center of gravity. Therefore, it is possible to move the center of gravity back towards a stable rocket, but should the rocket not gain the expected mass increase, the ballast tank can still be utilized to bring the rocket back to an optimal weight in order to deliver the vehicle and payload to the correct altitude. Mass is inherently one of the most critical parameters in the vehicle s design as most of the other subsystems rely on the mass for their design, from the recovery system to the motor selection. The recovery, and many other systems, are flexible and can be iterated with the changes in mass. Motor selection however, is extremely limited, and thus the selection of the motor is detailed in the next section. Section 2.8: Manufacturing Figure 2.2: Full-Scale Model showing Subsystems 2

27 The majority of the construction of WALL-Eagle has already been practiced for the creation of the parts for the subscale. The subscale launch proved that all components will behave as they should and no problems should be encountered with the full scale build. The same manufacturing practices will be used along with the lessons learned to ensure that a quality product is made. To obtain mission success the team must use a high degree of skill when building the rocket. The team is able to do this with the advice of the team mentor as well as lab technicians and other students who have. Having these sources of experienced individuals allows the team to utilize correct manufacturing methods in order to have a safe and stable design. Multiple members of the team will inspect every part that is manufactured to ensure that it reaches the team s standards. The team s standards are that each part is structurally sound and is in pristine condition. Each part must be highly accurate as to match the dimensions of the rocket design. The carbon fiber must be made by following the manufacturer s directions. With these standards, the team is able to construct a safe and secure rocket. Section 2.8.: ABS Testing Tests have been performed on the 3d printed ABS collars to ensure that the parts have some strength. A inch section was cut from 2 different samples, same dimensions and print settings, but different print jobs. These were then loaded into a continuous compression loading test apparatus to determine the failure load. The first sample failed at 58 lb and the second sample at 65 lb for a ¼ in thick coupler. A figure of the failed specimen is to the right. The results obtained from this test show that the collars Figure 2.3: Strength Testing Setup 22

28 should sustain regular flight and should be re-usable. The carbon fiber components have been field tested and performed as expected, they are durable and lightweight. Further testing is planned, such as tensile testing and other physical property testing, along with integration tests with other systems, such as recovery and AGSE. Section 2.8.2: Composite Testing The strength testing for the carbon fiber is based off of ASTM D3039/D3039M, 2007, Standard Test Method for Tensile Properties of Polymer Matrix Composite Materials. This document provides the standard in which composite materials should be tested. All dimensions used are recommended by the document. Figure 2.4: Composite Strength For strength testing the team constructed two specimens of carbon fiber with identical dimensions. The team is using a sample size of two specimens as this will provide a good average failure stress. The specimens have a geometry of 0.0 inch length,.0 inch width and a 0. inch thickness. There will be four wooden tabs epoxied onto both ends and both sides. These tabs will be inch in length and equal width to the specimen. The tabs allow for a more ideal surface area for the machine to grip onto, this will allow for a more accurate reading. A strain gauge will not be included on the 23

29 specimen as the equipment has built in sensors and can substitute a strain gauge if properly calibrated. Section 2.8.3: Quality control To ensure all parts are precise, proper measurement techniques will be used along with calipers which measure in units of 0.00 inches. All machined parts will be created in Solidworks in order to check fit and clearances. These files can then be used to print and CnC precision parts in the manufacturing lab. Safety will be followed during assembly processes and parts will constantly be checked for fit and accuracy to ensure that a quality vehicle is produced. Section 2.9: Verification Criteria The requirements for the vehicle, along with their execution and verification method are summarized in the table below. The following paragraphs expand upon the execution, giving specifics of the tests, demonstrations, or analysis being performed in each of the executions. As the design of the vehicle is further iterated and refined, the verification table shown below will be updated to reflect the self-imposed requirements demanded of a high-performance vehicle. AU Specific Number Requirement Table 2.6: Verification Tables for the Vehicle Requirement Verification Section/Number Statement Method AU- Vehicle. Test The vehicle shall not Analysis exceed 3,000 feet Demonstration AGL Testing Vehicle shall carry AU-2 Vehicle.2 one commercially Inspection available, barometric Demonstration altimeter Execution of Method Launch vehicle and check altimeters Purchased and calibrated one commercially available altimeter 24

30 Altimeter shall report Tested the AU-3 Vehicle.2. the official competition altitude via a series of beeps to Inspection Testing altimeter and verified that it creates audible be checked after flight. beeps At LRR, a NASA AU-4 Vehicle.2.2. official shall mark the altimeter that will be used for official Inspection Demonstration Complete safety check at LRR scoring. AU-5 Vehicle At the launch field, a NASA official will obtain the altitude by listening to the audible beeps Inspection Demonstration Ensure beeps are audible, launch successfully At the launch field, all AU-6 Vehicle audible electronics except official altimeter shall be capable of being Inspection Demonstration Testing Ensure all electronics can be turned off and back on turned off. Design the The official, marked Inspection electronics AU-7 Vehicle.2.3. altimeter shall not be Analysis housing to damaged. Testing prevent damage to altimeter The team shall report The team is AU-8 Vehicle to the NASA official to record altitude on Demonstration timely and organized in day of launch gathering data 25

31 and reporting to NASA official AU-9 Vehicle Altimeter shall not report altitude over 5,000 AGL Demonstration Testing Design and test launch vehicle to meet altitude requirement Team will Rocket shall fly at the launch the AU-0 Vehicle competition launch Demonstration rocket at the site appropriate site on launch day Trajectory AU- Vehicle.3 Launch vehicle shall be recoverable and reusable Testing Analysis Demonstration Inspection simulations and testing have ensured the launch vehicle is recoverable and reusable Team has designed and Launch vehicle shall built launch AU-2 Vehicle.4 have a maximum of four independent Demonstration vehicle that can have, but does sections not require, four independent sections Launch vehicle shall Team has AU-3 Vehicle.5 be limited to a single Demonstration designed and stage built a single- 26

32 stage launch vehicle Launch vehicle shall The rocket be capable of being design allows AU-4 Vehicle.6 prepared for flight at Demonstration for quick the launch site within assembly/ 2 hours disassembly AU-5 Vehicle.7 Launch vehicle shall be capable of remaining in launchready configuration for hour Testing Batteries are rated for several days of operation AU-6 Vehicle.8 Launch vehicle shall be capable of being launched by a standaed 2 volt DC firing system Demonstration Vehicle has been designed and tested to be launched by the standard 2 volt DC system Vehicle has Launch vehicle shall been designed AU-7 Vehicle.9 use commercially available solid APCP Demonstration around commercially motor system available, certified motors AU-8 Vehicle.9. Final motor choices shall be made by CDR Demonstration Motor has been picked prior to CDR AU-9 Vehicle.9.2 Any motor changes after CDR shall be Demonstration If the change is made to increase safety 27

33 approved by NASA margin, NASA RSO RSO will allow the change AU-20 Vehicle.0 The total impulse provided by launch vehicle shall not exceed 5,20 Newtonseconds (L-class) Demonstration Launch vehicle impusle will be designed to not exceed 5,20 Newtonseconds. The team will Provide an inert or bring an exact replicated version of inert or AU-2 Vehicle. motor matching both Demonstration replicated in size and weight to version of the launch day motor motor on launch day. Inspection of AU-22 Vehicle.2 Pressure vessels on the vehicle shall be approved by RSO Analysis Testing pressure vessel by RSO standards by testing. AU-23 Vehicle.2. Pressure vessels on vehicle shall have a minimum factor of safety of 4: with supporting design documentation included in milestone reviews Inspection Analysis Testing The team will inspect the safety factor of the pressure vessels through testing with documentation. 28

34 AU-24 Vehicle.2.2 The low-cycle fatigue life shall be a minimum of 4: Analysis Testing Testing of the low-cycle fatigue. Inspection of each pressure vessel each pressure AU-25 Vehicle.2.3 shall include a solonoid pressure relief valve that sees the full pressure of the Inspection Analysis Testing vessel and testing of the pressure relief valve to see tank does it work as inspected. Full pedigree of the tank shall be described including application The team will for which the tank was inspect the tank AU-26 Vehicle.2.4 designed, and the history of the tank, Inspection Demonstration along with documentation including the number of testing and of pressure cycles put history. on the tank, by whom, and when Successfully launch AU-27 Vehicle.3 and recover a subscale model of the full-scale rocket prior to CDR. Subscale model shall perform as similarly as possible to the full- Demonstration Testing A demonstaration of the launch will be exhibit through testing. scale model, full-scale 29

35 shall not be used as subscale model A full-scale rocket must be successfully launched prior to FRR in its final flight configuration. The rocket flown at FRR must be the same rocket flown on launch day. A test of the Demonstrate the Testing rocket will be a AU-28 Vehicle.4 launch vehicle's Demonstration demonstration stability, structural Testing of all hardware integrity, recovery functions. systems, and teams ability to prepare the launch vehicle for flight. (A successful flight is defined as a launch in which all hardware is functioning properly Vehicle and recovery Testing of AU-29 Vehicle.4. system shall have Testing vehicle will functioned as designed show how 30

36 recovery system functions. AU-30 Vehicle.4.2 The payload does not have to be flown during the full-scale test flight Inspection Inspection of rocket payload by team will be flown at fullscale test flight. If payload is not AU-3 Vehicle.4.2. flown, mass simulators shall be used to simulate the Inspection Demonstration Payload will be flown. payload mass. AU-32 Vehicle The mass simulators shall be located in the same approximate location on the rocket as the missing payload mass. Inspection Inspection of the rocket payload will be done by the team to ensure it is properly placed. AU-33 Vehicle If the payload changes the external surfaces of the rocket or manages the total energy of the vehicle, those systems shall be active during the full scale demonstration flight Demonstration Testing Demonstration of the adaptability of the systems notice to payload changes of the external surfaces through testing. 3

37 Inspection of Full-scale motor is not the motor will AU-34 Vehicle.4.3 required to be flown during the full-scale test flight, however it Inspection Demonstration be done by the team to ensure it is flown is recommended through fullscale testing. Testing of the AU-35 Vehicle.4.4 Vehicle shall be fully ballasted during fullscale test flight Testing Demonstration vehicle will demonstrate it being fully ballasted. The team will Vehicle or demonstrate components shall not that it did not AU-36 Vehicle.4.5 be altered after final demonstration flight Demonstration alter any components or without permission vehicle after from NASA RSO demonstration flight. The cost of the competition rocket and The team will the Autonomous demonstrate its AU-37 Vehicle.5 Ground Support Equipment (AGSE) Demonstration budget of the competition may not exceed the rocket to budget of [$0000 or validate its cost. $5000] 32

38 The team will Launch vehicle shall demonstrate AU-38 Vehicle.6. not utilize forward Demonstration how the launch canards vehicle does not utilize canards. A demonstration AU-39 Vehicle.6.2 Launch vehicle shall not utilize forward firing motors Demonstration of the launch vehicle will demonstrate it not utilizing forward firing motors. The team will Launch vehicle shall demonstrate not utilize motors that that the motor AU-40 Vehicle.6.3 expel titanium sponges Demonstration does not expel (Sparky, Skidmark, titanium MetalStorm, etc.) sponges through test flight. The team will The launch vehicle exhibit how the AU-4 Vehicle.6.4 shall not utilize hybrid Demonstration launch vehicle motors does not utilize hybrid motors. A AU-42 Vehicle.6.5 The launch vehicle shall not utilize a cluster of motors. Demonstration Inspection demonstration and inspection of the launch vehicle to 33

39 validate it does not use a cluster of motors. To ensure compliance with requirement AU-, the vehicle will have a test launch with the goal of attaining the 3000 ft apogee requirement of the competition. After the launch, the altimeter will be checked; should the vehicle fail to adhere to the requirement, modifications to the design will be made to correct any issues and the vehicle will be retested. To ensure compliance with requirement AU-3, the altimeter will be checked after a test launch of the vehicle to ensure that the altimeter reports the altitude reached via a series of beeps. To ensure compliance with requirement AU-6, the switch that controls the vehicle's electronics shall be activated and deactivated to ensure that the electronics properly turn on and off on command. To ensure compliance with requirement AU-7, the altimeter shall be checked for damage after each test launch of the vehicle. Should any damage occur to the altimeter, the housing for the altimeter will be modified to ensure the altimeter will survive future flights, and the vehicle will be test launched again. To ensure compliance with requirement AU-9, the vehicle's altitude will be monitored during test launches. If the vehicle exceeds 5,000 ft AGL during test flight, steps will be taken as necessary to bring the vehicle's flight back into the acceptable altitude range. This may include adding/removing ballast weight, choosing a different engine, or similar measures. To ensure compliance with requirement AU-, the vehicle will undergo a test launch, and must be recovered intact and in a reusable condition. If the vehicle is not recoverable/reusable after this test launch, design changes be made as necessary will be made to ensure future iterations meet the requirement. To ensure compliance with requirement AU-5, the vehicle will be placed on its launch pad in launch-ready configuration for at least once hour as a test of the electronic system's battery life. To ensure compliance with requirement AU-22, any pressure vessels on the launch vehicle will have to meet the RSO's standards through standard testing. To ensure compliance with requirement AU-23, any pressure vessels on the launch vehicle will be put through testing to ensure that they meet a minimum factor of safety of 4. The results of these tests will be well documented and presented during milestone reviews. 34

40 To ensure compliance with requirement AU-24, any pressure vessels on the launch vehicle will be put through low-cycle fatigue testing, and must have a minimum fatigue life of 4:. To ensure compliance with requirement AU-25, any pressure vessels must have solenoid pressure relief valves; these valves must be tested to ensure they function as intended. To ensure compliance with requirement AU-27, a subscale model of the launch vehicle shall be built and launched before CDR. This model will be a separate vehicle from the actual launch vehicle, and will be designed to be as close to the actual launch vehicle in performance as possible. To ensure compliance with requirement AU-28, the final version of the launch vehicle will be completed before FRR, and will go through at least one full, successful launch to demonstrate the vehicle's adherence to general competition requirements. To ensure compliance with requirement AU-29, the recovery systems shall be fully demonstrated during the test flight listed under AU-28. To ensure compliance with requirement AU-33, if the payload changes the external surface of final vehicle design or alters the total energy of the vehicle, then those systems will be active during the test under AU-28. To ensure compliance with requirement AU-35, the vehicle must be fully ballasted during the full-scale test under AU

41 36

42 Section 3: Recovery Subsystem Section 3.: Subsystem Overview The Auburn Student Launch team is using a dual-stage recovery system: a drogue deploy at apogee (target altitude 3,000 ft.) and a main deploy at,000 ft., deploying the main parachute and ejecting the payload bay. After ejection, the payload bay will fall separately with its own parachute. This means that the rocket will be recovered in three sections. The booster section and avionics bay are fully recovered under the main parachute and are connected by the shock cord of the drogue parachute. The nosecone and payload bay remain attached and are recovered together under the payload parachute. A diagram explaining the recovery system is shown in Figure 3.. Figure 3.: Recovery System Overview All section separations and the payload bay ejection are achieved through use of a proprietary CO2 ejection system, further described in Section 3.5: The CO2 ejection system works in conjunction with custom sewn parachutes to ensure that all sections of the rocket return to the surface safely. 37

43 During recovery, the booster section weighs 9.9 pounds, the avionics bay section weighs 4.4 pounds, and the nosecone and payload bay section weighs 4.9 pounds. A 20 inch diameter drogue parachute reduces the descent velocity of the rocket components to 5 ft/sec, below the threshold velocity for safe main deploy 20 feet per second. A 95 inch diameter main parachute reduces the decent velocity for the booster section and the avionics bay section to 7 feet per second. The nosecone and payload bay fall under a 65 inch diameter payload parachute that reduces the descent velocity of this section to 5 ft/sec. More details regarding the parachutes, their sizing, and their construction can be found in 0. The kinetic energy on impact of the booster section is 44.4 ft-lbf. The kinetic energy of the avionics bay and associated body section at impact is 9.7 ft-lbf. The kinetic energy of the payload bay and nosecone on impact is 7. ft-lbf. The kinetic energy of each section is well below the designated maximum of 75 ft-lbf. A summary of the recovery system data is shown in Table 3.. Table 3.: Descent Velocities and Impact KE Booster Section Avionics Bay Section Nosecone and Payload Weight 9.9 lbm 4.4 lbm 4.9 lbm Decent Velocity - Drogue 5 ft/sec 5 ft/sec 5 ft/sec Decent Velocity Main 7 ft/sec 7 ft/sec 5 ft/sec Impact Kinetic Energy 44.4 ft-lbf 9.7 lbm 7. lbm Section 3.2: Requirement Validation The Auburn Recovery team has completed an in-depth analysis of the requirements outlined in the Student Launch Handbook. The recovery subsystem was designed to fulfill all of NASA s requirements in the Student Launch Handbook as well as additional requirements identified by the Auburn Student Launch team to improve our system and have it meet our personal standards. The validation methods for recovery requirements in the Student Launch Handbook is outlined in Table 3.2. Additional validation for requirements identified by the Auburn team are listed in Requirement Number 2. Table 3.2: Recovery Requirement Analysis Requirement Deployment of Recovery Devices Method of Validation Verified through ground testing and test flights. 38

44 Ground Ejection for Drogue & Main Parachute At Landing, Max KE of 75ftlbf for each Independent Section Recovery system Electrical Circuits Independent of Payload Electrical Circuits Recovery System Must Contain a Redundant, Commercially Available Altimeter Exterior Arming Switch for each Altimeter Dedicated Power Supply for each Altimeter Arming Switch Capable of being Locked in the ON Position Removable Shear Pins used for Main & Drogue Parachute Compartment Electronic tracking Device Installed in Rocket to Transmit the Location of the Tethered Vehicle or any Independent Section to a Ground Receiver An Active Electronic Tracking Device shall be connected to any Independent Rocket Section or Payload Component Verified through rigorous ground testing. Calculation and subscale testing Altimeters have independent circuits. The recovery system includes an AltusMetrum Telemetrum altimeter and a backup PerfectFlite Stratologger altimeter. Exterior key switches arm and disarm the altimeters. Each altimeter has its own power supply; the Altus Metrum has its own LiPo battery and the Stratologger is powered by a 9-Volt battery. Key switches are installed to arm altimeters and when locked in ON position cannot be turned off without key. Two shear pins hold payload bay and avionics bay together and two shear pins hold booster section and avionics bay together. Each independent section of the rocket body has tracking; the avionics bay ha GPS tracking within the Telemetrum altimeter and the payload bay and booster section have RF tracking. All systems have been tested thoroughly through ground testing and test flights. The AltusMetrum altimeter provides tracking to the avionics bay section and the independent booster section and payload bay each have an RF tracker. 39

45 The Electronic Tracking Device shall be fully Functional during Official Flight at Competition Launch Site Recovery System Electronics shall not be affected by other On-Board Electronics during Flight Recovery System Electronics must be placed in a Separate Compartment away from any other Radio Frequency/ Magnetic Wave Producing Device Recovery System Electronics Shielded from all On-Board Transmitting Devices Recovery System Electronics Shielded from all On-Board Transmitting Devices Producing Magnetic Waves Recovery System Electronics Shielded from any other On- Board Transmitting Devices The system includes GPS tracking, integrated in the AltusMetrum Telemetrum altimeter and additional tracking from RF Trackers located in each independent section of the rocket. Recovery system electronics have been tested in flights and in ground testing and are proven not to interfere with one another. Altimeters are both located within the avionics bay and RF trackers are located in other sections. The primary recovery system electronics (altimeters and their batteries) are contained within the avionics bay and transmitters are located outside of the avionics bay. The primary recovery system electronics (altimeters and their batteries) are contained within the avionics bay and transmitters are located outside of the avionics bay. The primary recovery system electronics (altimeters and their batteries) are contained within the avionics bay and transmitters are located outside of the avionics bay. Requirement Number AU Table 3.3: Auburn Requirement Analysis and Validation Requirement All sections land with a Kinetic Energy of less than 50 ft-lbf to ensure safety of Method of Validation Calculation and flight testing. 40

46 AU2 AU3 AU4 AU5 rocket components and payload. Minimize use of black powder to contain flame and improve safety conditions for team members. System should be designed so that charges can be wired in a reasonable time frame and is simple to arm and operate. Parachutes shall have inch of extra space within their respective body tubes to allow for a comfortable fit and ensure deployment. The rocket will contain GPS tracking. Team has switched to a CO2 ejection system that requires black powder charges a fraction of the size of a full black powder charge. (0.5 grams vs. 5 grams) Altimeters within avionics bay is pre wired prior to launch so that CO2 canisters can be prepped and charges can be directly wired to the outside of the avionics bay within hour. Body tube sections are designed to allow at minimum an extra inch per parachute. The AltusMetrum Telemetrum altimeter provides GPS tracking for the avionics section. Section 3.3: Structural Elements The avionics bay is located aft of the payload bay and forward of the booster section. Drogue section separation occurs at the aft end of the avionics bay, with shear pins attaching the booster section to the avionics bay. On the forward end, the body tube containing the main and payload parachutes is bolted to the avionics bay and section separation occurs at the junction between the payload bay and this body tube. The avionics bay is contained within a 5 inch diameter, 0 inch long 3D-printed ABS plastic coupler, reinforced with a layer of carbon fiber for strength. The center of the coupler is overlaid with a 2 inch section of body tube that serves at the switch ring. Both ends of the avionics bay are sealed with bulk plates, to properly contain the avionics electronics. Attached to these bulk plates are the proprietary CO2 ejection systems, one for each end. These replace the typical black powder charges used to achieve section separation. 4

47 A general layout of the avionics bay is shown in Figure 3.2. The holes shown on the coupler in this rendering represent the shear pin holes and bolt holes on the aft and forward ends, respectively, and pressure vent holes to ensure proper measurements by the altimeters. The CO2 systems shown in the rendering are not exact models of the final system and serve only to show the orientation of the system with respect to the avionics bay. Note that the CO2 canisters are housed outside of the avionics bay and all deployment charges will not impact the pressure within the enclosed coupler. The U-bolts on the bulk plates indicate where the parachutes will attach to the avionics bay, the main parachute on the forward end and the drogue parachute on the aft end. Section 3.4: Electrical Elements Figure 3.2: Avionics Bay The team is using two altimeters to meet redundant system requirements. The primary altimeter will deploy CO2 charges at apogee for drogue deployment and at 000 feet for main deployment. The backup altimeter will deploy CO2 charges, again at apogee and at a delayed main altitude of 900 feet. Figure 3.3: AltusMetrum Telemetrum For the main altimeter, the team has chosen the AltusMetrum Telemetrum altimeter, shown in Figure 3.3. This altimeter provides dual deployment support for the main and drogue parachutes. The AltusMetrum tracks flights using an accelerometer and barometric pressure sensors that remain reliable up to a maximum altitude of 00,000 feet. In addition, the Telemetrum provides the 42

48 advantage of integrated GPS. The Telemetrum allows for GPS tracking of the avionics bay and therefore the booster section, as the sections are connected via the drogue parachute shock cord. The AltusMetrum is powered by a lithium polymer battery. The Telemetrum can perform a live data link with an onsite computer using the AltOS software, giving the ground crew a live feed of the flight activity. The team is very excited to use the Telemetrum altimeter in conjunction with the proprietary CO2 system as the Telemetrum can reliably simultaneously deploy up to three e- matches. Our proprietary CO2 system experiments with the simultaneous puncture of multiple CO2 canisters to ensure deploy, as CO2 cannot damage the rocket in the same way a simultaneous black powder charge would. By taking advantage of the power of the Telemetrum, the team has developed a system where multiple canisters fire at once, creating a powerful and reliable ejection charge for separating body tube sections and ejecting the payload. Details of the simultaneous canister deploy are explained in Section 3.5:. The backup altimeter is a PerfectFlite Stratologger, shown in Figure 3.4. The Stratologger, like the Telemetrum, is reliable up to 00,000 feet. The Stratologger is set to deploy the drogue parachute at apogee and the main parachute at a delayed altitude of 900 feet, 00 feet off the main altitude of the primary altimeter. The Stratologger stores up to 9 minutes of flight data and has a Figure 3.4: PerfectFlite Stratologger post-flight siren that beeps to assist in locating the rocket upon landing. The Stratologger is power by a standard 9-volt battery. The team has reliably used the Stratologger in subscale launches and individual certification flights and is confident is choosing this as our backup altimeter. As a fallback, should either of these altimeters be proven to be deficient, the team owns additional PerfectFlite Stratologger and Mawd altimeters that can be used in case of errors with the chosen altimeters. In addition to the GPS tracking provided by the Telemetrum altimeter, standard commercial RF trackers will be added to each section of the rocket. The Auburn University team s final launch at 43

49 Figure 3.5: Peregrine Exploded View the competition in 204 highlighted the need for excessive redundant tracking of each individual component of the rocket. Two RF trackers will be used in total: one attached to the main chute and one in the booster section. In addition the teams contact information will be clearly displayed on all components of the rocket, should for any reason the components become separated and misplaced during launch. Section 3.5: CO 2 Ejection System Arguably the biggest design change the Auburn recovery team has made this year is the switch from a standard black powder ejection charge system to a custom CO2 ejection system. We are confident that this system is a more elegant and precise solution to section separation than black powder. CO2 is safer than black powder; rather than a localized explosion resulting in open flame, the CO2 canisters release pressure and are triggered by a smaller, completely contained black powder charge. The lack of flame within the body tubes reduces risk of damaging parachutes and other recovery system components and ensures successful recovery. In addition the system is more scalable. Black powder charges can fail in high altitude/low oxygen environments whereas a CO2 system will be equally reliable at any altitude up to 27,000 feet. While not the standard system for high-powered rocketry ejection, commercial systems for CO2 ejection do exist. As a starting point the team analyzed and reverse engineered the Tinder Rocketry Exhaustless Peregrine ejection device. Figure 3.5 shows an exploded view of the Peregrine system. The charge cap holds a 0.5 gram black powder or Pyrodex charge. The e-match is held within this charge cap and, upon ignition, the black powder pushes the lift piston, which in turn pushes the CO2 canister against the spring assembly and into the opening pin. The pin punctures the canister releasing the pressure within the canister. This system is compatible with 2 gram and 8 44

50 gram CO2 cartridges; the Auburn system is designed to use 2 gram cartridges therefore the Peregrine system is an accurate model for the pressure release. Leading up to and in conjunction with the development of our custom CO2 ejection system, rigorous testing of the Peregrine system was performed. A single Peregrine assembly was tested alone, outside of a tube to determine the reliability of the charge cup-piston-canister-spring-pin assembly. After four rounds of testing, it was determined that the assembly will properly puncture the canister and will not produce any exhaust or back flame assuming the charge cap is properly sealed with epoxy on the e-match end and tape or a round sticker on the back powder end. After the Peregrine system was proven to be independently reliable, two Peregrine systems were tested together, both external to the rocket body and within a contained system. The system was hooked up to the AltusMetrum Telemetrum altimeter. The Telemetrum has a test feature that was used to ignite the e-matches remotely during testing. The Telemetrum has the ability to five up to three e- matches at once. This was tested by firing the two Peregrine systems simultaneously. Simultaneous deploy is one of the primary differences between a black powder system and a CO2 system. With black powder, simultaneous deploy is a risky, undesirable situation; the nature of the back powder charge detonation is explosive and a simultaneous explosive deploy can cause significant damage not only to the flammable components of the rocket, such as the rip-stop nylon fabric and tubular nylon, but also to the actual rocket body tube. Black powder explosions can cause pressure bursting of tubes. With CO2 canisters the pressure escapes in a more gradual nature; because of this slight time delay as the pressure releases, the section has time to pressurize as a whole and will break the shear pins upon reaching the threshold pressure. There is minimal risk of excess pressure building up within the body tube. The sections will separate upon reaching the threshold pressure and excess pressure will be vented into space. This means that not only will simultaneous canister deploy not pose a risk to the rocket, but it can be used as a feature of the custom system. The custom CO2 ejection system is designed to fire three canisters at once; should any of the canisters, puncture assemblies, or e-matches fail, the system will still be fully functional as each of the three canister assemblies is fully independent. A single 2 gram canister assembly provides sufficient charge to separate the sections. However the redundant canister assemblies provide extra force to ensure deploy and pose no extra risk of damaging the rocket body. Should all canister 45

51 assemblies, e-matches, and altimeters function correctly, the three canisters will fire simultaneously and will effectively deploy their respective chute(s). The custom system is designed so that three canisters can lay flat on a bulk plate on either side of the avionics bay, a complete system for the main and payload deploy and a separate, complete system for the drogue deploy. This is a significant design change from the Peregrine commercial system. The Peregrine system has its canister assemblies oriented along the length of the rocket. Due to the available rocket diameter and the team s desire to save space along the rocket body length, Figure 3.6: CO2 Canister Dimensions our system is designed to lie horizontal. The limiting factors in designing the system casing are the size of the CO2 canisters and the size of the bulk plates. The CO2 canister dimensions are shown in Figure 3.6 and the bulk plates are 5 inch diameter circular carbon fiber plates. A model showing the orientation of the custom ejection system relative to the avionics bay bulk plates and attachment hardware is shown in Figure 3.7. The casing that contains the three canister assemblies is bolted directly to the bulk plate and is attached using the u-bolts for parachute attachments to conserve space and minimize excess hardware. The casing was designed using CAD software, tested using 3D printed abs plastic test parts, and finally machined into Figure 3.7: Ejection System Orientation 46

52 high density plastic. The 3D printed parts served as reliable space models when assembling the recovery system and were used extensively in the preliminary testing of the custom system. However for the final system the casing was machined from high density plastic to enhance strength and eliminate the risk of shear and tensile failures in 3D printed parts (3D printed parts are weakest between the lateral layers). Figure 3.8 and Figure 3.8 show the block rendering of the two halves of the case. The e-matches will stick out of the hole at the end of the charge half of the case. The pin half has the puncturing pins embedded in the back and has pressure vent holes on top. The two tabs on top of each case show where the two halves are bolted together. Figure 3.0 shows a picture of a 3D printed test model. Figure 3.8: Case Rendering - Charge Half Figure 3.9: Case Rendering - Pin Half Figure 3.0: 3D Printed Test Model 47

53 Each of the three holes in the case contains a full canister assembly. The canister assembly is modeled after the Peregrine system. An exploded view of the canister assembly is shown in Figure 3.. The assembly consists of a charge cap (shown in yellow) which hold the black powder charge and the head of the e-match and the e-match leads stick out of the back of the cap. The lift piston (shown in blue) hold the base of the CO2 canister and provides a pushing surface for the black powder charge in the charge cap. The alignment collar (shown in red) hold the top of the canister keeping the canister straight and in the center of the case channel. The pin assembly (shown in teal) holds the pin in place at the base of the channel and the spring provides resistance against the alignment collar. All of these parts were machined from aluminum by our in house machinist. In conjunction with white grease lubricant and o-rings on the alignment collar and lift piston ensure the assembly fits smoothly within the case channels. Figure 3.: CO2 Canister Assembly - Exploded View Section 3.6: System Redundancy The recovery system is designed so that each event is controlled by two charges: a primary and a backup. Two altimeters are used: an AltusMetrum Telemetrum altimeter to deploy the primary charges and a PerfectFlite Stratologger to deploy the backup charges. This redundant altimeter system prevents total system failure if a charge is unsuccessful in achieving section separation. If 48

54 a primary charge is successful, the backup charge will deploy into open space as the vehicle body sections will already be separated. If a primary charge fails for any reason, be it the altimeter, the canister, or any other component, a completely independent, redundant system will be able to successfully achieve section separation. The primary altimeter is wired to and backup altimeter are both wired to all three charges for both deploys. While only one canister is required for section separation, the addition of the second and third canister in each deploy protects each charge from failure in the event of a failed cartridge. If all canisters are successful, the vehicle body sections will separate and the excess pressure from the additional canisters will not cause any damage to the launch vehicle or the recovery system. If a single canister fails, the other canisters will still provide enough pressure to successfully separate the sections. The dual altimeter system with the additional backup provided by the dual canisters makes for a reliable system that has been validated through vigorous testing. Section 3.7: Parachutes The dual stage recovery system with the addition of an ejected payload requires the use of three parachutes. All three parachutes will be designed and constructed by the Auburn team. The parachutes are constructed from rip-stop nylon fabric sewn together with nylon thread. Currently the parachutes are designed to be semi-ellipsoidal in shape, based on historical data from the team using semi-ellipsoidal parachutes in the past. Extensive wind tunnel testing and analysis will compare semi-ellipsoidal parachutes to hemispherical, cross-form, and other custom shapes of parachutes. In addition, the team will be comparing parachutes with spill holes to parachutes without. A trade study was conducted to compare standard parachute materials and determine the best material to use when construction our custom-built parachutes. For parachute material the primary factors for material selection were cost, ease of access, and tensile strength. Cost is always a major factor when working a project with a fixed budget. 30 inch wide by foot long sections of each material were used when looking for price estimates. These sections can be cut and sewn into whatever shape needed. Ease of access is another factor which should always be in consideration. The Auburn team will be making their own parachute this year. Because of this excess material will be needed for practicing sewing and hemming techniques. If 49

55 the material cannot be easily found, it will restrict the capabilities of the team. Tensile strength is the last factor considered in this trade study. The mission s success depends on having a material that can adequately slow down the rocket and payload to a safe speed. Decision Factors Materials Table 3.4: Parachute Material Trade Study Decision Factors Cost Tensile Strength Ease of Access (30 in wide/ft) (ksi) Rip-stop Nylon $.50 High 96 Silk $0.67 Medium 72.5 Kevlar $2.93 Low 525 Terylene $.84 Low 0.8 Scoring Table 3.5: Parachute Material Trade Study Rubric Cost (30 in wide/ft) Ease of Access Tensile Strength (ksi) > $.50 Low 50 2 $.50 Medium 00 3 $0.75 High >00 Table 3.5 shows the rubric created to rate the materials based on the decision factors deemed important to the project. All that was left to do was decide which factors were most important to mission success based on a scale from to 3. Most of these materials are relatively cheap when compared to the rest of the budget. For this reason cost was rated a 2 out of 3. Ease of access was deemed the most important factor by recovery team members, as being able to work and practice with the materials in order to get the best parachute possible will be vital to ensuring mission success. Tensile strength was also rated a 2 out 3 as most of these materials are known and successful parachute materials and all could suffice if used properly. The trade study results are show in Table

56 Factors Table 3.6: Parachute Material Trade Study Results Weight Rip-stop (-3) Nylon Silk Kevlar Terylene Cost Ease of Access Tensile Strength Raw Score Ranking As shown, rip-stop nylon came out as the first choice selection for the parachute material. This supports the well-practiced fact of rip-stop nylon being the typical selection for high powered rocketry parachutes. Because the information from the trade study, the materials accessibility to the team, and the team s experience using this material in the past, rip-stop nylon was used to make all of Auburn s parachutes. After motor burnout the rocket weighs approximately 23 pounds, 9.9 pounds in the booster section, 4.4 pounds in the avionics bay section and 4.9 pounds in the payload and nosecone section. All remaining weight is in the recovery system (parachutes, harnesses, shock cords, connection hardware, etc). For the rocket to reach a velocity for safe deploy a drogue parachute of 20 inches in diameter is required to reduce the rocket to 5 ft/sec descent velocity. The following drag formula was used to calculate parachute diameter: F D = ρcdav 2 This formula assumes a parachute CD of.5 for a semi-ellipsoidal design. After conducting a shape study, the team decided on the semi-ellipsoidal parachute shape to maximize drag per square foot of fabric while ensuring that the parachutes will successfully deploy. We determined that while a spill hole reduces the amount of fabric required for the parachute, the added shroud lines and fabric gaps add unnecessary risk of failure to properly open. 2 At 000 feet, the main and payload parachutes eject. The main chute will be responsible for recovering the booster section and avionic bay section. The sections are tethered by the shock cord of the drogue chute and weigh a combined 4.3 pounds. For this weight and a final descent 5

57 velocity of 7 ft/sec, the main chute needs to be 99 inches in diameter, assuming a semihemispherical shape. This results in an impact KE of 44.4 ft-lbf and 9.7 ft-lbf for the booster section and avionics bay section, respectively. The nosecone and payload bay fall under the influence of their own parachute. As the payload of any mission is assumed to be delicate cargo it should recovered with the utmost care. To reduce the impact kinetic energy and to reach a final descent velocity of 5 ft/sec, a 65 inch diameter parachute is required. Again the diameter for the main and payload parachutes are determined assuming a standard semi-ellipsoidal shape with a drag coefficient of.5. Parachute sizes are presented in Table 3.7. Parachute Drogue Payload Main Table 3.7: Final Parachute Sizes Diameter 22 inches 65 inches 99 inches The drag values calculated are final, assuming the final weights. Should maximum ballast be required for any reason, the designated parachutes will still recover the rocket components within the safe range of impact kinetic energy (up to 75 ft-lbf). Section 3.8: Drift Calculations A Matlab script was developed to calculate estimate drift of the various rocket sections at the various wind conditions specified in the Student Launch handbook. The program takes into account the varying air density at different deployment heights. The following is the Matlab script used to calculate drift. clc, clear all %request constants prompt ={'Enter weight of Rocket (lbs):','enter drag coefficient:','enter Diamenter (ft):', 'Enter deployment height (ft):', 'Enter estimated wind speed (mph):'}; dlg_title = 'Drift Calculations'; answer = inputdlg(prompt,dlg_title); w = str2num(answer{}); %lbs Cd = str2num(answer{2}); D = str2num(answer{3}); %feet h = str2num(answer{4}); %feet s = str2num(answer{5}); 52

58 %other constants g = 32.2; %ft/s %pick an appropriate density (slug/ft^3) if h <= 000 rho =.073; elseif h > 000 && h <= 2000 rho =.0688; elseif h > 2000 && h <= 3000 rho =.0662; elseif h > 3000 && h <= 4000 rho =.0639; elseif h > 4000 && h <= 5000 rho =.065; elseif h > 5000 && h <= 6000 rho =.059; elseif h > 6000 && h <= 7000 rho =.057; elseif h > 7000 && h <= 8000 rho =.0548; elseif h > 8000 && h <= 9000 rho =.0528; elseif h > 9000 && h <= 0000 rho =.0507; else disp ('error: please select a deploment height under 0,000 ft') end %calculate mass m = w/g; %slugs %calculate descent velocity v = (sqrt((8*m*g)/(pi*rho*cd*d^2)))*.6882; %mph %calculate hang time h = h/5280; %miles time = h / v; %hour %generate Drift data drift = zeros(30,0); vw = 0; i = 0; The output of this program confirm the results of drift calculations taken from the OpenRocket model of the full rocket. The following are graphs from OpenRocket flight simulations at 5 mph, 0 mph, 5 mph, and 20 mph wind speeds. The results of drift calculations are shown in Table

59 Figure 3.2: Open Rocket Drift Simulation - 5 mph Figure 3.3: OpenRocket Drift Simulation - 0 mph 54

60 Figure 3.4: OpenRocket Drift Simulation - 5 mph Figure 3.5: OpenRocket Drift Simulation - 20 mph 55

61 Section Weight (lbs.) Table 3.8: Drift Summary Parachute Size (ft.) 5 mph 0 mph 5 mph 20 mph Booster section and avionics bay (main parachute) Payload bay and nose cone (payload parachute) 4.3 lbs ft. 096 ft. 228 ft. 35 ft. 476 ft. 4.9 lbs ft. 874 ft. 973 ft. 038 ft. 59 ft. Section 3.9: Attachment Scheme The parachutes are attached to their respective bulk plates using a system of U-bolts and Quick Links. The team has made the switch from bent eyebolts used in past years. U-bolts are a much more cost efficient option than forged eyebolts. U-bolts minimize interference between the connection equipment and the shock cords/ shroud lines. In addition, U-bolts eliminate the risk of straightening the loop of a bent eyebolt during deployment and provide the added benefit of distributing the load between two points of contact with the bulk plate. Shock cords will be attached to swivel joints using bowline knots and stopper knots as required to tie up loose ends. Tension testing has been conducted to confirm that the knots will hold and will not reduce the structural integrity of the shock cords below loads reached during flight. Quick links attach the swivel joints at the end of the shock cords to the U-bolts on the bulk plates. The rocket requires 30 feet of shock cord connecting the booster section and the avionics bay section. The shock cord connecting the main parachute to the avionics bay is 5 feet, the reduced length as a result of the shock cord being one sided, only connecting the parachute to one rocket section. The payload parachute is attached to the payload bay with a similarly short shock cord. The recovery team used trade studies to determine the proper materials to be used in the recovery system. Shock cord materials were thoroughly analyzed to ensure that the best material was chosen to meet our team s needs and requirements. 56

62 As seen in Table 3.9 the team s primary decision factors for selecting shock cords are tensile strength, melting point, and the average price per foot of cord. Because of the switch from black powder to CO2, the materials are not required to be flame retardant, as the system is not exposed to open flame. However, as black powder is always a backup option should for any reason the CO2 system be unavailable therefore the system should still be flame retardant. These two materials being compared are tubular nylon and tubular Kevlar. These materials are very typically used in high powered rocketry and are compared at different sizes to determine the appropriate material. Decision Factors Materials Table 3.9: Shock Cord Trade Study Decision Factors Tensile Strength Melting Point (lbs) ( F) Average Price ($/per ft) /2" Tubular Nylon /6" Tubular Nylon " Tubular Nylon /8" Tubular Kevlar /4" Tubular Kevlar /2" Tubular Kevlar The trade study rubric shown in Table 3.0 outlines how material properties were ranked and scored when determining which material and size should be chosen. Table 3.0: Shock Cord Trade Study Rubric Scoring Tensile Strength (lbs) Melting Point ( F) Cost ($/per ft) > > 4500 > After determining the score of each material, the next step was determining which factors were most important to the project. Tensile strength was seen as the most important factor as the shock 57

63 cord will be put through tension when the recovery event occurs. Melting point was also considered to be of primary concern in the trade study; as aforementioned the system should still be fireproof despite the use of CO2. Price was considered to be of moderate significance as these materials are relatively cheap in comparison to the rest of the budget and all these materials are easily bought from local or online vendors. The final scores of each material can be seen in Table 3.. The ½ tubular Kevlar ranks highest when considering all of the design factors discussed. However, due to the switch to a CO2 deployment system and the reduction in height requirements, this material too hefty for the project requirements. Also, considering the lack of elasticity and the abrasiveness of Kevlar it poses the risk of snapping the cord or zippering the rocket. For these reasons, the tubular Nylon has been chosen as the primary candidate for the shock cord of the rocket. Factors Tensile Strength (lbs) Melting Point ( F) Average Price ($/per ft) Weight (-3) Table 3.: Shock Cord Trade Study Results /2" 9/6" " /8" /4" /2" Tubular Tubular Tubular Tubular Tubular Tubular Nylon Nylon Nylon Kevlar Kevlar Kevlar Raw Score Ranking Section 3.0: Rocket Tracking As mentioned in Section 3.4:, the avionics bay is tracked using the integrated GPS on the AltusMetrum Telemetrum. In addition to GPS, the team is including an RF tracker in each separate section of the rocket to ensure successful location of all rocket components upon landing. The 58

64 main parachute and booster section will each be tracked via RF signal. In addition, the payload bay will be tracked using a ZigBee mini GPS module. GPS tracking in both truly separate sections of the rocket ensure proper tracking and location of the rocket components after flight. During flight, the rocket can be monitored using the live data transmission feature of the AltusMetrum Telemetrum in conjunction with a ground computer running AltOS and a Teledongle to receive output signals. Redundant rocket tracking became a priority for our team after our failure to locate sections of rocket in Utah at the 204 Student Launch Competition. The payload can be located independently using its onboard GPS. Should the drogue shock cord fail, the booster section and avionic bay can be located independently. Should the AltusMetrum fail, the avionics bay can still be located using the RF tracker in the main parachute. Section 3.: Safety As with all areas of the competition, the team s priority in construction, testing, and operating the recovery system is safety. The recovery team has worked hand-in-hand with our Safety Officer as well as our Recovery-Safety liaison to ensure that all team members are working in a minimal-risk environment at all times. Detailed risk mitigation tables are presented in the Safety Section of the FRR report. These tables are sorted into four sections for recovery: flight operations, testing operations, materials and construction. Flight operations includes pre-launch and post-launch procedure, primarily focusing on preparing the avionics bay and arming the CO2 ejection system. Testing operations include test setup and proper PPE for each testing scenario. Materials include properties and proper handling and storage procedures for all materials involved in the recovery system, including CO2 and black powder. Construction includes the proper usage of all lab equipment and tools. As a result of the careful practices of the team in following the instructions of the safety officer and the pre-determined safety procedures for labs, equipment, and materials the team encountered no accidents or injuries throughout the construction, testing, and finalization of the recovery system. Section 3.2: Manufacturing 59

65 The recovery subsystem can be divided into three main categories: parachutes, ejection charges, and attachment hardware. Each of these categories has its own set of manufacturing and fabrication procedures. Section 3.2.: Parachute Manufacturing The parachute category involves sewing the drogue, main, and payload parachutes and attaching all of the required shroud lines and shock cords. After the shape, size, and design of each parachute is finalized a paper template is created from the 2D model of each gore made from the shape coordinates plotted in Excel and mapped using CAD software. The template is used to cut the appropriate number of gores from the rip-stop nylon fabric. The gores are pinned together in pairs in preparation for sewing. The seams are French slip style, providing strength and dual fault tolerance in the parachute seams. To construct a proper French seam, the wrong sides of the fabric (the inside of the parachute) are sewn together with a quarter inch seam allowance. The seam is then reversed and the right sides of the fabric (the outside of the parachute) are sewn together with a ¾ inch seam allowance that encases the raw edges of the fabric and the previous seam. The gore are sewn in pairs and the pairs are sewn together until eventually forming the halves of the parachute. The halves are joined in an additional French slip seam down the middle of the chute. This main seam further seals the ends of all the other Figure 3.6: Parachute Gores seams by encompassing the tips of all the other gores within the fold of the French seam. The 60

66 thread is utility nylon thread chosen for its strength properties. Figure 3.6 shows the main parachute gores mid-assembly. After the parachutes are sewn, the shroud lines are attached. Shroud lines are typically made to be one and a half times the diameter of the parachute to which they are attached. There are two options for shroud line materials. For the smaller drogue chute, 550 Paracord is used for its smaller size and lighter weight in comparison to tubular nylon. For the main chute and payload chute, ½ inch tubular nylon is used for shroud lines. A different method is required for attaching each of the two different types of shroud lines. For paracord shroud lines, the shroud lines are attached to a parachute seam beginning four inches up from the edge of the Figure 3.7: Sewing Stations parachute. The paracord is straight stitched to the inside of the seam flap, then the flap is folded over and a wide zigzag stitch over the entire width of the cord. This sandwiches the paracord between the seam flap and the outside layer of fabric, creating multiple surfaces of contact between the paracord and the fabric. For ½ inch tubular nylon, the shroud lines have a larger surface area and therefore can be attached simply by using heavy wide stitches. For larger chutes such as the main, the shroud lines should begin at least 6 inches from the edge of the parachute. Section 3.2.2: CO 2 Fabrication The team used different fabrication methods when designing the CO2 ejection system and when testing prototypes. One of the first methods used in this process was 3D printing. Recently, the team gained access to a 3D printer and it quickly proved to be an invaluable tool for every iteration of the design process. Using ABS plastic, the team was able to easily construct models and parts 6

67 for the ejection system which made the design of the system evolve much faster and much more fluidly. The final two-part casing of the ejection system consists of machined from high density plastic (HDPE) and aluminum mechanical parts. After 3D printing several prototypes, the team decided to machine all inner components out of aluminum using our in house machinist. The smaller pieces, such as springs, O-rings, screws, and nuts are store bought. The machined plastic outer case has proven to be much stronger than the 3D printed material, which is very weak in shear and tension, and provides a more polished final product. Section 3.2.3: Attachment Manufacturing The attachment hardware for the recovery system, including the U-bolts and quick links, is primarily commercial off-the-shelf hardware and no further design is required to successfully integrate this with the rest of our system. Proper sized U-bolts are chosen to fit onto the bulk plates with the CO2 ejection system. Quick links are used to attach the U-bolts to the swivel joints at the ends of the shock cords. Swivel joints are pre lubricated and machined so that they will rotate freely during flight and prevent the shock cord from twisting. Shock cords are sized to distribute loading and absorb the shock of deployment. The drogue shock cord also acts to space the sections of the rocket in the air so they do not collide and potentially damage one another. Section 3.3: Launch Procedures At each launch there is always a set of procedures followed by recovery team in order to guarantee the recovery system is fully prepared pre-launch and post-launch. These procedures will be highlighted in this section and the following sub-sections and will outline the general steps taken and the equipment needed to perform these duties. All members of the recovery team will have the ability to perform these tasks, but come competition launch date these tasks will primarily be taken care of by senior members and the team s vice president. Section 3.3.: Recovery Pre-launch Procedures First and foremost, the team will need the proper equipment in order to carry out the tasks required to prepare the recovery system at the launch site. The recovery team has a designated tool chest and bins filled with the proper equipment. The items in the chest/bins are as follows: 62

68 Tools o Scissors o Screwdrivers o Utility knives o Safety glasses o Allen wrenches o Wire strippers o Voltmeter o Clear capsules (for measuring black powder for CO2 system) o Soldering Iron o Drill kit with bits o Sandpaper Spare parts o Quick-links o U-bolts o Swivel joints o Shear pins o Bolts (for section connections) o E-matches o Electrical wire o Electrical tape o Extra shock cord o CO2 cartridges o Peregrine CO2 system o Backup altimeters o Black powder o Black powder blast caps (as backup) o Spare batteries (altimeter and drill) o Needle and thread 63

69 o Rip-stop nylon (for patching) o 5 minute epoxy o Mixing cups A checklist has been created to ensure that all materials are packed and prepared prior to launch. E-matches and black powder are explosive materials therefore extra precaution is in order to ensure that there is no possibility of premature detonation when these items are in storage or in travel. After arriving at the launch site, recovery team members will gather the materials for the avionics bay and begin assembling the avionics bay. Prior to the launch day, the altimeters will be wired to their respective switches and the charge ports will be wired to terminals to allow for easy assembly on launch day. The LiPo battery for the Telemetrum is charged the night before and fresh 9-volt batteries are ready for the Stratologger; backup batteries for both altimeters are available. Charges are not wired until at least minutes prior to launch so as to minimize risk of pre-detonation of the CO2 cartridges. While the bay is being assembled other team members will be working to ensure the altimeters are programmed for the proper altitudes. All recovery team members are instructed on the proper usage of the altimeters and are trained to recognized proper functioning al the launch. Recovery team members will also be working to inspect shock cords and parachutes for tears that might have occurred during travel to the launch site. These members will completely unfold the parachutes for a full inspection. If any tears are found patching material will be on site to repair those issues. The shock cords prepared for launch will be unraveled and also fully inspected to ensure there are no weaknesses in the cord. If any are found, spare cord will be on site and can be prepared to replace the originals. The CO2 ejection system will be prepared by the recovery team leads and overseen by the rest of the recovery team. This system is a new component to the recovery system and therefore will be under major scrutiny to ensure there are no weaknesses in the system. The plastic casings will be fully inspected for cracks and if any are found then spare casings will be on site to replace the original. The cartridges will be inspected as well to make sure there have been no micro-punctures so that the system will be able to fully pressurize each section. The steps for assembling the CO2 system are carefully followed to ensure the system will function properly. 64

70 Once all items have been inspected and built, shock cords and parachutes will be prepared. Quick links will be used to attach the shock cords to the U-bolts on top of bulk plates and bays. Team members will inspect all knots tied in the shock cords for strength and will also inspect all quick link connections to ensure they have been properly secured. The avionics bay will be placed into the rocket unpowered and un-armed to check that all systems are compatible and slide in smoothly without getting caught or stuck. If a burr has occurred inside the rocket body sand paper and face masks will be on site to sand down burrs and catches that might inhibit parts for integrating together smoothly. Section 3.3.2: Post-Launch Procedures After successful launch, the recovery team will gather its materials from the recovered rocket and inspect them for damage and wear. This will be done to validate that all systems fired properly. The altimeters will be recovered, inspected and then stored away. A successful run of the recovery system will result in punctured CO2 canisters and blown e-matches/black powder charges at the canister bases, but an otherwise completely re-flyable system. The system can be immediately reflown upon replacement of the CO2 canisters and black powder charges. After all internal and electrical components have been recovered the parachutes and shock cords will be disconnected and inspected for damage and wear. The parachutes will be folded and stored after inspection or repacked into the rocket body for storage for return travel. The shock cords will be inspected as well and after inspection will be wrapped or stored back inside the empty rocket sections for storage for return travel. In the case of a recovery failure the team will approach the rocket with caution before picking it up for inspection. The first step will be disengaging the avionics section so as to ensure that no undetonated charge could be discharged accidently. After the rocket has been verified to be safe for pick-up the team will begin disassembling the rocket and searching for possible failure modes. The altimeters will be taken and checked to see if a reset occurred. The electrical wires will be checked for continuity to see if a break possibly occurred during flight. After all components have been inspected the team will pack away and store the parachutes, shock cords, and altimeters. Section 3.4: Tests Results 65

71 The recovery system has been thoroughly tested, both in subsystem ground testing and integrated system flight testing. Section 3.4.: Shear Pin Testing The team decided to run a series of tests on two types of shear pin in order to verify the material properties of both. The shear pins were placed in a fixture that allowed separation at the point of attachment similar to how the shear pin would act when placed into the rocket body. This was intended so that results would be relatable to the project. The two shear pins were both of the same thread size however one was a plain nylon 4-40 and the other was a nylon carbon reinforced The fixture, as shown in Figure 3.8: Shear Pin Testing Assembly Figure 3.8, consists of two separate components made out of machined aluminum. The fixture is threaded for three separate sizes of screw. Shear pins are threaded into the holes and then the aluminum pieces are put into the clamps 66

72 of an Instron tensile test machine, as shown in Figure 3.9. When the machine was activated, the two pieces were pulled apart forcing the shear pin holding them together to shear or yield. In the first test the shear pin was threaded into the hole. When the Instron machine pulled the pieces apart, the pin sheared as expected, but because the screw was threaded a piece became stuck in the fixture. This proved to be only a minor setback as the pin could be moved up to the next hole size and still be tested despite not being threaded. The rest of the testing continued normally after this. The standard 4-40 nylon machine screws had an experimental average shear strength of 20 psi and the carbon reinforced machine screws had an experimental average shear strength of 26.5 psi. This reinforces the commercial standards for machine screws and confirms the team s decision to use two standard nylon machine screw and the junction between the payload bay and the body tube and the junction between the avionics bay and the booster section. Section 3.4.2: CO 2 Ground Testing Figure 3.9: Shear Pin Testing Fixture Assembly The switch from black powder to CO2 required vigorous testing to ensure that this novel approach to a standard procedure would be successful. The testing regiment began with ground testing of a commercial off-the-shelf Peregrine system to ensure reliability in puncturing canisters. These tests determined that CO2 canisters will reliably puncture and release pressure with a properly sealed charge cap containing 0.5 grams of black powder. Two Peregrine systems were tested together to eject a model payload section; the system was tested using offset charges and simultaneous charges. These tests proved that simultaneous charges were significantly more reliable in separating sections, especially on the forward end of the avionics bay where a lengthy tube containing two large parachutes must be pressurized. This led the team to redesigning the custom CO2 ejection system to ignite multiple e-matches at once. The 67

73 AltusMetrum Telemetrum and the PerfectFlite Stratologger altimeters were both tested to determine if they were capable of firing multiple e-matches simultaneously for each of their two charges. Both altimeters proved to be capable of firing up to three e-matches simultaneously. Upon discovering this, the team decided to attempt firing all three canister assemblies simultaneously. Upon original design of the custom system, a 3D printed abs plastic case with machined aluminum moving parts was used to simulate the final system. These tests were performed by wiring e- matches to the Telemetrum altimeter and employing the test feature. While these tests were successful in deploying the charges, puncturing the canisters, and releasing the pressure, the tests confirmed the team s concerns regarding 3D printed parts under tensile loading. Cracks appearing between layers of the casing led the team to switch to a high density plastic molded case. Testing using the Telemetrum and the plastic molded case have proven to be effective with all three canisters reliably firing simultaneously and causing no damage to the plastic case, the rocket body, or any component of the recovery system. This confirms the final design for the ejection system. 68

74 Section 4: AGSE/Payload Criteria Section 4.: AGSE Concept Section 4..: Creativity and Originality Launch Platform Project WALL-Eagle is designed to be a lightweight, easy-to-assemble system that would be conceptually easy and cost-effective to transport to Mars and will be operable remotely. Ideally, the system could be light enough and easily assembled and disassembled. This light weight is due to the hollow design of the system. This hollow design will also act as a storage container for essential equipment and research specimens. The boxes are also lined in a coat of carbon fiber. The carbon fiber lining will protect the contents of the boxes and the boxes themselves. Due to the heat resistance of carbon fiber, the boxes will also be protected from the rocket exhaust, and will withstand multiple launches. Payload Retrieval System (PRS) Utilizing infrared emitters and detectors in order to determine the location of the payload is a unique approach to the mission requirement. By using infrared systems, the detection system provides a simpler, more intuitive alternative to a more complicated camera system. The simplicity of the overall design is unique when compared to other systems. Eliminating other electronic systems proves to be more cost effective than other designs. Our design is perhaps one of the few designs that truly considered cost and cost reduction as one of the primary design considerations allowing for our design to be widely accessible and economical despite any changes in budget. Launch Vehicle Elevation System (LVE) The LVE that is implemented into the AGSE is a simplistic design consisting of a single torque motor, a pulley system, and a retention bar. The LVE simplicity allows for the components to be interchangeable and easily fixed if problems with the system arise. Simplicity also allows for the system to be reliable and for a small number of extra parts to be stored in the event that the system has to be fixed or repaired. The LVE also is designed to be accurate with the positioning of the launch vehicle. Due to the mechanical instruments positioned at key spots in the LVE, an accurate measurement of the launch angle can be obtained and replicated for every mission. 69

75 Section 4..2: Significance of Design Launch Platform Making the Wall-Eagle system lightweight may seem counterintuitive when it needs to be able to lift a large rocket, this design would not need extra mass to be transported with it to weigh down the system. The idea is that a variety of mass elements may be deposited into the empty boxes to weight down the system. Transportation of the boxes will become more efficient when they are lighter. The transportation vehicle will need less fuel to carry the system to the desired location, thus reducing the cost of the mission. Also, if the boxes are large enough in scale, all sorts of important payloads may be collected, stored, and protected inside the boxes until they are ready to be transported or used up. Coating the boxes in carbon fiber could provide better protection from the harsh environment while on Mars. This coat will proved a shield for the box itself as well as the material and equipment stored within the box. Coating the boxes will allow the system to last longer and perform multiple and consecutive missions. The coating will also protect the boxes from the exhaust of the rockets. This will insure that the system is not destroyed after a rocket is launched off the pad. Payload Retrieval System (PRS) Relatively low cost and proven reliability are components that greatly add to the significance of this project. Proven reliability was evident in the design phase as one of the considerations was choosing a robotic arm. By selecting an already proven robotic arm, it eliminated the need for the expensive and time consuming process of developing a completely new robotic arm, further reducing cost which was a significant factor in the overall design of the AGSE. Additionally, the system was design to be as simple as possible so that it could be easily maintained while enduring the Martian environment. Furthermore, being able to operate in such an inhospitable environment would raise any cost, especially in shielding and protecting electronic systems, which is why the design was simplified to discard any electrical systems that were not essential. Launch Vehicle Elevation System (LVE) The simplicity and reliability of the LVE system allows for major advantages. Having and elevation system that is primarily mechanical, allows for most of the components within the LVE to be reliable and cost efficient. Extra parts can be sent with the system in the event that the system malfunctions. This will allow for the system to be maintained with relative ease when it is positioned on Mars surface. The components of the system can be reinforced as well to insure 70

76 longevity. This system of maintenance will be the most cost efficient method. Besides cost efficiency, a simplistic mechanical elevation system is far more durable and accurate than an electronic system. Having gears and mechanical switches allows for an accurate reading of the launch angle during every launch. An electrical system of verification will decrease in accuracy as the life of the system increases. 7

77 Section 4.2: Science Value Section 4.2.: AGSE/Payload Objectives AGSE Objectives System The entire system must secure the payload inside the rocket and have the rocket ready to launch in under 0 minutes. Launch Vehicle Elevation System (LVE) Launch pad will support the entire weight of the AGSE and rocket. House and protect important electronics and motors. Raise rocket from horizontal to launch position 5 degrees from the vertical. Support and guide rocket during launch to allow stable flight. Capable of lifting launch vehicle weighing 30 lbs. Payload Retrieval System (PRS) Scan and detect payload location on ground. Capture the payload. Deliver the payload to the payload bay in the launch vehicle. Return to resting position. Must be able to reacquire payload if dropped by the arm. Automated Charge Insertion System (ACI) Must move the igniter into the motor once rocket is in launch position. Must move the igniter into the motor until it reaches the top of the fuel grain. Will stop moving the igniter once it reaches top of fuel grain. Must withstand exhaust from launch vehicle. Must be reusable. Section 4.2.2: AGSE/Payload Success Criteria AGSE Success Criteria System Payload secured and rocket in launch position in under 0 minutes. Launch Vehicle Elevation System (LVE) Vehicle is launched without failures in the supporting structure. After vehicle is launched, all components housed inside launch pad are undamaged. Payload Retrieval System (PRS) Payload located and captured by the arm. Payload placed inside the payload bay of launch vehicle. Payload is in the correct orientation inside launch vehicle. Automated Charge Insertion System (ACI) 72

78 Motor stops when igniter reaches top of fuel grain. Rocket launches successfully. Igniter Insertion System is undamaged and ready to be used again. Section 4.2.3: Testing and Data The modified robotic arm has been tested to ensure it is suitable for the tasks required of it. It was programmed and used to pick up a mock payload weighing one pound. The arm was used to rotate the mock payload in the air and move it to numerous locations around the arm. Because the arm was able securely hold the mock payload while maneuvering to various positions, it was deemed suitable for handling the required payload of four ounces. A plan has been devised to thoroughly test the final AGSE assembly in the interest of ensuring all subsystems work properly and are capable of accomplishing the mission. The LVE and ACI have been tested independently and programmed to complete their tasks in under 60 seconds and 0 seconds, respectively. The final algorithm for the infrared sensors on the PRS is nearly complete. Upon completion, a control test will be performed in which a four ounce payload made of PVC will be placed on a black surface one foot away from the base of the robotic arm. The arm will start in its resting position and the payload will be oriented so that its longitudinal axis intersects the base of the arm. The AGSE will be activated and the test will conclude after the robotic arm closes the payload bay door and returns to its resting position. This test will be timed for comparison with all additional tests. The first series of tests will vary only the position and orientation of the payload. The surface color and the starting position of the arm will remain constant. The tests will involve the arm locating, acquiring, and depositing the payload into the payload bay of the launch vehicle. After each test, the payload will be translated and rotated to a new position within the arm s reach. The next series of tests will use a green surface color. The arm will be subjected to the same tests, varying only the position and orientation of the payload and recording the duration of the test. Each test series will involve a different surface color while the arm acquires the payload in different 73

79 positions. The arm will be forced to drop the payload during each series to ensure it is able to automatically reacquire the payload. The data acquired from this testing will be used to determine the placement and orientation of the payload that yields the fastest results. It will also be used to determine how the surface color affects the infrared sensor system. The receiver will be calibrated to provide the highest accuracy in acquiring the payload on various surface colors. Section 4.2.4: Experiment Process Procedures The AGSE consists of a robotic arm for payload retrieval, a truss system to raise the launch vehicle, an ignitor insertion system, and two boxes acting as the base of the launch pad. The boxes are connected by two square aluminum tubes seated in 3D printed fitters allowing for easy transportation and assembly. The two boxes also house electronics and motors necessary to the success of the mission. Once the AGSE is deployed and the payload is placed, the launch sequence is initiated. The robotic arm is equipped with an infrared emitter and receiver mounted above the claw. The difference in reflectivity between the grass and the white surface of the payload will allow the arm to accurately detect and retrieve the payload. The arm will use an algorithm to sweep the area in a grid pattern in increments of 0.5 inches. The payload is 0.75 inches thick, so increments of 0.5 inches ensure that the arm passes over the payload at least once. At each interval, the infrared emitter will pulse and the receiver will detect the amount of light reflected back. When the infrared receiver detects more than 50% of the light sent from the emitter, the claw is over the payload. The arm will continue sweeping the area to acquire multiple readings where the infrared light being reflected is above the threshold of 50%. Using this data, a line will be drawn between the two points furthest apart to estimate the longitudinal axis of the payload. The claw will move to the midpoint of this line and orient itself so that the gripping axis is parallel to the estimated longitudinal axis. The claw will then descend and grab the payload, using pressure sensors to verify that the claw is holding the payload. The amount of error introduced by estimating the longitudinal axis in this manner is not significant enough to prevent the claw from acquiring the payload. Once the arm has acquired the payload, it will move to a set of coordinates so that the claw with the payload is above the open hatch of the payload bay. If the payload is dropped by the claw before 74

80 it reaches the programmed coordinates, the arm will begin the scanning algorithm again. When the claw reaches the programmed coordinates with the payload, it will deposit the payload into the launch vehicle. The door of the payload bay will start at rest in an open position 5 degrees from the closed position. The robotic arm will be programmed to move to a position behind the door and push it closed. The claw will then gently press down on the closed door to ensure it is latched and secured. Once this routine is completed, the arm will move to a resting position away from the truss and launch vehicle. When the arm reaches its resting position, it will send a voltage signal to the master controller marking the completion of its phase. Upon receiving the voltage signal, the master controller will send another voltage signal to initiate the LVE. The LVE will begin raising the rocket into launch position. It will take the LVE approximately one minute to raise the launch vehicle from a horizontal position to the launch position 5 degrees from the vertical. When the rocket is in launch position, the blast shield underneath the rocket will rest against the top of Base. This will ensure that the rocket cannot be lifted past 5 degrees from the vertical. Once the vehicle is in the launch position, a voltage signal is sent to the master controller. After it receives the voltage signal from the LVE, the master controller will send a voltage signal to the ACI. The ACI is a telescoping linear actuator attached to the LVE directly underneath the motor of the launch vehicle. With the igniting charge attached, the ACI will extend into the motor and stop when the ignitor reaches the top of the fuel grain. After the rocket is inspected by the RSO, the launch controller is used to launch. Once the rocket leaves the launch pad, the AGSE has completed its mission and can be reused. 75

81 Section 4.3: AGSE/Payload Design Section 4.3.: AGSE Design, Construction and Integration Structural Elements Robotic Support Structure The robotic support structure (Base 2) houses the robotic arm s microcontroller and all supporting electronic equipment including a power source in the form of a 9V battery. The robotic arm is mounted on a tiered surface of the robotic support structure that allows it to easily transport the payload from the environmental surface to the payload bay. As a secondary function, the structure also functions as a support for the launch rail and vehicle while is oriented in the horizontal position. This further allows the robotic arm easy access to the payload bay by positioning the payload bay in an optimal position in relation to the robotic arm further increasing the compatibility and ease of payload integration. As stated above the robotic arm s microcontroller is directly linked to the master microcontroller to ensure proper and safe procedures. Additionally, the robotic arm not only transfers the payload, but also securely closes the payload access hatch when the payload is secure within the payload bay. Main Support Structure The main support structure serves a multitude of functions. The main support structure (Base, or the larger U-shaped box) houses the launch rail erection system, the ignitor insertion system, and serve as the launch pad for the launch vehicle. In order to ensure that all these systems were compatible, an easily implemented integration process was implemented. This consisted of linking all systems to master microcontroller to ensure that all systems operated correctly and at precisely the correct time and ensuring ample space for all components and their supporting systems. The launch rail/truss that holds the rocket is presented in both the horizontal and vertical positions in Figure 20 and Figure 2 below. 76

82 Figure 20: AGSE at horizontal position Figure 2: AGSE at 5 degrees off the vertical 77

83 Manufacturing and Assembly All structural material for the AGSE and payload has been acquired. Plywood was the decided material to make up the two boxes. The plywood boxes were constructed, and the LVE is currently being integrated with Base. An aluminum A-frame has been constructed as the support and connection between the two boxes of the launch pad. The aluminum frame will be attached to the boxes with custom fitters, which will be 3-D printed to link the aluminum tubing to the plywood boxes and to each other. Assembly of the carbon fiber truss is underway. The truss will be a flat carbon fiber plate with a double-t beam cross section. As the truss is the central component to the LVE, the rest of the AGSE cannot be completely integrated until the truss is completed. The large composites oven has been out of service and unavailable to us, so the truss construction has been delayed, and therefore delayed the rest of the AGSE integration. The blast plate that will be mounted to the truss has been manufactured. Measurement before and after integrating the blast plate into the LVE is mandatory to insure that the angle has not varied to an insufficient degree. The ACI equipment and materials have been acquired and constructed. The ACI functions like a retractable car antenna, and will act as the igniter inserter. It has been tested with the electrical systems and programmed for integration. Tests were performed to ensure that the tip of the inserter will not choke the motor. The motor has an inner diameter of inches, and the thickest section of the inserter dowel is only 0.3 inches. This thicker section will not even be inserted into the motor, so the team is confident that the motor will not be choked by the inserter. Once the LVE is constructed, it will be mounted under the blast plate and will slide through a small hole in the plate until it reaches the top of the inside of the motor. Section 4.3.2: AGSE and Launch Vehicle Integration Launch Rail and Truss The Launch Rail and Truss System is one of the essential components in ensuring mission success. It consists of two supporting blocks (Base and Base 2) designed to house all the electrical and mechanical components needed to raise and launch the rocket. In addition, the supporting blocks 78

84 will house the robotic arm and the corresponding electrical system. Therefore all systems must not only be easily integrated and compatible, but they must also be able to be shielded from any potential damage from the launch and the environment. The two support blocks are connected via trusses that will serve as structural supports but also to separate the launch platform from the robotic arm system. It will consist of the robotic and main support structures. Launch Vehicle Elevation System (LVE) The LVE consists of motor that will raise the launch rail the desired position. The launch rail will be counterweighted to ensure that the rail is secure. A mechanical locking system also helps to ensure that the launch rail is securely in place. In order to achieve to desired inclination for launch, a blast plate is welded onto the base of the launch rail at precisely 5 degrees from the relative to the horizontal. As the motor raises the LVE, the blast plate will come into contact with the top surface of the main support structure until it is completely flush with the surface. This ensures that the rocket is at the proper inclination. Furthermore, the blast plate also protects the internal components from any adverse effects from the launch. Automated Charge Insertion System (ACI) The ACI consists of a power antenna motor unit that utilizers a toothed insertion system through a series of gears that will insert the ignitor into the rocket motor via a small hole in the blast plate. Again to ensure ease of integration, the ACI is controlled by the master microcontroller to initiate insertion only after the rocket is in the proper position and inclination. Payload Retrieval System (PRS) As previously described in the robotic support structure section, the robotic arm has its own microcontroller given the complexity of the system. However, this microcontroller is directly linked to the master microcontroller for safety purposes and to ensure that all systems function as intended. The robotic arm utilizes several algorithms for a variety of environmental situations based on if the payload is located at a predetermined location or not. The robotic arm utilizes infrared emitters and detectors mounted above the claw to detect the payload and transport the payload into the payload bay. The arm will have 5-6 degrees of freedom and will have the ability to be directly controlled from the master microcontroller in order to properly execute the mission. 79

85 Payload Access Hatch/Payload Bay The payload access hatch is cut out of the airframe and is hinged in order to allow for the payload bay to be easily accessible. The usage of a microcontroller and a microservo to control the hatch was determined to be an unnecessary element because of the additional electronics systems that would be required and the restrictive volume of the payload bay. This would have hindered proper payload integration. Therefore, a completely mechanical system was devised in order to eliminate the need for a dedicated electrical system and allow for easier integration. The payload bay is filled with a polyurethane spray foam that serves to secure the payload along the center axis of the rocket to ensure stability during flight. This is a foolproof system that is easily accomplished and assembled that allows for a proper and efficient payload integration. Furthermore, the payload bay hatch will be closed by the robotic arm using a preprogramed algorithm. In order to ensure that the hatch is securely closed and the payload is firmly situated along the center axis of the rocket, a mechanical lock will be lock the hatch into place. Description and integrity of payload bay housing: The payload bay itself was initially printed with the TAZbot 4 3D printer. This allowed quick and precise construction of an initial housing. The bay then had 2 layers of carbon fiber laid up onto it due to the light weight and the strength properties of the material. Compatibility and Interface Dimensions: All systems were checked for compatibility. This included ensuring that all electrical systems functioned correctly through the master microcontroller. Furthermore, systems were checked to ensure that they would work in sync with one another and that individual systems could be independently controlled while others functioned for safety purposes. Systems were checked to ensure that there would not be preemptive systems startups. Additionally, to ensure simplicity of integration, all electrical systems were evaluated for their importance and eliminated if necessary in order to simplify the overall design of the system. This was the driving design decision for utilizing a purely mechanical system for the payload access hatch. Furthermore, eliminating nonessential electrical systems reduced the overall cost of the AGSE which was another driving consideration in the design. All systems were also designed around the dimensional considerations of the rocket, the payload bay, and the supporting structures. This was essential in order to ensure 80

86 that not only would all the systems would function in coherence with one another, but also simply fit within their given areas. All components of each individual subsystem is easily assembled and disassembled for efficient transportation and construction. This was accomplished by once again eliminating any component that was not determined to be necessary and introducing a modular system that allowed for different designs to be tested in the initial phases of the design process. This modular system was essential in determining the most efficient and effective method to ensure proper payload integration. The payload bay and hatch (minus the foam) may be seen in Figure 24, Figure 37, and Figure 24 below. Figure 22: An isometric view of the payload section of the rocket Figure 23: Dimensioned drawing of the payload section 8

87 Integration and Assembly Process: Figure 24: Detailed drawing of payload bay Initially, Base and Base 2 were assembled, but did not have any hardware installed. Figure 25: Schematic of the Base structure for AGSE 82

88 The axle is then slid all the way through the holes near the front of the Base and through the truss fastener, creating a proper shield between the flammable material of the Base and the propellant of the rocket. The bolts are inserted all the way through the axle and pre drilled holes on the truss in order to mount the truss securely to the axle, which can be seen in Figure 40 on the next page. 83

89 Figure 26: Schematic of the Base and launch rail/truss/blast plate connections 84

90 Finally, Base 2 is placed under the end of the truss along with the mechanical arm to provide support and level the truss at a neutral position. Electrical Elements Electrical Overview Many electronic components are necessary for the AGSE system to function correctly. Each AGSE function will be supervised by the master microcontroller which will be an Arduino Mega. Having one master microcontroller minimizes risk by allowing the system to be aware of its status at any given point in time. The master microcontroller will have a dedicated internal power supply (a 9V battery) while other AGSE equipment will be powered by a 2V car jumper battery. The AGSE sequence begins at the launch controller. The launch operator first turns on the master switch and then presses the start button on the launch controller. When the start button is pressed, the master microcontroller sends a command to the microcontroller on the robotic arm to locate the payload. The robotic arm then autonomously locates the payload using an infrared detector/emitter pair, picks it up with a grabber claw, deposits the payload in the rocket s payload bay, closes the payload bay door, and moves clear of the rocket. When this is accomplished, the robotic arm s microcontroller sends a signal to the master microcontroller indicating that the payload has been integrated into the rocket. When the master microcontroller receives this signal, it drives an ATV winch whose cable will be wrapped over a pulley at the top of a tower while the other end of the cable will be attached to the tip of the launch rail. The winch will retract the cable and the rocket will be erected until it is 5 degrees from the vertical. When the launch rail reaches the desired position, the blast pad will depress a push-button switch which will indicate to the master microcontroller that the desired position has been reached and that the winch should stop retracting the cable. The switch will also directly cut power to the winch when depressed to prevent damage to the AGSE system in the event the microcontroller fails to cut power to the winch. After this, the system will pause. When the user presses the start button again, the master microcontroller will drive the linear actuator to insert the igniter into the rocket motor. The system will then pause and wait for the launch command. When the safety switch is armed and the launch button is 85

91 pressed, the master microcontroller will activate a relay that will drive a current through the igniter and activate the solid rocket motor. UML Models of AGSE System UML models provide an effective way to visualize the characteristics and behavior of a system such as the AGSE. The domain class diagram presents key components of the AGSE and the interactions between these components. The state diagram represents the changing status of the system as the AGSE sequence proceeds. This diagram also shows the events that cause the system to change state (button pushes, sensor readings, etc.). The activity diagram focuses on the actions performed by the AGSE system and the conditions under which these actions are performed. The aforementioned diagrams are shown below. Figure 27. AGSE Domain Class Diagram 86

92 Figure 28. AGSE Domain State Diagram 87

93 Figure 29. AGSE Activity Diagram 88

94 Launch Controller Design and Function The launch controller is the handheld unit that is utilized to start, pause, and reset the AGSE sequence and is also used to command the rocket to launch once the sequence is complete. Once the AGSE sequence begins, the only component that can be interacted with is the launch controller. The launch controller will consist of an orange LED, a green LED, two single-pole, single-throw push-button switches, a single-pole, single-throw rocker switch and a double-pole single throw knife switch. The rocker switch will serve as a master switch that controls the flow of electricity from the 2V battery. The battery used will be the Schumacher XP Peak Amp Instant Portable Power Source. The launch controller will contain a 9V battery that is wired through the rocker switch to a relay such that the relay is activated by the 9V battery once the rocker switch is moved to the on position. When activated, this relay will allow current to flow from the 2V battery to the robotic arm, winch, igniter, and linear actuator. Each of these components will have its own switch and/or power supply, but none of the components can work unless the main relay is closed. This design provides added safety because power to all AGSE components can be cut directly from the launch controller, even if the microcontroller fails to respond to signals. One of the push-button switches will serve as the start/pause/reset button. This button is pressed to start the AGSE sequence in the beginning and is pressed again to pause the sequence. When the AGSE sequence is running, the orange LED will blink. When paused, the sequence can be resumed by pressing the start button once again. When the sequence is paused this LED will glow solid orange. The blinking of this LED is controlled by the Arduino microcontroller. If the system is paused and the button is depressed for more than 5 seconds, the Arduino will assume a reset of the entire AGSE sequence and proceed as such. The second push-button is the launch button. When the double-pole switch (the launch safety switch) is set to the on position, the entire AGSE sequence is complete, and the launch button is depressed, the igniter will burn and the rocket will launch. The green LED will be wired to the 9 volt battery through one of the poles of the knife switch such that it turns on when the switch is closed. The launch button will be wired in series with the other pole of the knife switch such that no signal will be sent by depressing the launch button unless the knife switch is closed. A total of five wires will run from the AGSE system to the launch controller. One wire will be connected to the system ground, one will be the positive 89

95 voltage line from the 9V battery to the master relay, one wire will be needed for the orange LED, one will be needed for the start/pause/reset button, and one for the launch button. The schematic for the launch controller is shown in Figure 44. Note that all AGSE components will be connected to the same ground voltage. Figure 30. AGSE Launch Controller Master Microcontroller An Arduino Mega ( 90

96 Figure 45) will be used as the AGSE master microcontroller. The Arduino was selected because of its low cost and extensive open source libraries. The experience that some AGSE team members had working with Arduinos also made the Arduino Mega the preferable microcontroller. Figure 3. Arduino Master Microcontroller and RLS25-5 Relay The Arduino will control the launch controller, winch, igniter inserter linear actuator, igniter, and robotic arm microcontroller. The Arduino Mega will control the winch, linear actuator, and igniter using automobile relays (RLS25-5 SPDT 30/40A) as the large amount of current necessary to run these devices cannot safely pass through the Arduino. The Arduino cannot provide enough current to actuate these large relays either, so all relays will be wired through a transistor and a 9V battery and the Arduino will simply control the gate of the transistor to allow current from the 9V battery to activate the relays. All code for the Arduino was written using the Arduino development environment and the Arduino will be powered by a USB charger attached to the 2V battery. Power to the Arduino will not be cut if the master switch is turned off, since the Arduino power will not come from the line controlled by the master relay. This will allow the Arduino to remember what point the AGSE sequence is at if the master switch is turned off, allowing the master switch to be turned off for added safety while the rocket is inspected prior to launch. Figure 46 illustrates how the Arduino Mega will be connected to these various components. An Arduino Uno is used in the diagram in place of the robotic arm microcontroller. The LEDs 9

97 connected to the Uno in the diagram represent the IR detector and emitter attached to the robotic arm microcontroller. Figure 32. AGSE Electronics Diagram Button presses are detected by measuring the voltage at a certain point in the button circuit. For both buttons, the orange wires allow the Arduino to measure the voltage right after the resistor. If the button is depressed, the voltage will be high (logic high). Otherwise the voltage will be zero 92

98 (logic low). Relays are used to provide large amounts of power to devices such as the winch, linear actuator, and igniter. The Arduino actuates relays by sending a high voltage through the gate of an NPN transistor which allows current to flow from the 9V battery through the relay electromagnet which opens the switch that allows a large current to flow directly from the 2V battery to the device in question. A single digital input/output port of the master microcontroller is connected to a digital input/output port on the robotic arm microcontroller (the Arduino Uno in the diagram). The pin on the Arduino is set to output mode with a low voltage and the corresponding pin on the arm microcontroller is set to input mode. When it is time for the arm to locate and integrate the payload, the master microcontroller sends a high voltage signal to the arm microcontroller via the wire and immediately after, it switches the pin to input mode. When the arm microcontroller receives this signal, it begins the payload location and integration sequence. After this sequence is done the arm closes the payload bay door and sends a high voltage signal through the wire to the master microcontroller. When the signal is received, the master proceeds to activate the winch. When the rocket is fully erected by the winch, a push button is depressed which gives the Arduino a signal to cut power to the winch. When the user presses the start button again after this, the Arduino activates a relay to drive the linear actuator and insert the igniter. The Arduino then waits for the launch button to be pressed. When the launch button is pressed, the Arduino activates a relay to allow current to flow from the 2V battery through the igniter which actives the solid rocket motor. The operator can pause this sequence at any time by pressing the pause button. If the pause button is pressed during the payload retrieval phase, the master microcontroller will send another signal to the arm microcontroller, and the robotic arm will pause wherever it is. The pause button can be pressed again to resume the AGSE sequence. If the pause button is held for 5 seconds, the AGSE sequence will reset. Payload Retrieval System (PRS) The first major assignment that the AGSE must be able to complete concerns the capture and transportation of a small cylindrical payload from the ground to the inside of a launch vehicle that has been positioned horizontally. The cylindrical payload will be a sand-filled PVC pipe with dimensions of ¾ inches in diameter and 4.75 inches in length. The payload will weigh 93

99 approximately 4 ounces, and the ends will be capped with domed PVC end caps. The payload will have no other components or mechanisms installed for capturing purposes, and it will be placed somewhere on the ground within reach of the robotic arm outside of the mold line of the rocket while the rocket is oriented horizontally. Table 2: Robotic arm design criteria Robotic Arm Design Criteria Baseline Requirements Must be able to reach both the ground and the payload bay of the launch vehicle Must be able to securely capture the payload from the ground Must transport the payload to the payload bay of the launch vehicle Must be able to insert the payload into the payload bay of the launch vehicle System must not rely on Earth-based operating technology Performance and Derived Requirements Cannot inhibit or disrupt any other AGSE subsystems All robotic arm components must be quickly reusable The arm must be modifiable to suit a variety of applications The robot must accept sensors and other controllable electrical equipment The system must be able to sense that the payload has been obtained The gripper must be large enough to hold the payload at multiple points of contact The gripper must have non-slip surfaces to prevent the payload from sliding out of grip The system must be simple to assemble The cost of the entire assembly must be at a reasonably good value The robot arm must have at least 4 degrees of freedom System must be able to withstand Martian environment The team knew from the beginning that a robotic arm with optical sensors would be used to complete the mission requirements. A robotic arm would offer multiple degrees of freedom to work with, reduce risks of mission failure, and present technical challenges to the team that would expand our knowledge of autonomous robotic technology in a Martian environment. In choosing the design of the robotic payload retrieval system, the team took into consideration the requirements that were presented in the Request for Proposal (RFP) as well as the risks involved in completing the mission and additional opportunities that using a robotic arm presented. Table 2 presents the design criteria required in the RFP and additional capabilities that are important to the team. It was important that the chosen robotic arm could be modified based on the specific AGSE configuration, as indicated in the Performance and Derived Requirements presented in Table 2. 94

100 CrustCrawler AX-2A Smart Robotic Arm The team decided to purchase the CrustCrawler AX-2A Smart Robotic Arm to integrate into the AGSE system. Although this arm is the most expensive of the options that were considered, the features, tools, and components that are included in this purchase justify the cost. Everything that the team needs to operate and integrate the arm is included, and the abilities to easily modify the arm with sensors, detectors, and grippers, along with the arm s strength and reach, will ensure that the AGSE subsystem will be able to complete its requirements with minimal risks. The original configuration of the CrustCrawler AX-2A Smart Robot Arm that the team has chosen to integrate into Project WALL-Eagle is presented in Figure 47 below. Figure 33: CrustCrawler AX-2A Smart Robot Arm The CrustCrawler AX-2A Smart Robotic Arm is loaded with features and customization capabilities. This arm can lift 2-3 lbs. and can reach an unmodified length of approximately 20-95

101 22 inches with 5 degrees of freedom. Although the arm only needs to lift 4 ounces, the strength capabilities will enhance the speed at which the arm may complete its tasks without adding too much stress on the servos. The arm is completely compatible with any microcontroller, computer control system, and any programming languages (including MATLAB and LABVIEW. The frame is constructed from aluminum, so the structure is stable, reliable, and lasting, and in combination with the included dual-actuator servos at each joint, the kinematic accuracy of the arm measures from mm to 3mm. The arm measures position, voltage, current, and temperature feedback that can be utilized in a variety of experimental applications. Additionally, the sensor-engineered gripper is designed to accept IR detectors, cameras, pressure sensors, and more. The product includes all of the necessary hardware, software, electronics, and power supplies needed to operate the arm. The system comes completely disassembled so the arm may be built and modified to any specifications that are necessary. The system comes with a CM700 microcontroller and the RoboPlus software suite needed to program this microcontroller included in the price. The CrustCrawler AX-2A Smart Robotic Arm package costs $830.00, which is within the team s budget. As can be seen below, the AX-2A meets every requirement listed in the design criteria. 96

102 Robotic Arm Design Criteria Baseline Requirements Must be able to reach both the ground and the payload bay of the launch vehicle Must be able to securely capture the payload from the ground Must transport the payload to the payload bay of the launch vehicle Must be able to insert the payload into the payload bay of the launch vehicle System must not rely on Earth-based operating technology Performance and Derived Requirements Cannot inhibit or disrupt any other AGSE subsystems All robotic arm components must be quickly reusable The arm must be highly modifiable to suit a variety of applications The robot must accept sensors and other controllable electrical equipment The system must be able to sense that the payload has been obtained The gripper must be large enough to hold the payload at more than two points of contact The gripper must have non-slip surfaces to prevent the payload from sliding out of grip The system must be simple to assemble The cost of the entire assembly must be at a reasonably good value The robot arm must have at least 4 degrees of freedom System must be able to withstand Martian environment Final Robot Arm Design and Function The robotic arm was constructed as intended by the manufacturer with the exception of three modifications that the team has developed in order to meet all requirements described in the statement of work and those described in Table 2. The robot arm has already been purchased, assembled, and measured, including the design modifications. More details on how the measurements influenced the design modifications are described in the paragraphs that follow. Modification #: Modified gripper The default gripper for the unmodified robotic arm only had two points of contact with the payload. When the unmodified version was built, the gripper was able to lift small 2-8 ounce objects with ease. However, some of the heavier objects rotated in the plane perpendicular to the plane in which the gripping device opened and closed. This raised concern over the gripper s ability to hold a cylindrical payload without rotating about the two points of contact. The gripper was tested on a 97

103 few cylindrical objects around the room (including an unopened soda can). The arm was able to lift the objects and move them, but the objects would rotate while in the gripper. To prevent rotation the team decided to choose a more customizable gripper that would offer more points of contact with the payload. Figure 48 below presents the modified gripper. It will provide three points of contact, and the gripping surfaces have non-slip padding installed, preventing any sliding inside the grip due to little friction. Figure 34: The modified three-point gripper 98

104 Modification #2: Extended Reach The unmodified robot arm has a maximum reach of 20 inches with the gripper open and 22 inches with the gripper closed. However, those measurements include the base of the robotic arm and the first joint, which vertically fixed and cannot be used to extend the reach of the arm toward the ground from the box. In addition, the arm is used to reach over the horizontally positioned launch vehicle in order to close the payload bay hatch. Therefore, to ensure that the arm can reach a large area of the ground from its mount, an aluminum machined extension has been developed and installed to ensure that the arm can reach the ground at a distance of a least foot from the box. The custom extension piece is made of aluminum, which is lightweight and durable enough to withstand the weights of the arm and the payload. This modification has been tested extensively and verified by successfully capturing and transporting the mock payload from different distances to measure the modified arm s strength capabilities at farther-away positions than the unmodified arm was designed for. Figure 49 shows the robotic arm with the gripper attachment and extended reach. 99

105 Figure 35. Robotic Arm with Extended Reach Modification #3: Infrared Sensing Technology In order to ensure that the requirement to capture the payload and insert it into the launch vehicle is successfully completed, the team decided to create a system that could autonomously detect and capture the payload should the gripper drop the payload before reaching the payload bay or miss the payload on the first pass. To do this, the team has nearly completed and debugged the program that will incorporate the use of infrared emitters and detectors installed on the gripper that will be able to sense the payload on the ground and (re)capture it. The robot arm will essentially scan an area of the ground within reach to locate the payload, orientate the gripper to the orientation of the payload, and capture the payload from any position in that area. Pressure sensors installed on the gripper will be able to send feedback to the controller to signal whether or not the payload has successfully been captured. Payload Location Algorithm 00

106 When the robot arm receives the signal from the master microcontroller, the robotic arm will proceed to locate the payload and deposit it in the payload bay of the rocket. The simplest way to do this would be to place the payload in a predetermined location and have the robotic arm to travel to that location and pick up the payload. However an algorithm to scan the area and find and pick up the payload will be implemented for added redundancy. This algorithm will prove useful if the payload is in an unexpected location or if the payload is dropped. An infrared emitter/detector pair will be mounted above the claw of the robotic arm. The robotic arm will move over the target area in a grid pattern in increments of.5 in. Because the payload is.75 in thick, moving no more than.5 in. at a time will ensure that the arm will pass over the payload at least once no matter what as long as the payload is in the target area. After each movement, the IR emitter will flash and the IR detector will record the level of IR reflection from this flash. The white PVC pipe that the payload is made of will reflect more light than the darker ground, so when a large amount of IR reflection is received, the claw of the robotic arm must be over the payload. By sweeping the area and recording the IR measurement at each point in the scan, the location and orientation of the PVC pipe can be determined. Scan points with IR reflection above a certain threshold will be assumed to be above the PVC pipe, while points with IR reflection below this threshold will be assumed to be over the ground. By determining the two points that are furthest apart and drawing a line between these points, the location of the longitudinal axis of the PVC pipe will be estimated. The arm will then move the claw to the midpoint of this line and orient the claw so that the grip axis is parallel to the estimated longitudinal axis of the payload. The claw will then descend and grab the payload. Note that while the two furthest points may not lie exactly along the longitudinal axis, the amount of error that would occur would be insignificant and would not prevent the arm from being able to properly grab the pipe. Once the payload has been acquired, the arm will deposit it in the payload bay of the rocket and then move out of the way of the rocket. If the payload is dropped at any point during this procedure, the arm will re-execute the searching algorithm and attempt to recover the payload. Figure 50 shows the binary map of locations over the PVC pipe and the estimated longitudinal axis of the pipe for a sample payload. 0

107 Figure 36. IR Detector/Emitter Payload Localization Map Launch Vehicle Elevation Subsystem (LVE) The Launch Vehicle Elevation Subsystem (LVE) is comprised of a winching mechanism that will be connected to pulleys, a tower, and the top of the launch rail in order to slowly, safely, and effectively lift the launch rail and the rocket to a position of 5 degrees from the vertical. Figure 5 shows the winch mounted to the AGSE box and the tower that will support the pulley for the cables. The tower will be mounted above the winch motor to hoist the cable through a pulley that will route the cable to the top of the launch rail. The tower will have a height of 0 ft in order to ensure that the launch rail can be easily lifted. 02

108 Figure 37: The winch setup mounted on base of the AGSE The total force on the cable required to lift the truss is quite small. An upper bound for the magnitude of this force can be estimated by assuming that the combined weight of the rocket, launch rail, and launch truss is 50 lb and is located midway up the launch truss at 5 feet from the launch truss axle. Based on this assumption, 250 ft*lb of torque is needed at the axle to lift the truss. If the launch truss is assumed to be 0 ft long and the cable is connected to the end of the truss, the y component of the force in the cable must be 25 lb. This 25 lb force acting 0 feet from the truss axle will provide the 250 ft*lb necessary to lift the truss. As the truss rotates upward, the torque and cable force necessary to continue lifting will decrease. If the tower is assumed to be 0 feet tall and the cable runs over a pulley at the top of the tower, the cable will be at a 45 degree angle with the launch truss when the truss is horizontal. At this angle, if the y component of the force in this cable must be 25 pounds, the total force in the cable can be calculated by FF = 25/ sin 45 = 35.4 llll This number is actually an overestimate of the force required to lift the truss as it is unlikely that the truss, rocket, and launch rail will together weigh 50 pounds. 03

109 A cable force of 35.4 lb could likely be applied by a servo rotating a spool with the cable wrapped around it. However, using this method would require the design and manufacture of a spooling system with a cable, the design of a mounting system for the servo, and the implementation of a power supply and control system for the servo. These components would take significant time to design, build, and test, and would present large risks. For example, the servo may not have enough power or the cable may become stuck on the spool or fall of the spool. These issues could be mitigated and the design greatly simplified by using a commercially available ATV winch. Though such a winch would be capable of exerting significantly more force on the cable then necessary, the winch would already be built, tested, and ready for installation. This would minimize risk due to winch failure and would give the team more time to build and test the AGSE system as a whole. The winch chosen was the Superwinch LT2000 2V Utility Winch (Figure 52). This winch was designed for ATVs and has a lifting capacity of 2000 lb. Because the LT2000 was a mass produced item, the price was very low (only about $75). The price of a quality, high torque, continuously rotating servo would be about $40 or more. The team concluded that it would be well worth the extra few dollars to implement a system using a commercially available winch, as such a system would be significantly more robust, safer, and easier to design. Figure 38. LT 2000 Winch used to Elevate Launch Truss At the top of the launch rail, a lightweight aluminum mount will be installed to connect the winching cables to the top of the launch rail. Figure 53 and Figure 54 show how the mount will be attached to the top of the truss. 04

110 Figure 39: The winching cable mount at the top of the launch rail/truss The mount will be connected through the webs of the double-t carbon fiber truss as shown in the following figure. 05

111 Figure 40: Mounting mechanism for the winching cable supports The truss that is used to lift the slotted T-rail and rocket will be made from carbon fiber, and it will have a double-t beam cross section to provide strength to the structure over a 9.6 ft length. The truss will have the following dimensions. Figure 4: Dimensions of the carbon fiber truss 06

112 Mounted to the center of the carbon fiber truss will be a T-slotted launch rail which will serve as the guiding rail for the launch of the rocket. Its cross section and dimensions are presented in the following figure. Figure 42: Dimensions of T-slotted launch rails for launching the rocket Automated Charge Insertion System (ACI) The Automated Charge Insertion System (ACI) will autonomously insert the igniter into the motor. The motor has a length of 9.6 inches, and therefore, the ACI must be able to accommodate this length. The igniter must be autonomously inserted into the rocket once the rocket is in the vertical position. A retractable telescopic linear actuator igniter insertion system is the most straight forward and effective way to accomplish this task. A toothed plastic rod with the igniter attached to it will be driven by a DC electric motor with a toothed gearhead such that the igniter is driven into the rocket engine. Such systems are frequently used for retractable car antennas, and the technology is commercially available. The team has purchased the MQ- AM/FM Semi-Automatic Car Power Antenna for the ACI System. The MQ- was chosen because it was very affordable (only about $20) and performed all of the necessary function with little or no modification. The MQ- was connected to the 2V battery via a relay such that when the Arduino microcontroller activated the relay, power would flow to the MQ- and the telescoping antenna shaft would extend. Without any major modification, this shaft was small enough to fit into the motor without choking it. The 07

113 only modification will be that the larger diameter sections will be welded into the closed position to ensure that the only the small diameter sections will be inserted into the motor. This will guarantee that the motor will not be choked. The MQ- will be mounted beneath the blast plate near the base of the launch rail approximately 8 inches below the base of the rocket. A schematic of how this linear actuator will be positioned on the blast plate relative to the rocket in its collapsed position may be viewed in Figure 58. Figure 59 contains a schematic of the actuator fully extended into the motor. Figure 43. MQ- Automatic Charge Insertion Device Figure 44: Charger Insertion Device in the collapsed position 08

114 Figure 45: Charge Insertion Device fully extended into the motor An e-match will be attached to the tip of the actuator, and the e-match will be connected to the launch controller. The launch controller will only be enabled when the AGSE sequence is complete. Once the igniter is inserted, the system will pause. Once all sequences have been successfully completed and the launch safety switch is closed, a green light will light up on the primary AGSE controller. When the rocket is inspected and deemed to be safe for flight, the launch button can be pressed, the igniter will ignite, to solid rocket motor will activate, and the rocket will fly. A schematic for the motor that will drive the extendable dowel up into the motor may be seen in Figure 60 below. Figure 46: Schematic for Igniter Insertion Actuator 09

115 AGSE Electronics Test All AGSE electronics except the arm and igniter were hooked up to relays which were controlled by the Arduino as they would be on the real system. A voltage signal sent to a digital input port on the Arduino was used to simulate the response from the robotic arm. The relay for the igniter was included and relay operation was verified by an LED in series with the relay electromagnet. The full AGSE sequence was run including all button presses and actuator movements. The Arduino correctly responded to all input from sensors and user initiated button presses. The winch and ACI systems worked properly and the AGSE routine would have been successful had it been implemented on an actual launch. Figure 6 shows the configuration of the AGSE electronics system during this test. Figure 47. AGSE Full Electronics Test Section 4.3.3: Instrumentation Precision and Measurement Repeatability The entire AGSE system is mechanical in the sense that there are no leveling sensors or electronics which determine orientation through observation or measurements of the surroundings. This is achieved by having instrumentation on the AGSE which allows the system to detect when the rail is fully erected. This is a pressure switch mounted to the top of Base which gets depressed by 0

116 the blast plate once the rail is erected. This allows the system to be used indefinitely- at least until normal wear and tear renders the system inoperable. The AGSE will include various instruments that will aid in the capture and securing of the payload, along with the erection and arming of the rocket. These instruments have been chosen do to their commercial success. They have proven their repeatability within a reasonable margin of error, and the relevant data is transcribed in Table 3. Table 3: Precision of operation for AGSE subsystems Instrument Model Operating Range Precision Wavelength of nm IR emitter and N/A Forward voltage 800mV.40% detector 5kV Lift 2-3 lbs CrustCrawler Robotic Arm Reach of inches 3 mm AX-2A 5 degrees of freedom Truss and blast plate Master Microcontroll er N/A Arduino Mega Igniter inserter N/A 85 degrees motion Support 80 lb Extensive source library 54 digital input/output pins 6 analog pins Ocular extension of 3 ft Replaceable mast 3 5 mm 0.25% - 2 mm Section 4.3.4: Flight Performance Predictions Section 4.3.5: Approach to Workmanship to Ensure Mission Success The team understands the importance of quality workmanship in the NASA Student Launch and ensures each team member delivers the best possible product to achieve mission success. Each

117 member is trained in the fabrication lab to be able to safely and accurately work on hardware for the project. Neatness, functionality, and the overall quality of each component produced is carefully analyzed to guarantee the best possible result. Section 4.4: AGSE Testing and Verification All components of the AGSE are tested by the team to ensure there is a working system on launch day. All electronics are tested independently of the system to ensure safe and successful connections of buttons, switches, lights, etc. The robotic arm is tested with the dummy payload to ensure the arm can grip and secure an object the size of the regulation payload given to us on launch day. The transporting of the dummy payload to the payload bay tests the act of transporting the regulation payload to the payload bay and allows the team to simulate that launch day task. Table 4: AGSE Testing and Verification Table Requirement Means to Meet Verification method Status AGSE AGSE will be fully autonomous. AGSE Any pressure vessel used in the AGSE will follow all regulations set by requirement.2 in the Vehicle Requirements section. AGSE AGSE equipment must be able to operate in a Martian environment. AGSE Sensors that rely on Earth s magnetic field cannot be used. AGSE Ultrasonic or other soundbased sensors cannot be used. AGSE Earth-based or Earth orbitbased radio aids cannot be used. AGSE Open circuit pneumatics cannot be used. AGSE Air breathing systems cannot be used. The AGSE has been developed in a way such that human interaction is not necessary for tasks to be completed. Requirement has been reviewed and it has been determined that a pressurized vessel is not necessary. The AGSE was designed to have no Earth-based reliant systems. Sensors used in the AGSE do not rely on earth s magnetic field. AGSE does not rely on soundbased sensors. AGSE does not rely on Earthbased radio aids. AGSE does not utilize open circuit pneumatics. AGSE does not utilize air breathing systems. Testing of the AGSE and demonstration that human interaction is unnecessary. A pressurized vessel is not being used for the AGSE. Earth-based reliant systems are not being used in the AGSE. System was designed in such a way that sensors used are independent of Earth s magnetic field. Sound based sensors are not being used. Earth-based and Earth orbitbased radio aids are not used. Open circuit pneumatics are not used. Air breathing systems are not used. Complete Complete Complete Complete Complete Complete Complete Complete 2

118 AGSE Payload bay must be of proper dimensions and must be able to seal properly. AGSE Each team will be required to use a regulation payload provided to them on launch day. AGSE The payload will not contain any hooks or other means to grab it. AGSE The payload may be placed anywhere in the launch area for insertion, as long as it is outside the mold line of the launch vehicle when placed in the horizontal position of the AGSE. AGSE The payload container must utilize a parachute for recovery and contain a GPS or radio locator. AGSE Each team will be given 0 minutes to autonomously capture, place, and seal the payload within their rocket, and erect the rocket to a vertical launch position five degrees off vertical. Insertion of igniter and activation for launch are also included in this time. AGSE Each team must provide the specified switches and indicators for their AGSE to be used by the LCO/RCO. AGSE A master switch to power all parts of the AGSE. The switch must be easily accessible and hardwired to the AGSE. AGSE A pause switch to temporarily terminate all actions performed by the AGSE. The switch must be easily accessible and hardwired to the AGSE. Payload bay has been designed to meet payload dimension requirements and the hatch has been designed to fully seal upon closing. AGSE will utilize a regulation payload on launch day. AGSE will utilize a regulation payload on launch day. Payload was placed away from the mold line of the launch vehicle s horizontal position. Payload has a parachute for descent and GPS for finding its location. AGSE has been developed in such a way that all necessary procedures can be completed in at least 0 minutes. Proper switches and indicators have been placed in the system. A master power switch has been placed into the AGSE system. A pause switch has been placed in the system that can terminate all actions for the AGSE. A dummy payload was made to official dimensions and used for testing. After testing, the door was checked for proper closure and lock. A dummy payload of the required dimensions was made to represent the regulation payload during testing. The dummy payload will not contain hooks or other means to grab it to represent the regulation payload during testing. Proper spacing was measured and then testing of the system was conducted. Parachutes were constructed for the payload bay and a GPS was placed inside. System tests of the AGSE were conducted and timed to ensure all tasks can be completed in 0 minutes. Guidelines were reviewed and switches and indicators are in place. The switch was tested and used to power the system on and off. The pause switch was tested during AGSE operations to verify system does stop. Complete Complete Complete Complete Complete Complete Complete Complete Complete 3

119 AGSE A safety light that indicates that the AGSE power is turned on. The light must be amber/orange in color. It will flash at a frequency of Hz when the AGSE is powered on, and will be solid in color when the AGSE is paused while power is still supplied. AGSE An all systems go light to verify all systems have passed safety verifications and the rocket system is ready to launch. An orange color safety light that indicates the AGSE power is on has been placed into the system. It is solid in color when the AGSE is paused and flashing with a Hz frequency when it is powered. The all systems go lighting system was designed in a way that the light only comes on after all of the procedures have been completed. Testing and demonstrations of the safety light were done to verify that the light operates properly for the AGSE. Testing and demonstrations of the all systems go lighting system were done to verify that the light operates properly. Incomplete Incomplete Section 4.5: Safety and Quality Assurance Section 4.5.: Mission Assurance Analysis The purpose of Mission Assurance Analysis is to define a set of protocols for assessing each subsystem of a mission to ensure that it succeeds. Many professional organizations such as NASA, have their own set of procedures to define the potential of success for each mission and its systems. Like many organizations such as NASA, the Auburn USLI Team Project WALL-Eagle has its own set of procedures to evaluate the potential of success for the AGSE system. The Auburn team has set procedures to measure how well each system and its components perform during each test and test launch. The difficulty of the task for a sub-system was also taken into account for the potential of success since other sub-systems may have an easier, but crucial task for the AGSE system. A rating scale was also introduced to identify which sub-systems have the highest potential of success. A on the rating scale shows that the system is not operating as NASA has required or operating in such a manner not considered safe for human interaction. A would definitely ensure failure of the AGSE system causing the Auburn Team to be disqualified. A 4 would show that system is operating a standards set by NASA to ensure safety of all competitors, judges, officials, and spectators. Although a 6 is acceptable, we defined our standards to ensure complete mission success above and beyond what NASA has asked for. This standard was not only to ensure mission success, but to also gain a lead ahead of the other teams because this is a competition and the only the best designs will win. To ensure the best design, only standards greater than what NASA asked 4

120 for will suffice for the Auburn University Team. A rating of 0 shows that the sub-system will succeed based on experimental testing. A 0 shows that the potential of success is high, which is peculiar because it does not mean that the system will always succeed, so this obviously means that the system can fail. System failure, is what we are trying to avoid, but it is an inevitable for all systems to eventually fail after repetitive use. So, maintenance and improvement will have to be done to the sub-systems to ensure that not only the mission succeeds, but to also ensure that the structural integrity of the AGSE system remains intact for long periods of time. Some sub-systems will always have a high rating for potential of success due to the fact that its task is much simpler. Although some of the systems were harder to raise the potential of success, we demanded that some of the sub-systems have a rating of 9 to ensure complete mission success such as the Master Microcontroller. This is the sole purpose of Mission Assurance Analysis, to identify which sub-systems require more attention, so that when Launch Day comes they will succeed. Table 5: Mission Assurance Analysis Protocol Data AUBURN MISSION ASSURANCE ANALYSIS PROTOCOL DATA AGSE SUB-SYSTEM SECTION ARDUINO MEGA MASTER MICROCONTROLLER LAUNCH RAIL AND TRUSS ROBOTIC SUPPORT STRUCTURE MAIN SUPPORT STRUCTURE POTENTIAL OF SUCCESS RATING (PSR) - LOW 6-ACCEPTABLE 0-HIGH PSR APPROVAL (MUST HAVE AT LEAST A 4 PSR) 9 APPROVED 7 APPROVED 9 APPROVED 0 APPROVED SUB-SYSTEM MAINTENENCE AND IMPROVEMENT Repetitive Testing of algorithms to ensure success Improve Housing to Ensure Safety of Electronics and the Robotic Arm Repetitive testing to ensure Robotic Arm is well intact Protect structure from the natural elements 5

121 LAUNCH RAIL ELEVATION SYSTEM AUTOMATED CHARGE INSERTION SYSTEM 9 APPROVED 7 APPROVED ROBOTIC ARM 8 APRROVED PAYLOAD ACCESS HATCH/PAYLOAD BAY 9 APRROVED Improve Elevation System to Rise Faster Improve Rate at which the igniter is placed to save time Improve rate at which robotic arm scans to find the payload Repeat Testing to ensure that payload bay is secure Section 4.5.2: AGSE Failure Modes and Effects There are various failure modes contributed by the AGSE system. With various failure modes there are effects that must be known before launch of the rocket can occur. Some failure modes can cause devastating effects to any spectators within range of the launch, therefore a table was setup to analyze various situations in which a failure might occur. This was done so that it will be known to the team, Launch Service Official, and Judge when handling the AGSE system the day of the launch to minimize any harm/damage that could occur to anyone/anything in the vicinity of the launch area. NONE OF THE FAILURE MODES ARE ACCEPTABLE!! The following tables categorize different failure modes and effects for: Mission Process; Testing; Construction; and Other Materials. Table 6: AGSE Failure Modes and Effects: Mission Process AGSE FAILURE MODES AND EFFECTS: MISSION PROCESS Failure Mode Cause of Risk Potential Effect Mitigation Robot arm continues to insert a live motor igniter into the rocket motor when the Launch Service Official has paused the system System does not react to submission of Incorrect algorithms in the Master Microcontroller causing incorrect functions to occur. System not properly setup to receive High Risk, and launching/cato event of the rocket on launch pad while the Launch Service Official, Judge, and Team Member are within close proximity of the Launch Pad. System does not complete mission. Repetitive Testing of the Robot arm being paused before putting in the motor igniter into the rocket motor to ensure correct algorithms. Checks will occur to make sure proper 6

122 wireless transmission. () Robot arm does not find the payload. (2) Robot arm does not find the payload bay door for insertion of payload. (3) Incomplete insertion of the payload into the payload bay. (4) Incomplete closure of the payload bay door. (5) Launch rail does not raise up at all. (6) Launch rail does not raise up to the required angle of eighty-five degrees. (7) wireless transmission. Robot Scanner not properly setup to scan and identify payload. System not setup properly to locate payload bay after payload is picked up. Robot arm cannot accurately place the payload due to structural and programming error. Robot arm does not properly close door or the payload bay door is not properly made to close correctly. Motor not set up to work once payload bay door is closed. Motor system not correctly setup to stop at a certain amount of time. System does not complete the mission. Robot arm harms payload bay structurally, or the system does not complete the mission. Robot arm harms payload bay or bay door structurally, or the rocket launches with unexpected aerodynamic feature causing unexpected flight characteristics. Payload could fall out during flight failing to complete the mission, or the rocket launches with unexpected aerodynamic feature causing unexpected flight characteristics. Mission is unable to be completed. Mission is unable to be completed, rocket could launch in wrong direction or inclination. electrical charge will be delivered to the rocket system and wireless control. Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm or door control system to ensure proper functioning. Extensive calculations and testing will be done to ensure proper available torque to ensure raising of the launch rail. Extensive testing will be done on the raising system and program to ensure proper angle for the expected launch. 7

123 Rocket does not leave launch-pad when motor is ignited. (8) Motorized FM antenna electronic igniter insertion/ ignition module receives interference that causes early ignition. (9) Igniter does not receive correct voltage for ignition. (0) Wireless controller fails to receive proper feedback on part of launch sequence. () Rocket stuck to launch rail. Launch Lugs not attached correctly to rockets. Not enough voltage in the system to ignite so the radio wave induced voltage causes it to start. Not enough voltage in the system. Electronics system not accurately setup to receive feedback by the parts of the launch sequence. Launch-pad and/or surrounding area catches of fire endangering other rockets and/or observers, and mission is a failure. Improper timing for ignition changes burn type for the rocket motor causing unexpected flight characteristics, or sends the rocket flying in the wrong direction or inclination. Rocket does not launch resulting in mission failure. Causes the system to either stop at that step or induces a step to react before the step is expected. Launch rails will be examined prior to launch to ensure nothing will hinder the ejection of the rocket. Also extensive testing will occur to ensure the proper functioning of the launch rails and launch lugs. The antenna will be shielded to ensure no interference by FM radio waves, also igniter requires much higher voltage to ignite than the induced voltage by the radio waves. Extensive testing will be done to ensure proper voltage is delivered to properly ignite the electronic igniter. Extensive testing will be done to ensure proper feedback is given by the parts of the launch sequence, and redundant safeties will be inserted between the steps of the launch sequence. Table 7: AGSE Failure Modes and Effects: Testing AGSE FAILURE MODES AND EFFECTS: TESTING Failure Mode Cause of Risk Potential Effect Mitigation Improper weight for counter weight test. () Counter weight not properly calculated to hold structure during liftoff. 8 Causes the rail truss to raise at an unexpected acceleration causing Careful calculations will be done to ensure the tested counter weight will be in a proper range

124 Robot arm strikes ground or launch-pad frame at a high rate of travel. (2) Launch rail raising motor raises the truss at an unexpected acceleration. (3) Wrong movement performed by robot arm. (4) Robotic arm movement algorithm set incorrectly Motor set to elevate way too fast. Incorrect programming algorithm in the robotic arm microcontroller. structural damage or damage to the tester. Structural damage occurs requiring new piece being bought or fabricated, potentially sending fragments of arm material at testers with harmful potential. Truss receives some structural damages that require a new truss to be fabricated. Robot arm harms payload bay or bay door structurally, or damages some other critical component or structure. for the desired acceleration. Careful coding will be done to ensure that the robot arm will be able to know what its limits in directional travel are to ensure a collision as such described will not occur. Careful calculations will be done to ensure proper motor selection for expected load, and extensive testing will be done to ensure proper control of the motor. Initial testing will be done on a dummy structure that will not be able to harm the robot arm and allows multiple trials to be run so movements can be made more precise. Table 8: AGSE Failure Modes and Effects: Construction AGSE FAILURE MODES AND EFFECTS: CONSTRUCTION Failure Mode Cause of Risk Potential Effect Mitigation Launch rail truss has an anomaly in material. () Robot arm is improperly assembled. (2) Constructed improperly and repeated use of truss leading to structural disintegration. Human error. Causes reduced structural integrity potentially leading to a failure during a launch or testing. Causes improper strength in arm or improper movements in the arm. Proper fabrication practices will be followed to ensure the best product is made. Proper instructions will be followed during the construction process with an additional construction check occurring before any operation occurs. 9

125 Improper material used during fabrication of AGSE system. (3) Improper connection is used between the launch rail truss and rotating axil. (4) Human Error. Miscalculation due to Human Error. Unexpected strength properties causes a failure in part when expected load is applied. Causes the truss to fail under loading and causes structural damage to the AGSE system. Careful calculations and trade studies will be performed to ensure the proper material is chosen for each part. Proper research and calculations will be done to ensure proper connection is selected. Table 9: AGSE Failure Modes and Effects: Other Materials AGSE FAILURE MODES AND EFFECTS: OTHER MATERIALS Failure Mode Cause of Risk Potential Effect Mitigation Electric motor has improper voltage and amperage sent through the system. (3) Improper wire selection. (4) Excessive amounts of flux and soldering materials are used. (5) Wire systems setup improperly. Miscalculation of wire needed for electronics system. Human Error. Causes the motor to spin too fast causing damage to surrounding personnel or structures, or causes the motor to short causing an electrical fire. Causes excessive amounts of resistance resulting into an electrical short, which in turn results in an electrical fire. Causes for potential shorts in the electrical circuits, which could result in an electrical fire. Motor will only be tested in a mount that will not allow extraneous movement, and safeties will be put in place to ensure only safe voltages will be sent to the motor. Proper calculations and research will help to better determine the correct size of the copper wire to be used. Properly training personnel will help in keeping soldering materials within acceptable ranges. AGSE FAILURE MODES AND EFFECTS: 5 WORST CONSEQUENCES. The robot arm continues to insert a live motor igniter into the rocket motor when the Launch Service Official has paused the system. This failure mode is the most likely to happen out of all the modes and it is the worst consequence because if this happens it will constitute immediate mission failure. The consequence for this failure mode is not only 20

126 mission failure, but also a very large potential risk to harm one of the team members, Launch Service Officials, and Judges. 2. The winch cable snaps during the elevation of the rocket is up to the worst consequence above, although it is less likely to occur since much testing has been done on the elevation system with no failure. The cable snapping is not very likely to happen as well since it is made of metal. The harm, however that could potentially come from the cable snapping is very life threatening. 3. The rocket does not leave the launch pad when the motor is ignited causing an explosion causing debris to launch towards the spectators. This could only be due to either the rocket s launch lugs getting stuck in the launch rail or the motor used for the rocket is not powerful enough to launch the rocket. These are not very likely to occur, but they are of great importance since they are a potential hazard to the spectators at the launch. 4. The payload bay door not properly closing could contribute greatly to mission failure and the potential to harm someone in and outside of the launch area. This could only be possible if the payload door was not properly closed before liftoff and the door opened during flight. This failure mode is the most likely to fail, but the possibility of harming someone is less since the rocket is launched in a different direction and the launch area chosen by NASA should more than compensate for any debris falling from 3000 feet. 5. The launch rail could break during liftoff causing the rocket to change directions possibly towards the spectators. The launch rail could also still be attached to the rocket during liftoff and could detach and launch towards the spectators turning a fun event into life threatening situation for everyone. Section 4.5.3: LIFE CYCLE: OPERATIONAL PHASE Since the program has moved into the operational phase of the Life Cycle, more personnel hazards have been recognized to minimize any hazards that can happen to any of the team members, 2

127 Launch Service Official, and Judges on the day of launch. The updated list will have data demonstrating that safety hazards will still exist after FRR. Table 20: Operation Phase Personnel Hazards OPERATIONAL PHASE PERSONNNEL HAZARDS Potential Risks Potential Effects Mitigations Launch Rail truss has anomaly in the structure material. Wrong movement performed by robot arm. Improper weight for counter weight test. Electrical system not wired properly Motorized FM antenna electronic igniter insertion/ ignition module receives interference that causes early ignition. Incomplete closure of the payload bay door. Robot Scanner detects and picks up an object that is not the designated payload The winch cable snaps during the elevation process. Structural Integrity fails causing Launch Rail to fail during launch prep or liftoff causing rocket to harm to any of the Team members, Launch service official, and judge. Wrong movement hits and harms someone standing nearby during launch prep. Launch pad tips over during liftoff causing rocket to change trajectory towards spectators. Someone gets electrocuted using the Master Microcontroller Rocket launches while people are still around the launch pad. Payload falls out during launch harming spectators New payload does not fit payload bay and falls out. Payload fits but weighs too much causing rocket to launch in an undesired fashion. The winch cable snaps and hits a bystander causing life threatening harm. Proper fabrication processes will be made to ensure structural integrity. Ensure that robot arm follows the correct algorithms for launch prep. Test launch before official launch day to ensure calculated counterweight more than compensates for the amount of force put on the main support structure. Examine all electrical components and fix any problems before official launch day to ensure safety. Protect the antenna from FM waves to ensure no interference to the igniter system. Repeat testing of launch prep to ensure that the robotic arm properly closes payload bay door. Make sure that the only object capable of being identified as a Payload on the launch pad is the one that NASA provides. Test calculated amount of force that the winch cable must withstand to ensure winch cable integrity. 22

128 Grippers on the Robotic Arm are ineffective. During placement of payload, the payload slips out the robotic arms grip harming one of the team members, Launch Service Officials, and Judges. Make sure that the grips on the robotic arm are not worn out and if so, replace with new ones before launch arrival. Section 4.5.4: Environmental Concerns Environment on AGSE system When considering the different possibilities for the environmental condition on a day used for testing subsystems or for operating the entire structure, there are different affects that could occur. If there is a high enough wind speed, but is still low enough for rocket launch, the payload could be blown out of the robot hand and would require the payload to be found again and be re-secured. High humidity or rain could cause electrical shorts or cause potential oxidation on potential metal parts. These could be mitigated by concealing electrical components in a weather proof casing and either coating metal parts or consider fabricating parts out of non-reactive materials. As well the system might have a short span of use that oxidation or other issues will not have time to accumulate on the components. High amounts of solar activity could lead to interference with the control systems. For this testing will be done to ensure regular to slightly increased solar activity will not interfere. A high risk for water damage is a concern for the AGSE system. If left in the launch area over night or when precipitation is greater than 0 percent, the AGSE system would become nonoperation. Any level of precipitation would destroy the robotic arm wiring and gears, causing the robotic arm to become nonresponsive or not work as designed. Precipitation could also destroy the wiring between the command box and the AGSE system. If the connection between the robotic arm and the command box is severed, then the AGSE system will not initiate as designed and will fail to deploy capturing the payload and elevating the rocket. To reduce the effect and detriment of precipitation on the AGSE system, wires and motors will be protected with water resistant material or will be rerouted so that the objects are not exposed to the water. 23

129 AGSE system on Environment There is multiple environmental concerns for the AGSE system on the environment. One large environmental concern of the AGSE system is the possibility of the igniter system chocking the engine. If the mast of the igniter blocks more than 30 percent of the throat of the engine, than the engine could become chocked and the gasses expelled would expand and rupture the casing of the engine and subsequently the booster section. The possibility for this event occurring is low due the preliminary diameter of the igniter inserter. However, the igniter has been decreased in diameter to insure that the possibility of the risk is relatively zero. Another environmental concern is that of the elevation motor slipping and the truss system falling back to its horizontal position. Depending on the moment that this failure occurs determines the level of risk. If the motor were to slip as it is elevating the truss to five degrees off the vertical, the only risk would come from any pieces of the truss or rocket that were to dislodge on impact. If the elevation system were to slip at the point of the igniter insertion, the risk again would only be small shrapnel due to the impact. However, if the elevation system were to slip during the ignition sequence, then the risk would be astronomical. The truss slipping would send the rocket into an unknown direction and could damage large amounts of property or personnel. This risk is mitigated through the testing of the locking mechanism for the elevating motor. The motor has been under rigorous testing and is insured to not slip, therefore, the risk to the environment is relatively zero. Risk of the elevation system overextending the blast plate is also a concern for the environment. The overextension of the blast plate would break it from its connection with the truss. Snapping the blast plate would still initiate the igniter but cause the mast of the igniter to break and/or the whole truss system to fall forward or backward. This risk would only cause minor damage to the rocket and box system, however, the AGSE system would be unsafe for launch. The risk of this has been mitigated. The elevation system has a termination button connected to the box under the blast plate and on the command box. One the button under the blast plate is initiated, the elevating motor will immediately stop and lock. If the motor is deemed to be fault or is running not as 24

130 planned, the termination button on the command box can be initiated and lock the motor and stop the entire system. 25

131 Section 5: Safety Section 5.: Checklists Section 5..: Final Assembly Checklist Final Rocket Assembly Initial Check-off Points Check rocket tube for any structural imperfections acquired during transport. Check rocket tube for structural integrity and flight readiness. Check nose cone and payload capsule for any structural imperfections acquired during transport. Check payload capsule for proper functioning and mission readiness. Check parachutes for any imperfections that could be a problem during recovery operations. Check parachutes and parachute bags for flight readiness. Check avionics for proper functioning. Check carbon dioxide expulsion system for flight readiness. Check motor casing for any structural imperfections acquired during transport. Check motor mount, motor casing, and thrust plate for flight readiness. Check the couplers for structural integrity and flight readiness. Check fins for structural integrity and flight readiness. Check shock cords for flight readiness. 26

132 Pack drogue chute and assemble carbon dioxide expulsion system. Pack main chute and insert into position. Assemble avionics bay and attach to the motor section of the rocket. Attach parachute to payload bay. Attach payload bay and nose cone section to the rest of the rocket. Check all connections and assemblies on the rocket. Assemble rocket motor. Insert rocket motor into motor casing. Complete final check of the assembled rocket. Auburn USLI Safety Officer signature Auburn USLI President signature X X 27

133 Final Launch-pad Assembly Initial Check-off Points Check launch-pad base for any structural imperfections acquired during transportation. Check launch rail and frame for any structural imperfections acquired during transportation. Check rail raising tower for any structural imperfections acquired during transportation. Check raising motors for proper functioning and mission readiness. Check robot arm for any structural imperfections acquired during transportation. Place launch-pad base part one at the final position for the mission. Place launch-pad base part two at the final position for the mission. Attach base part one to base part two with structural frame. Insert launch rail raising motor into position. Attach launch rail frame to rotating axil. Attach launch-rail tip cable harness. Connect main raising cable to the launch-rail tip cable harness. Attach electronic igniter insertion/ ignition system onto launch-rail system in proper location. Attach robot arm to launch-pad base. Connect all pertinent wiring harnesses to the correct control units. Run a full systems check on robot arm to ensure proper functionality. Run a full systems check on rocket raising system to ensure proper functionality. 28

134 Run a full systems check of complete AGSE system to ensure all components are functioning correctly. Complete final check of assembled launch-pad. Auburn USLI Safety Officer signature Auburn USLI President signature X X 29

135 Launch Procedures Checklist Final Construction Check Initial Check-off Points Check for proper connections between nosecone and payload capsule. Check payload capsule for proper operation and final flight readiness. Check the main body tube for final flight readiness. Check launch lugs for proper operation. Check fins and fin connections for final flight readiness. Check engine mount for final flight readiness. Overall rocket construction readiness check. Final Launch-Pad Check Initial Check-off Points Check launch rails for proper operation and no foreign debris. Check robot arm for proper operation and final procedural readiness. Check payload capture device for proper operation and final procedural readiness. Check rocket raising system for proper operation and final procedural readiness. Check system for automatic insertion of the electronic ignition for proper operation and final procedural readiness. Check charge status of electrical system for the launch-pad. 30

136 Overall launch-pad readiness check. Final Wireless Controller Check Initial Check-off Points Check batteries charge status to ensure proper function throughout launch sequence. Check all emergency stop and safety switches for proper functioning. Check AGSE program initializer for proper functioning. Check AGSE steps feedback indicators for proper functioning. Check extra functions of the wireless controller for proper functioning. Overall wireless controller readiness check. Final Overall Systems Check Initial Check-off Points Final overall check of rocket construction. Final overall check of launch-pad construction. Final overall check of AGSE readiness. Final overall check of wireless controller functioning and readiness. Final overall check of personnel and observers readiness. Final overall launch readiness check. 3

137 Auburn USLI Safety Officer signature Auburn USLI President signature X X Launch Procedures Check Initial Check-off Points Place rocket on the launch rails ready for mission process. Have unnecessary personnel move to safe location for launch process. Have qualified personnel place electronic igniter on insertion/ ignition device. Remove mechanical system safeties. Turn on wireless transmission receiver at the launch-pad. Have all personnel move to proper launch operations locations. Ensure all safeties are set on wireless controller before turning on the controller. Turn on wireless controller. Ensure launch area is cleared for system operation by the RSO. Initialize mission process. Receive proper feedback on proper instillation of payload and door closure. Initialize raising of rocket to proper launch position. Receive proper feedback on rocket reaching proper launch angle. Check with range officer to ensure range is all clear and ready for launch. Initialize electronic ignition insertion system. 32

138 Receive final all clear for launch readiness. Initiate motor ignition. Check for proper ignition. Auburn USLI Safety Officer signature X Auburn USLI President signature X 33

139 Recovery Preparation Initial Check-off Points Gather all parts for the CO2 ejection system. Assemble the CO2 ejection system. Wire all altimeters for easy connection to ejection systems. Check to make sure that altimeters power-on. Attach CO2 ejection system to the altimeter bay and correctly attach the wiring. Bolt to proper section of the rocket. Attach shock-cord on the quick links to the U-bolts. Attach parachutes to the different sections of shock-cord. Pack shock-cord and parachutes into the rocket. Insert correct number of shear pins into rocket. Review steps just taken to ensure proper instillation. 34

140 Auburn USLI Safety Officer signature X Auburn USLI President signature X Motor Preparation Initial Check-off Points Ensure proper motor reload kit before construction. Check motor casing for any defects from previous launch. Check motor casing for cleanliness after previous launch. Start assembly of motor kit. Before sealing motor casing perform a final check to ensure proper assembly. Seal motor casing and prep for insertion into completely constructed rocket. 35

141 Auburn USLI Safety Officer signature X Auburn USLI President signature X Setup on Launcher Initial Check-off Points Ensure all safeties are in place and system is powered off. Insert launch buttons on rocket into launch rail and slowly load rocket onto launch rail. Ensure rocket is completely loaded onto launch rail. Remove all unnecessary personnel for system power up. Remove any mechanical safeties. Final overall launch readiness check and system is mission ready. 36

142 Auburn USLI Safety Officer signature X Auburn USLI President signature X Igniter Insertion Initial Check-off Points (Pre-mission start) Attach motor ignitor to electronic motor insertion/ignition system by qualified personnel. (During mission operation) Receive feedback ensuring launch rail is at eighty-five degrees from horizontal. Feedback initializes ignition insertion sequence. Receive feedback that ignitor is fully inserted into the rocket. Receive clearance from Range Safety Officer for launch readiness. Motor ignition. 37

143 Auburn USLI Safety Officer signature X Auburn USLI President signature X Troubleshooting Initial Check-off Points Start off checking the wireless transmitter. Check the AGSE main control unit. Check the robot arm control unit. Check the control unit for the launch rail raising motor. Check system feedback indicators and controllers. Do one final overall check then restart mission process. 38

144 Auburn USLI Safety Officer signature X Auburn USLI President signature X Post-flight inspection Initial Check-off Points Ensure multiple personnel have eyes on the craft as it is approaching the ground. Ensure some personnel of the vehicle recovery team have cameras for recovery data of the craft s landing specifics. Approach the rocket with care looking for damage and undischarged pyrotechnics. Safety officer will perform a visual inspection of the rocket to ensure it is safe for personnel to approach and recover the craft. Multiple pictures and videos of the rocket will be taken at this point. Then the rocket will be recovered by the personnel of the vehicle recovery team. 39

145 Auburn USLI Safety Officer signature X Auburn USLI President signature X The individual that will be responsible for maintaining safety, quality and procedures checklists will be Austin Phillips our Safety Officer. He was the main producer of the checklists and understands them the most. He is also the most qualified and trained personnel to recognize if some part of the system is behaving wrongly. Section 5.2: Safety Officer Austin Phillips will serve as the ideal choice for a safety officer. A senior in aerospace engineering at Auburn University, Austin is a fully trained and certified EMT and firefighter in the state of Alabama. Working full-time as a firefighter for the City of Auburn as well as being a student at Auburn, Austin is well versed in crisis-management and safety practices. His extensive training makes him an invaluable resource towards maintaining safety throughout the competition. In addition, having a High Powered Level certification and Level 2 certification, he is currently working towards his Level 3 certification, Austin is well versed in the challenges and safety hazards that are associated with the construction of a high-powered rocket. Section 5.3: Hazard Analysis Section 5.3.: Airframe Safety is taken into consideration for every part of building the rocket. There are steps that will be taken by the airframe team to ensure the safety of the members while they construct the airframe for the rocket. There are three different areas that we will look at while considering failure modes for safety protocols for airframe: operations, materials, and construction. Operations Transport 40

146 Not properly transported Airframe damaged it Transportation Storage Stored in wet area Stored in dirty area Ground Operations Cracks in the carbon fiber Gaps between different parts Excess epoxy Lack of epoxy Launch Cracks in Airframe Airframe breaking apart Construction Autoclave Materials left in Autoclave by Previous user Drain strainer not properly cleaned Explosive breakage of glass vessels Burns to hands and other body parts Lacerations to hands and other body parts Trauma to users eyes Materials catching on fire Breathing toxic fumes Autoclave not set on correct setting Aluminum mandrel Hands caught in mandrel Burns form touching mandrel after it comes out of autoclave Injury due to torque of mandrel while wrapping material Materials Carbon Fiber Allergic dermatitis from coming in contact with carbon fiber Skin irritation from coming in contact with carbon fiber Respiratory irritation from breathing in particles Trauma to users eyes from fragments of carbon fiber Carbon fiber should be kept away from electrical equipment Epoxy Trauma to eyes from epoxy coming in contact with eyes Setting up before work is completed Mixing too much epoxy heating up and melting through container Not properly disposed of All of these failure modes for operation, construction, and materials have been taken into consideration and the proper mitigations have been put into effect to ensure the safety of team 4

147 members and the environment. Mitigation tables for failure modes within airframe are listed below. Personal hazards that could occur during the construction of the airframe and during the launch have been assess to ensure the safety of team members and people in the area around the launch site. Mitigation tables have been put in place to make team members aware of these hazards to minimize the risk of them occurring, these mitigation tables are listed below. Along with the mitigation tables team members are required to read over the MSDS sheets that pertain to the material or machine that they are working with. To prevent personal hazards while operating the autoclave each team member should be knowledgeable about how the autoclave operates by reading over the operator s manual for the autoclave, alone with looking over the mitigation table that has been put in place. Risk Mitigation Table: Airframe Potential Risk Potential Effect Impact Risk Mitigation Risk2 Airframe not Make sure Airframe properly transported Damage to airframe 4 3 is properly secure in a () dry and clean area Airframe will be Airframe not Damage to airframe 4 3 stored in a clean and properly stored (2) dry area Airframe will be inspected during Breaks on launch Cracks in Airframe construction and injuring team 4 3 (3) before launch to members ensure there are no cracks Gaps between Airframe will be Failure during airframe and other 4 3 inspected during launch causing parts of the rocket (4) construction and 42

148 injuries to team before launch to members ensure that there are no gaps in between parts Airframe will be Lack of epoxy (5) Airframe breaks apart during launch 4 3 inspected during construction and before launch for lack of epoxy Epoxy between fins Integrity of epoxy on Damage to fins and and motor mount will fins attached to motor motor mount during 4 3 be inspected during mount (6) launch and landing construction and before launch Epoxy between fins Integrity of epoxy on Damage to fins and and airframe will be fins attached to airframe during 4 3 inspected during airframe (7) launch and landing construction and before launch Altimeter bay will be checked after 3D 3D printed altimeter Damaged to printing for defects bay is properly altimeter bay upon 4 3 and will be inspected mounted (8) impact of landing before launch to make sure it is properly mounted Risk Mitigation Table: Autoclave Potential Risk Potential Effect Impact Risk Mitigation Risk2 43

149 Debris flies up into users eyes () Trauma to the users eyes 3 3 Wear safety glasses or face shield while operating autoclave Always look inside Material left in autoclave (2) Damage to autoclave and new material 4 3 the autoclave to make sure the previous user did not leave anything inside. Door not properly closed (3) Damage to material inside autoclave 2 3 Make sure the door is fully closed. Wrong cycle selected (4) Damage to material inside autoclave 2 3 Make sure the correct cycle has been selected. Wear proper PPE and Explosive breakage when opening (5) Damage to body from explosive 4 2 always keep hands, head, and face away from opening. Wear proper PPE such as heat and cut Touching materials (6) hot Burns to hands and body 3 3 resistant gloves, rubber apron, and rubber sleeve protector. Materials catch fire (7) Damage to the autoclave and materials will occur. Possible risk of fire spreading to the rest of building and causing harm to 5 4 In the case of a fire a fire extinguisher must be kept in the same room as the autoclave and be easily accessible. If fire spreads contact 9 immediately. 2 44

150 individuals is possible Properly authorized individuals will use Overcooking materials (8) Materials become unsuitable to be used with the rocket. Material waste also occurs 4 4 the Autoclave. All temperatures will be checked before use and a worker will be present in the same room as the autoclave until Autoclave has completed. Respirators will be used when working Respiratory issues with materials that Toxic Fumes (9) can occur if toxic fumes are breathed 5 5 give off toxic fumes when cooked. Proper in ventilation of the area is required when the autoclave is working Room where Unauthorized (0) use Damage to Autoclave, materials, and to personnel 5 3 autoclave is located is locked up by authorized personnel. Autoclave is also locked to prevent unauthorized use. 45

151 Risk Mitigation Tables: Carbon fiber Potential Risk Potential Effect Impact Risk Mitigation Risk2 Allergic reaction Wear proper PPE from coming in Skin irritation 3 4 when handling carbon contact with carbon fiber fiber () Debris flies up into users eyes (2) Toxic particles (3) Electrical shock (4) Wear safety glasses Trauma to the users 3 3 when working with eyes carbon fiber Wear proper Respiratory breathing apparatus 3 3 irritation when working with carbon fiber Carbon fiber is electrically conductive so it Burn or 4 2 should be kept away electrocution from electrical equipment or machinery Risk Mitigation Tables: Epoxy Potential Risk Potential Effect Impact Risk Mitigation Risk2 Keep Lab ventilated Vapors generated at all times when Improper Ventilation can cause headache, working with epoxy. 5 5 () nausea, and hurt the Also wear ventilation 2 respiratory system masks when working with epoxy. 46

152 Wear proper lab clothing when Skin Contact (2) Can cause skin irritation 2 5 working with epoxy. If epoxy gets on skin was off with soap and water Proper Storage (3) Degradation Epoxy Resin of 4 3 Store in cool dry place around 40 F to 20 F 2 Handle Epoxy carefully. If spilled, Spilling and leaking (4) Hardens on work bench or lab equipment 2 4 use paper towel to clean up and stop leakage. Use warm water and soap to clean Keep epoxy away from high heat Fire Hazard (5) Damage to lab area and surrounding equipment 5 3 sources. If fire starts use Foam or carbon dioxide to put out. Keep fire extinguisher in the same room Epoxy gets in users eyes (6) Trauma to the users eyes 3 3 Wear safety glasses while using epoxy Epoxy setting up before work is finished (7) Waist of epoxy that is not used 2 3 Never mix too much epoxy at one time 47

153 Never mix epoxy and Epoxy burning through container (8) Damage to work environment 2 3 leave it unattended and be aware of how hot the epoxy is as it 2 starts to set Epoxy not properly disposed (9) Damage to work area and environment 2 3 Always properly dispose excess epoxy when finished with work. When constructing the airframe there are environmental concerns that will be addressed. These concerns include how the airframe affects the environment and also how the environment affects the airframe. A risk mitigation table has been put in place for airframe environment effects to make team members aware of the impact they can have on each other. This mitigation table has been listed below. Risk Mitigation Tables: Airframe Environment Effects Potential Risk Potential Effect Impact Risk Mitigation Risk2 Harmful toxic fumes released into environment by autoclave () Epoxy not properly disposed (2) Airframe stored in wet environment (3) Make sure that Damage to autoclave is always environment and 4 3 properly ventilating breathing air before turning on and operating Always properly Damage to work dispose excess epoxy area and 2 3 when finished with environment work. Damage to airframe Always make sure 3 3 from being wet that airframe is stored 48

154 and transported in a clean and dry environment Airframe not recovered on launch (4) Hazard to the environment from carbon fiber and epoxy 3 2 Airframe will be tract during the launch to ensure that it will not be lost Section 5.3.2: AGSE During the process of building a rocket, safety is constantly kept in mind. With the design concept for this year s payload integration techniques being the autonomous ground support equipment, it is being thought of even more so. There will be guidelines implemented to ensure the safety of the members of the AGSE team while the construction and testing of the system is occurring. There are three different sections that are being looked at while considering failure modes for safety protocols for AGSE: operations, materials, and construction processes. Operations o Mission Processes o Testing Personnel Risks (Operator and Observers) Environmental Risks (Macro and Micro) Vehicle Risks (Launch, Flight, and Recovery) Controller Risks (Electrical and Mechanical) Construction o Hand Tools o Soldering Equipment o Drill Press o Band Saw o Autoclave Personnel Risks Environmental Risks Vehicle Risks 49

155 Materials o Carbon Fiber o Aluminum o Epoxy o Electric Motor o Copper Wires o Flux and Soldering Materials Personnel Risks Environmental Risks Failure Risks Operations: Mission Processes Risk Mitigation Table: Mission Process Potential Risk Potential Effect Impact Risk Mitigation Risk 2 System does not Checks will occur to make sure proper react to submission System does not electrical charge will 3 of wireless complete mission. be delivered to the transmission. () rocket system and wireless control. Robot arm does not find the payload. (2) Robot arm does not find the payload bay door for insertion of payload. (3) Incomplete insertion of the payload into the payload bay. (4) System does not complete the mission. Robot arm harms payload bay structurally, or the system does not complete the mission. Robot arm harms payload bay or bay door structurally, or the rocket launches with unexpected aerodynamic feature causing unexpected flight characteristics Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. 50

156 Incomplete closure of the payload bay door. (5) Launch rail does not raise up at all. (6) Launch rail does not raise up to the required angle of eighty-five degrees. (7) Rocket does not leave launch-pad. (8) Motorized FM antenna electronic igniter insertion/ ignition module receives interference that causes early ignition. (9) Igniter does not receive correct voltage for ignition. (0) Payload could fall out during flight failing to complete the mission, or the rocket launches with unexpected aerodynamic feature causing unexpected flight characteristics. Mission is unable to be completed. Mission is unable to be completed, rocket could launch in wrong direction or inclination. Launch-pad and/or surrounding area catches of fire endangering other rockets and/or observers, and mission is a failure. Improper timing for ignition changes burn type for the rocket motor causing unexpected flight characteristics, or sends the rocket flying in the wrong direction or inclination. Rocket does not launch resulting in mission failure Extensive testing will be done on the robot arm or door control system to ensure proper functioning. Extensive calculations and testing will be done to ensure proper available torque to ensure raising of the launch rail. Extensive testing will be done on the raising system and program to ensure proper angle for the expected launch. Launch rails will be examined prior to launch to ensure nothing will hinder the ejection of the rocket. Also extensive testing will occur to ensure the proper functioning of the launch rails and launch lugs. The antenna will be shielded to ensure no interference by FM radio waves, also igniter requires much higher voltage to ignite than the induced voltage by the radio waves. Extensive testing will be done to ensure proper voltage is delivered to properly 5

157 Wireless controller fails to receive proper feedback on part of launch sequence. () Causes the system to either stop at that step or induces a step to react before the step is expected. 4 2 ignite the electronic igniter. Extensive testing will be done to ensure proper feedback is given by the parts of the launch sequence, and redundant safeties will be inserted between the steps of the launch sequence. Operations: Testing Risk Mitigation Table: Testing Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Improper weight for counter weight test. () Causes the rail truss to raise at an unexpected acceleration causing structural damage or damage to the tester. 3 3 Careful calculations will be done to ensure the tested counter weight will be in a proper range for the desired acceleration. Robot arm strikes ground or launchpad frame at a high rate of travel. (2) Launch rail raising motor raises the truss at an unexpected acceleration. (3) Wrong movement performed by robot arm. (4) Structural damage occurs requiring new piece being bought or fabricated, potentially sending fragments of arm material at testers with harmful potential. Truss receives some structural damages that require a new truss to be fabricated. Robot arm harms payload bay or bay door structurally, or damages some other critical Careful coding will be done to ensure that the robot arm will be able to know what its limits in directional travel are to ensure a collision as such described will not occur. Careful calculations will be done to ensure proper motor selection for expected load, and extensive testing will be done to ensure proper control of the motor. Initial testing will be done on a dummy structure that will not be able to harm the robot arm and allows multiple trials to be

158 component or structure. run so movements can be made more precise. Construction (refer to tool specific tables for specific risk mitigations) Risk Mitigation Table: Construction Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Launch rail truss has an anomaly in material. () Causes reduced structural integrity potentially leading to a failure during a launch or testing. 4 Proper fabrication practices will be followed to ensure the best product is made. Robot arm is improperly assembled. (2) Improper material used during fabrication of AGSE system. (3) Improper connection is used between the launch rail truss and rotating axil. (4) Causes improper strength in arm or improper movements in the arm. Unexpected strength properties causes a failure in part when expected load is applied. Causes the truss to fail under loading and causes structural damage to the AGSE system Proper instructions will be followed during the construction process with an additional construction check occurring before any operation occurs. Careful calculations and trade studies will be performed to ensure the proper material is chosen for each part. Proper research and calculations will be done to ensure proper connection is selected. Materials (Refer to specific risk mitigation tables in the airframe and recovery sections) Risk Mitigation Table: Other Materials Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Improper force applied to aluminum part. () Aluminum part shears or buckles under loading causing failure in the structure. 3 2 Proper calculations will be performed to ensure the proper sizing for aluminum structural pieces. Aluminum shards are sent flying on an uncontrolled path. (2) Person machining the aluminum gets burnt or cut by the sharp, hot shards, 4 3 Personnel machining aluminum will be required to wear proper personal 53

159 Electric motor has improper voltage and amperage sent through the system. (3) Improper wire selection. (4) Excessive amounts of flux and soldering materials are used. (5) or the shards catch some substance in the workshop on fire. Causes the motor to spin too fast causing damage to surrounding personnel or structures, or causes the motor to short causing an electrical fire. Causes excessive amounts of resistance resulting into an electrical short, which in turn results in an electrical fire. Causes for potential shorts in the electrical circuits, which could result in an electrical fire protective equipment. Also work area will be required to be cleaned up before and after the machining process. Motor will only be tested in a mount that will not allow extraneous movement, and safeties will be put in place to ensure only safe voltages will be sent to the motor. Proper calculations and research will help to better determine the correct size of the copper wire to be used. Properly training personnel will help in keeping soldering materials within acceptable ranges. Section 5.3.3: Recovery Safety is taken into consideration for every part of building the rocket. There are steps that will be taken by the recovery team to ensure the safety of the members while they construct the recovery system for the rocket. There are three different areas that we will look at while considering failure modes for safety protocols for recovery: operations, materials, and construction. Operations: During the flight. 54

160 Flight Recovery Operations Potential Failure Potential Effect Impact Risk Risk Mitigation Strict packing instructions will be followed by the team members to The parachute(s) The parachute ensure a proper is not packed does not fully packing of the properly. () deploy causing 5 4 parachutes. A rocket to fall in checklist will be an uncontrolled filled out during manner. the packing process and signed off by proper supervisors. Parachute tears (2) Parachute fails to deploy (3) The parachute fabric material is torn causing the rocket to fall in an uncontrolled manner Parachute fails to deploy causing the rocket to fall in an uncontrolled manner Fabric material of the parachute will be strength tested before actual use. Container in which the parachute is kept will not contain any sharp edges. Multiple tests will be taken with the parachute to ensure the parachute will deploy. On the day of launch systems will be checked to ensure the parachute will deploy at the proper time. Nose cone will be checked multiple times Risk2 2 55

161 The shock cords break after deployment of parachutes. (4) Tensile strength test of shock chord back lashes (5) Winds blow rocket off course. (6) The parachute deploys at the incorrect time. (7) Uncontrolled descent of the rocket with potential crowd endangerment. Damage to body parts of the workers involved Rocket could become lost, damaged, or could endanger observers. Structural damage to rocket causing unsafe descent or location of descent to ensure proper fitting so parachute will not be blocked by the nose cone when deploying. Shock cords will be thoroughly tested to ensure the strength capabilities of the chosen cord material. All workers when performing the tensile test must stay an appropriate distance away from the testing area. People performing the tensile test must also be wearing safety glasses and appropriate lab clothing. The rocket will not be launched in improper weather conditions. All parts of the rocket will have a GPS locater device securely attached. Recovery systems will be thoroughly tested prior to flight operations, and 2 56

162 The altimeter fails. (8) The drogue parachute fails to deploy. (9) Too much or too little charge is used in the nose cone expulsion. (0) potentially endangering observers. The parachute deploys at incorrect time or not at all resulting in structural damage or uncontrolled descent. Potentially endangering observers. Uncontrolled descent until main parachute opening then resulting in structural damage with potential endangerment of observers. If too much is used the rocket and systems inside could be damaged resulting in an unstable platform or a potential ignition of flammable parts. If too little is used the nose cone will not pop off, which will result in a failure in parachute checklists will be completed and signed off by the correct supervisors. Extensive testing will be performed on flight computer and associated electronics ensuring proper functioning. During testing and prior to launch checklists will be filled out and signed by proper supervisors. Drogue deployment systems will be thoroughly tested, checked off, and signed off on prior to launch operations. The amount of charge used will be based on test and calculations to ensure proper expulsion. The charges will be measured extremely carefully and a checklist will be completed and signed off by the proper supervisors

163 Altimeter switch fails () Unexploded black powder charges (2) Shear pins not failing in the recovery stage of the rocket flight(3) Nose cone coupler having an incorrect fit to the inside of the rocket body(4) deployment. Both failures could result in launch observer endangerment. One or both altimeters does not power on, thus delaying launch and or scrubbing launch On recovery of landed rocket, possible unexploded charges are in the rocket, having the potential to explode while handling rocket Shear pins do not break causing rocket to not deploy parachutes, potentially resulting in an uncontrolled crash landing Because of improper fit, nose cone may not separate from body causing Extra working switches that are the same diameter will be available for replacement should the altimeter switch fail. Rocket will be observed throughout flight to see if the charges go off. On recovery proper personal protective equipment will be worn in case of unexploded ordinance Ground testing will be done using static test bases with proper safety equipment and proper safety zone for testing. Proper number of shear pins will be established from tests. Ground testing will be done using static test bases with proper safety equipment and 58

164 parachutes not to deploy proper safety zone for testing. Proper fit of nose cone will be established from tests. Operations: During testing. Risk Mitigation Tables: Wind Tunnel Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Debris in the wind tunnel () Open test section (2) Inexperienced personnel (3) Running the wind tunnel too high (4) Overusing Motor (5) Damage to wind tunnel or object being tested Incorrect results calculated from the wind tunnel that can have potentially damaging effects on the rocket in the future Wind tunnel and project can be damaged through setting up and running the wind tunnel the wrong way. Can cause structural damage within the wind tunnel, hurt the intended test object, and hurt the engine running the wind tunnel Engine becomes damaged and would cost large amounts of money to repair or replace Ensure all material on tested object is attached firmly. Wind tunnel is cleaned before testing. Ensure the wind tunnel is closed when performing tests Lab with wind tunnels will be locked to prevent any unauthorized use from occurring Limits will be sent on how high the wind tunnel can be run at. Authorized personnel will be when running the wind tunnel Scheduling for use of the wind tunnel will be necessary. Periodic checks of the system will be performed to keep engine running properly 59

165 Risk Mitigation Tables: Tensile Test Rig Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Object being tested is improperly aligned () Fractured particles during test (2) Heavy weights and high forces generated (3) Unauthorized use (4) Improper testing material (5) Results acquired from tests are incorrect and have a damaging effect on the rocket in the future Damage to eyes and body extremities when the item being tested fractures Body damage, specifically crushed body extremities, from misuse of machine while testing Damage to machine, personnel, and tested object Unneeded use of machine, possible damage to machine, and waste of material Object is carefully measured by an authorized worker and double checked by a second authorized worker to ensure proper alignment All personnel must stay a safe distance away from tensile test rig while performing test. Safety eyewear must also be worn along with proper clothing covering body extremities Don t touch object being tested when machine is active and stay a safe distance away Have machine locked up by an authorized worker and keep power off All workers must check with authorized personnel to make sure the material they are testing is ok to be tested with the machine Risk Mitigation Tables: Shear pin test rig Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Shear pin being tested is improperly aligned () Fractured particles during test (2) Results acquired from tests are incorrect and have a damaging effect on the rocket in the future Damage to eyes and body extremities Shear pin is carefully measured by an authorized worker and double checked by a second authorized worker to ensure proper alignment All personnel must stay a safe distance away from tensile test rig

166 Heavy weights and high forces generated (3) Unauthorized use (4) Improper testing material (5) when the item being tested fractures Body damage, specifically crushed body extremities, from misuse of machine while testing Damage to machine, personnel, and shear pin Unneeded use of machine, possible damage to machine, and waste of material while performing test. Safety eyewear must also be worn along with proper clothing covering body extremities Don t touch object being tested when machine is active and stay a safe distance away Have machine locked up by an authorized worker and keep power off All workers must check with authorized personnel to make sure they have the authorization to test a shear pin Materials: Risk Mitigation Tables: Kevlar Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Breathing in Fiber Dust () Fiber dust in eyes and on skin (2) Touching moving Kevlar fiber (3) Fire Hazard (4) Leaving in direct sunlight (5) Respiratory Problems 5 5 Can cause irritation to both eyes and skin 3 4 Damage to limbs 5 4 Potential to catch on fire given the wrong conditions Discoloration of Kevlar 5 3 Always wear respirators when working with Kevlar Wear protective eye gear when working with Kevlar. If dust gets in eyes wash out immediately with water Do not touch moving Kevlar with fingers or get near moving Kevlar. Treat any cuts with first aid. Any serious lacerations call 9 Keep fire extinguisher in the same room when working with Kevlar Keep stored in closed containers

167 Risk Mitigation Tables: Nylon Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Breathing in Fiber Dust () Fiber dust in eyes and on skin (2) Melted Nylon (3) Respiratory Problems 5 5 Can cause irritation to both eyes and skin Potential to catch on fire given the wrong conditions, melted cast nylon will cause thermal burns Always wear respirators when working with Nylon Wear protective eye gear when working with Nylon. If dust gets in eyes wash out immediately with water Keep Nylon away from sparks and open flames. Keep fire extinguisher in the same room when working with Nylon. Any melted Nylon on skin Do Not attempt to peel off 2 2 Risk Mitigation Tables: Carbon Dioxide Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Improper Ventilation () Explosion of canisters containing CO 2 (2) Broken O-Ring (3) Over pressurizing rocket (4) CO 2 gas can cause headache, nausea, and hurt the respiratory system Canister shrapnel can cause serious damage to the body CO 2 can leak into the surrounding air and be uncontrollable when tapped Over pressurization can cause problems with parachute deployment and damage the rocket when released Keep lab ventilated at all times when working with CO 2. Also wear ventilation masks when working with CO 2. Cylinders should be stored upright in a well-ventilated, secure area, protected from the weather. Storage area temperatures should not exceed 25 F Periodic check of O rings on Canisters will be implemented. All faulty O-rings will be replaced immediately Authorized individuals on the recovery team will determine appropriate amount of CO 2 pressure. Multiple 2

168 Under pressurizing rocket (5) Under pressurization can cause problems with parachute deployment, worst possible scenario the parachute doesn t come out at all 4 4 tests will be done before full scale use. Authorize individuals on the recovery team will determine the appropriate amount of CO 2 pressure. Multiple tests will be done before full scale use Risk Mitigation Tables: Black Powder Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Improper Ventilation () Body Contact (2) Highly Reactive Substance (3) Improper storage (4) Improper measuring of black powder for rocket use (5) Black powder is hazardous to respiratory system when inhaled. Also particles may form explosive mixtures in air. Can irritate skin and eyes Can catch workers and rocket on fire, and in large amounts cause explosions that can cause burns, shrapnel cuts, and toxic gases Degrades material and increases likelihood of black powder catching fire Can cause problems with parachute deployment and can damage rocket if Keep lab ventilated at all times when working with Black Powder. Also wear ventilation masks when working with Black Powder Wear proper lab clothing and protective eye wear when working with black powder. Wash skin if contact is made and flush large amounts of water into eyes if contact is made there. Black powder must be handle extremely carefully. Keep away from heat, sparks and open flames. Avoid impact or friction. Have fire extinguisher ready at all times. Storage of black powder must be kept between 40 F to 20 F in a cool dry place and tightly sealed. Must not be stored with any other flammables Authorized individuals on the recovery team will measure the correct amount and do extensive testing to 2 63

169 measured amount is too much ensure proper amount is used Risk Mitigation Tables: Fiber glass Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Ventilation issues () Eye and Skin contact (2) Can cause Respiratory problems Can cause irritation with skin and eyes Proper ventilation in lab area and wear respirators when working with Fiber glass Wear proper lab clothing and wear eye protection when working with Fiber glass 2 Construction: Risk Mitigation Table: Orbital Sander Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Using thick gloves to Hands and fingers Damage to or loss operate the sander. damage from 5 4 of extremities Turning the sander moving parts () off when not in use. Eye Damage (2) Wood chip, metal particles and other debris hitting eyes 5 5 Electric Shock (3) Electrocution 5 3 Unintentional Starting (4) Improper Tool Storage (5) Hazardous Work Environment (6) Tool damage to body, work area, or project due to surprise start Misuse of tool by unauthorized personnel Damage to body, work area, or project from debris in work area Wear safety glasses or other eye protector Prevent contact with grounded surfaces and never operate in damp or wet locations. Look for problems with wiring before use Don t carry the tool while connected to power source and make sure the tool is in off position before plugging in Store tool in a dry place and in a locked storage area Clean all work areas before use of orbital sander and after use of orbital sander 2

170 Improper Work Attire (7) Dust, carbon fiber and metal shards, and air quality (8) Insecure project (9) Over-reaching (0) Improper Tool Maintenance () Over Exerting Tool (2) Improper Tool Use (3) Improper Tool Replacement Parts (4) Damage to body 5 5 Damage to throat and lungs Damage to project and damage to hands Improper use of tool and possible damage to body Ineffective tool that causes unsafe handling and damage to body or project Causing damage to project due to excessive force applied to tool Misuse of tool on a project it was not intended for Tool becomes unusable Always wear long pants, closed toe shoes, and long sleeved shirts when operating tool. Always use respirator or mask when operating orbital sander Properly secure project with clamps or other immobilizing tools Ensure proper footing and balance while operating sander Sander must remain clean, sand paper replaced periodically, and inspections made on wires Let the tool due the work, don t apply too much force while using the sander Do not use the tool for jobs other than proper sanding Only use replacement parts intended for the orbital sander 2 Risk Mitigation Table: Sewing machine Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Sewing over fingers () Pin misuse (2) Hurting fingers and causing irreparable damage Damage to body from the pins and damage to project Proper gloves will be worn while operating machine. Training to use the machine must be done before using sewing machine Proper gloves will be worn while operating machine. Training to use the machine must be done before using sewing machine 65

171 Improper machine use (3) Cord can fray (4) Inexperience personnel can damage material and damage self This can cause trip hazards and fire hazards Proper training must be done before any use of machine can commence Regular maintenance of machine will occur before and after use. Chord will be close to wall when in use to prevent tripping. Machine s chords will be looked over regularly. Risk Mitigation Table: Hand Tools Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Improper use () Body damage from tools (2) Improper tool maintenance (3) Flying Debris (4) Irreparable body damage can occur. Damage to project will also occur Infection can occur on untreated wounds and tetanus can infect wound Damage to project or body from tools breaking or not working as designed Debris may cause specifically eye and/or body damage Authorized personnel will be the only one s operating the hand tools. Hand tools will be checked with team leads to make sure the hand tool in use is appropriate for the specific project job Proper clothing will be worn at all times to prevent damage to body. If damage does occur clean wound and provide first aid. Visit a doctor if wound doesn t heal properly and infection is seen Regular scheduled maintenance will occur for every tool. Tools beyond repair will be thrown out to prevent more use. Proper eye ware will be worn at all times to prevent injury. Proper clothing will also be worn

172 Insecure workbench or project (5) Improper tool storage (6) Damage to project or body can occur if project is not secure when using hand tools Tools can become damaged if stored improperly. Loss of tools can occur. Potential for unauthorized use of tools can occur Project will be secured properly by straps, clamps, or through help by a work partner before any hand tool use. All hand tools will have a designated place to be stored. All tools will be kept under lock Section 5.3.4: Outreach Safety is the primary concern in every aspect of the Auburn USLI rocket program, especially when young children are involved. There are steps that will be taken during the outreach program to ensure safety to the children in the community and will allow them the most amount of enjoyment while learning about rockets. The three primary safety concerns are: Operations, Construction, and Materials. Operations o Transportation to outreach site Car accident o Introduction/help students design their rockets Children jam fingers Children hurt by tools o Multiple rocket launchings Rocket stands fall Rockets have mid-air collisions Rockets land in the woods Construction o Tools for rocket kits Children incapable of using tools o Toy rocket motor Children accidentally ignite motor during time other than directed 67

173 Materials o Toy rocket kits Children break rocket model Hard pieces may hurt children Risk Mitigation Table Example: Outreach Operations Potential Risk Potential Effect Impact Risk Mitigation Risk 2 All participants will Car Accident () wear seatbelts and Minor injuries to 5 3 only certified drivers death will operate motor vehicles. Children jam fingers (2) Children accidentally hurt by tools (3) Mid Air rocket collisions (4) Rocket stands fall (5) Rockets fall in the woods (6) Children s fingers would experience minor pain Children could experience trauma to numerous body areas. Rockets would not reach highest altitude due to mid-air collision Failure of rocket launch Slight environmental contamination USLI team will demonstrate how to perform all tasks for rocket completion and help the children when needed. Students will always be supervised. All tools that could prove dangerous to children will be operated by USLI team members while wearing necessary protective equipment. Students rockets will be launched from significant distances from each other. Rockets will be launched one at a time All equipment will be examined prior to departing for the outreach event. Any non-functioning equipment will be fixed or replaced. All rockets will not be designed to achieve significant distance and all will be recovered. 68

174 Risk Mitigation Table Example: Outreach Construction Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Children will be under constant supervision Children ignite motor Trauma to hands, and any potentially at time other than 5 2 eyes, ears, nose, dangerous materials directed () will be handled by the USLI outreach team Children incapable of using tools (2) Danger to child, and other children s face, hands, and body 3 2 Children will be under constant supervision and any potentially dangerous use of tools will result a removal of the tool. The task will then be completed by the USLI outreach team for the child Risk Mitigation Table Example: Outreach Materials Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Student will not be Students will be under able to launch a constant supervision Children Break rocket or participate 2 2 and any misbehavior Rocket model () in the primary will be handled outreach activity appropriately Hard pieces may hurt children (2) Trauma to children hands, eyes, nose, mouth, ears 2 2 Students will be under constant supervision and any misbehavior will be handled appropriately Section 5.4: Preliminary Environmental Effects Section 5.4.: Vehicle Effects on Environment The rocket has many different effects on the environment with the different substances it is made of to the exhaust it outputs. Some of the main affecting substances would include the epoxy, carbon fiber, and carbon dioxide. The epoxy releases volatile organic compounds along with other unhealthy gases and chemicals during the curing process, and then there is always left over cured epoxy that is just thrown away. When the cured epoxy cups leave the facilities they are taken to landfills where they help add to the mountains of trash and leach hazardous chemicals into the 69

175 ground below. The carbon fiber, when machined, releases tiny dust particles into the air that are so small they are hard to filter out of the air. That leads to people and animals breathing in the dust, which could lead to lung, eye and skin irritation. Then the carbon dioxide is hazardous for humans and animals to breathe in, while in the condensed form that it will be after expulsion from the rocket. Then when the rocket motor is ignited it will burn whatever is in the path of the motor exhaust, which could potentially set fire to the fields where we will launch or the vegetation where it will land. Section 5.4.2: Environmental Effects on the Vehicle The environment also has many ways that it can affect the rocket such as through humidity, wind current, and thermal fluctuations. The humidity can cause corrosion in the different metals and materials used in the systems, but also the humidity can really mess with the electronics on-board the rocket as well as the electronics on the launch-pad. Then the wind currents can bother the rocket while it is being transported from place to place, or while it is sitting on the launch-pad preparing to launch. Although the most significant affect the wind has on the rocket would be during flight because it could make the flight path extremely unexpected and very unstable. Then the thermal fluctuations can cause different materials to behave very differently as well as causing the electronics to have issues as well. Section 5.5: Updated Environments Effects Section 5.5.: AGSE When considering the different possibilities for the environmental condition on a day used for testing subsystems or for operating the entire structure, there are different affects that could occur. If there is a high enough wind speed, but is still low enough for rocket launch, the payload could be blown out of the robot hand and would require the payload to be found again and be re-secured. High humidity or rain could cause electrical shorts or cause potential oxidation on potential metal parts. These could be mitigated by concealing electrical components in a weather proof casing and either coating metal parts or consider fabricating parts out of non-reactive materials. As well the system might have a short span of use that oxidation or other issues will not have time to accumulate on the components. High amounts of solar activity could lead to interference with the 70

176 control systems. For this testing will be done to ensure regular to slightly increased solar activity will not interfere. Section 5.5.2: Recovery On day of launch, any assembly needed prior to rocket launch will take place in a designated area. All recovery pieces will be carefully watched and accounted for to ensure debris isn t lost in the environment. Chemicals and pyrodex will be in special containers and handled by the lead members of the recovery team to prevent spillage in the environment. After completion of assembly, the area the assembly was done in will be searched thoroughly for any pieces or debris. This will be done by the recovery team standing in a police line and walking slowly searching for anything that shouldn t belong in the environment. The area that was worked in should look better than before the assembly began. When preparing to launch the rocket, the area around the rocket should be cleared to ensure if any explosion happens on the launch pad the surrounding area won t catch fire. Launch area will also be checked for debris prior to launch. After the rocket has landed, the recovery team will go out along with the rest of the team to clean up the rocket. If pyrodex was used with the parachute deployment, the rocket will be checked to make sure they ve all fired. If any of the parachutes have caught fire, the recovery team or safety officer will immediately put them out. Any debris that comes off the rocket during landing will be picked up and properly stored or disposed of. Section 5.5.3: Airframe One of the environmental effects that would affect the airframe is high winds on the launch. Upon launch if there are high winds then the rocket will be launched at an angle to counter act the high wind. Other environmental factors that could affect the airframe upon launch are things such as rain or lightning. If either of these occurs on the launch date the launch will be postponed until the rain or lightning has stopped and it has been authorized that it is safe to launch. Section 5.5.4: Outreach The main environmental effect that can occur with outreach is that wind speeds higher than about five miles an hour can push the small model rockets off their projected paths. With the small 7

177 amounts of materials in the rockets and motors there are minimal effects on the surrounding environments unless one of the rockets set the surrounding grass on fire, but that will be mitigated beforehand. Section 5.6: FRR Additions Section 5.6.: Airframe Failure Modes Mitigation Table: Airframe Failure Modes Potential Effect Impact Risk Mitigation Risk 2 Airframe not properly transported Damage to airframe 4 3 Make sure Airframe is properly secure in a dry and clean area Airframe not properly stored Damage to airframe 4 3 Airframe will be stored in a clean and dry area Cracks in Airframe Breaks on launch injuring team members 4 3 Airframe will be inspected during construction and before launch to ensure there are no cracks Gaps between airframe and other parts of the rocket Failure during launch causing injuries to team members 4 3 Airframe will be inspected during construction and before launch to ensure that there are no gaps in between parts Lack of epoxy Airframe breaks apart during launch 4 3 Airframe will be inspected during construction and before launch for lack of epoxy Overcooking materials in autoclave Damage to the Carbon Fiber/Carbon Fiber becomes brittle 6 3 A timer will be set when materiel is placed in the autoclave to assure that it is not left in for too long 72

178 Environmental concerns for Airframe Moving into the operational phase there are environmental concerns that will be looked at. One of these concerns is harmful toxic fumes released into the environment by the autoclave. This would cause damage to the environment and to the breathing air around the autoclave. To prevent this we will always make sure the autoclave is properly ventilated before turning on and operating the autoclave. Another concern is the disposal of epoxies, not properly disposing epoxies could cause damage to the work area and environment. To prevent this epoxy will always be properly disposed of right after work being done with the epoxy is done. One other environmental concern is not recovering the airframe after launch. This would cause hazards to the environment from carbon fiber and epoxy breaking down over time. To prevent the loss of the airframe, the airframe will be tract during the launch to ensure that it will not be lost. Hazards for Operational Phase Personnel Hazards Autoclave Burns to hands and other body parts Lacerations to hands and other body parts Trauma to users eyes Breathing toxic fumes Aluminum mandrel Hands caught in mandrel Burns form touching mandrel after it comes out of autoclave Injury due to torque of mandrel while wrapping material Carbon Fiber Allergic dermatitis from coming in contact with carbon fiber Skin irritation from coming in contact with carbon fiber Respiratory irritation from breathing in particles Trauma to users eyes from fragments of carbon fiber Epoxy Trauma to eyes from epoxy coming in contact with eyes 73

179 Risk Mitigation Table: Personnel Hazards for Operational Phase Potential Risk Potential Effect Impact Risk Mitigation Risk 2 Debris flies up into users eyes Explosive breakage when opening autoclave Skin Contact with epoxy Touching hot materials when removed from autoclave Toxic Fumes Trauma to the users eyes Damage to body from explosive Can cause skin irritation Burns to hands and body Respiratory issues can occur if toxic fumes are breathed in Wear safety glasses or face shield while operating autoclave Wear proper PPE and always keep hands, head, and face away from opening. Wear proper lab clothing when working with epoxy. If epoxy gets on skin wash off with soap and water Wear proper PPE such as heat and cut resistant gloves, rubber apron, and rubber sleeve protector. Respirators will be used when working with materials that give off toxic fumes when cooked. Proper ventilation of the area is required when the autoclave is working Section 5.6.2: AGSE Risk Mitigation Table: Top Five Potential Risk Potential Effect Impact Risk Mitigation Risk 2 System does not Checks will occur to make sure proper react to submission System does not electrical charge will 5 2 of wireless complete mission. be delivered to the transmission. rocket system and wireless control. Robot arm does not pick-up or drops payload. Robot arm does not insert payload into payload bay. System does not complete the mission. Robot arm harms payload bay structurally, or the system does not Extensive testing will be done on the robot arm and controlling program to ensure proper functioning. Extensive testing will be done on the robot arm and controlling 74

180 Incomplete closure of the payload bay door. Motorized FM antenna electronic igniter insertion/ ignition module receives interference that causes early ignition. (9) complete the mission. Payload could fall out during flight failing to complete the mission, or the rocket launches with unexpected aerodynamic feature causing unexpected flight characteristics. Improper timing for ignition changes burn type for the rocket motor causing unexpected flight characteristics, or sends the rocket flying in the wrong direction or inclination program to ensure proper functioning. Extensive testing will be done on the robot arm or door control system to ensure proper functioning. The antenna will be shielded to ensure no interference by FM radio waves, also igniter requires much higher voltage to ignite than the induced voltage by the radio waves. Environmental concerns The main environmental concerns that still exist at this point with the AGSE system would be dealing with large amounts of moisture and the electronics of the AGSE system. The large amounts of moisture could cause an electrical short in the system resulting in mission failure. It could cause corrosion on different pieces, which could sever electrical connections between vital pieces of equipment. Personnel Hazards for Operational Phase Personnel Hazards o Miter Saw and Circular Saw Potential for debris in: eyes, mouth, lungs, skin Potential for large and small lacerations Potential for dismemberment o Corded Drill 75

181 Potential for debris that could irritate eyes or skin Potential for puncture wounds and skin lacerations Potential for burns from touching the drill bit after use o Carbon Fiber Allergic dermatitis from coming in contact with carbon fiber Skin irritation from coming in contact with carbon fiber Respiratory irritation from breathing in particles Trauma to users eyes from fragments of carbon fiber o Autoclave Burns to hands and other body parts Lacerations to hands and other body parts Trauma to users eyes Breathing toxic fumes Section 5.6.3: Recovery Potential Failure. Parachute Fails to Deploy 2. Parachute Deploys At Incorrect Time 3. Parachute not packed properly 4. Altimeter Fails Top 5 Failures Associated with Recovery Potential Effect From our subscale testing results it has been concluded that this is the most likely failure to occur dealing with the recovery section. Both times we have launched our subscales the main parachutes have not deployed. The top failures listed below all will cause the parachute to not deploy. The consequences of the parachutes not deploying include the rocket making an uncontrolled descent and on impact severely damaging the systems within the rocket. An uncontrolled descent also has the possibly to be dangerous to anyone in the area because of its speed and size, causing bodily harm. The parachute deploying at the incorrect time can cause the rocket to lose its flight path if it deploys too early and deploying too late can cause the rocket to not slow down enough before landing on the ground, causing damage to the rocket and possible danger to the people around the launch site. The parachute not being packed properly can lead to the parachute being tangled inside the rocket. When this happens the parachute will not function properly or may not deploy, causing it to fall in an uncontrolled manner. Altimeters in the rocket can fail due to improper settings prior to launch. They can also fail from using the wrong voltage and improper set up with the 76

182 5. Shear Pin Failures batteries. Altimeters failing will cause the CO2 canisters not to activate, thus causing the parachute to not deploy. This will lead to an uncontrolled descent of the rocket. The shear pins must be able to fail in order for the parachute to properly deploy. Too many shear pins or shear pins that are too strong can cause the parachute not to deploy, thus leading to an uncontrolled descent of the rocket. Personnel Hazards for Operational Phase On day of launch, any assembly needed prior to rocket launch will take place in a designated area. All recovery pieces will be carefully watched and accounted for to ensure debris isn t lost in the environment. Chemicals and pyrodex will be in special containers and handled by the lead members of the recovery team to prevent spillage in the environment. If spillage occurs the affected area will be cleaned immediately to prevent damage. After completion of assembly, the area the assembly was done in will be searched thoroughly for any pieces or debris. This will be done by the recovery team standing in a police line and walking slowly searching for anything that shouldn t belong in the environment. All personnel will be wearing thick shoes and long pants to ensure no damage to feet or extremities from unaccounted for debris. The area that was worked in should look better than before the assembly began. When preparing to launch the rocket, the area around the rocket should be cleared to ensure if any explosion happens on the launch pad the surrounding area won t catch fire. Launch area will also be checked for debris prior to launch. The rocket and systems associated with the rocket will be checked prior to launch for leakage of chemical fluids and loose pieces that could come off during launch. After the rocket has landed, the recovery team will go out along with the rest of the team to clean up the rocket. If pyrodex was used with the parachute deployment, the rocket will be checked to make sure they ve all fired. If any of the parachutes have caught fire, the recovery team or safety officer will immediately put them out. Any debris that comes off the rocket during landing will be picked up and properly stored or disposed of. Section 5.6.4: Outreach 77

183 Failure Modes Mitigation Table: Educational Outreach Failure Modes Potential Effect Impact Risk Mitigation Risk 2 Lack of epoxy on Fins Fins breaks apart during launch 4 3 Fins will be inspected during construction and before launch for lack of epoxy Shock cord not properly installed Parachute detaches from rocket. Rocket not recovered. 4 2 Before launch shocked cords are inspected to make sure they are properly installed. Environmental concerns for Airframe There are a few environmental concerns that come with educations outreach. One of these concerns is recovering the rockets. If the rockets are not recovered the epoxy could harm the environment. Hazards for Launching Rockets Safety precaution will be in place for the educational outreach launch to avoid Hazards. The students will stand back from the rockets to avoid begin injured during the launch. Students will be aware of where the rockets are after launch to avoid being hit by them upon decent. 78

184 Section 6: Project Management Section 6.: Budget Plan With the program nearing its end, the budget is nearly finalized, with only overhead for unanticipated costs being accounted for. With nearly all components of the finalized system purchased and built, the budget for nearly all of the subsystems, and therefore the overall project, is finalized as well. The budgets for each of the subsystems is provided below, along with a summary of the overall project budget in Table 6. and the budget for the vehicle on the pad in Table 6.2. Table 6.: Overall Budget Summarized Summarized Budget Recovery $,39.8 Subscale $ Full-Scale $,22.00 Manufacturing $,34.77 Travel $3, Educational Outreach $2, AGSE $, Project Management $2, Overall Total $4, Table 6.2: System on the Pad System Price On the Pad (Summarized) Recovery $,39.8 Full-Scale $,22.00 Manufacturing $,34.77 AGSE $, Overall System on the Pad $5,52.95 Table 6.3: Recovery Bduget Recovery Ripstop Nylon 20 sq yard $7.99 $59.80 Tubular Kevlar - in diameter 00 foot $0.66 $66.00 Fireproofing Sleeves (Nomex Sleeves) 4 unit $0.00 $40.00 Black Powder lb $5.99 $

185 Ubolts + Attaching Hardware 4 N/A $3.75 $5.00 Tubular Nylon 50 foot $0.33 $6.50 Telemetrum GPS Unit $32.00 $32.00 PerfectFlight Altimeters MAWDS (StratoLogger) 2 Unit $79.95 $ V Batteries 8 Units $.99 $5.92 Electric Matches 50 Units $.00 $ Nylon Machine Screws 3 Packages $3.69 $.07 QuickLink Connectors 8 Units $2.25 $8.00 RF Trackers 4 Units $50.00 $ High Density Plastic (HDPE) 2 Units $25.00 $50.00 Total $,39.8 Table 6.4: Subscale Vehicle Budget Subscale Carbon Fiber Plates (Fins, Bulkplates) 2 36 X 2 inch $35.00 $70.00 ABS Plastic for Coupler 0. Roll $32.99 $3.30 Carbon Fiber Tube (Airframe) 4 Units $35.00 $40.00 /3" Thick Plywood (Altimeter Bay Caps) X 24 Inch Sheet $8.99 $2.25 Motor Mount Tube Unit $7.50 $7.50 J-425 Motor Unit $59.99 $ Inch Nosecone Unit $33.00 $ mm Aeropack Unit $28.00 $28.00 Total $ Table 6.5: Full-Scale Vehicle Budget Full Scale Carbon Fiber Plates (Fins, Bulkplates) 3 36 X 2 Inch $35.00 $05.00 Carbon Fiber Tube 3 Units $50.00 $ Motor Mount Tube 2 Units $7.00 $34.00 Nosecone Unit $65.00 $65.00 K-960 unit $69.00 $69.00 K-960 Hardware Unit $75.00 $75.00 Paint 2 units $80.00 $ mm Aeropack Unit $54.00 $54.00 Total $,

186 Table 6.6: Manufacturing Materials Bduget Manufacturing Motor Mount Tube 3 unit $60.00 $80.00 Epoxy - Gallon unit $00.00 $00.00 Powder Filler-Silica 5QT $20.00 $20.00 Zip-Ties 5 Package $4.99 $24.95 /4" Hex Nuts Package $4.49 $4.49 /4" Lock Nuts Package $8.37 $8.37 U-Bolt 2 Unit $.69 $20.28 /4" Washers Package $3.69 $3.69 /4" Threaded Rod 8ft rod $4.99 $4.99 Aluminum Stock 4 Unit $55.50 $ Nylon Thread Spool $2.25 $2.25 Sand Paper 5 Packages $4.75 $23.75 PLA For 3-D Printed Parts 20 Spools $35.00 $ Total $,34.77 Table 6.7: Travel Budget Travel Hotel 24 Units $26.00 $3, Gas for Travel 630 miles $0.50 $35.00 Total $3, Table 6.8: Educational Outreach Budget Educational Outreach Plywood 2 4 X 8 Ft. Sheets $22.00 $44.00 Alpha Rocket Kits 20 Units $.00 $2,2.00 Motorcycle Battery Units $5.00 $5.00 Lumber 2 2 X 4 $8.00 $6.00 Promotional Materials Units $ $ Total $2,

187 Table 6.9: AGSE Budget AGSE Plywood 3 4 X 8 ft Sheet $22.00 $66.00 Robotic Arm Unit $ $ Motorcycle Battery 3 Units $5.00 $53.00 Servos 2 Units (Included in Robot) $0.00 $0.00 Hinges 4 Units $3.25 $3.00 Winch Unit $50.00 $50.00 Carbon Fiber for Truss 2 X 0 Sheet $ $ Metal Bracing Unit $0.00 $0.00 Arduino 3 Units $35.00 $05.00 Igniters 3 Units $4.50 $3.50 Wiring Unit $50.00 $50.00 Telescoping System Unit $45.00 $45.00 IR Sensors 5 Units $5.00 $25.00 IR Receivers 5 Units $5.00 $25.00 Total $, Table 6.0: Project Management Budget Project Management Overhead and Miscellaneous Purchases Unit $2, $2, Uniforms 6 Units $55.00 $ Total $2, Section 6.2: Funding Plan Similar to the budget plan, as the project comes to a close in FRR, the funding plan is nearly finalized. Without significant changes from CDR, the funding plan is finalized to the following amounts, shown in table Table 6.. This number represents a total amount still greater than the competition costs presented in the previous section. The remainder will be used to improve the facilities for the team, including capital equipment costs, as well as raw materials for newer members to gain experience working with composites. 82

188 Table 6.: Funding Table Funding Auburn Space Grant $3, Organizational Board Funding $2, Material Donations $3, Total $8, Section 6.3: Timeline Having progressed through FRR, the timeline becomes exceedingly simple, with fewer and fewer critical paths. Having completed the full-build of the final launch vehicle, the only remaining processes are to apply the final finishes to the vehicle, as well as test the fully integrated AGSE system. Since these tasks are slotted for the very beginning of the FRR phase, there is a large amount of slack in the final phase of the project, with the only critical mission steps to test the fullscale AGSE integration. Table 6.2: Task List for FRR Phase Task Name Duration Start Finish FRR Phase 8 days Mon 3/6/5 Tue 4/7/5 Vehicle Finishing 6 days Mon 3/23/5 Mon 3/30/5 Final Vehicle Paint + Vinyl Final Vehicle Clear Coating Full-Scale Launch Vehicle Second Test 6 days Mon 3/23/5 Sat 3/28/5 2 days Sat 3/28/5 Mon 3/30/5 2 days Fri 3/20/5 Sat 3/2/5 AGSE Detailing 2 days Fri 3/20/5 Sat 4/4/5 AGSE Full-Integration Test 2 days Fri 3/20/5 Sat 3/2/5 83

189 Travel Preparations 8 days Mon 3/6/5 Tue 4/7/5 Vehicle Preparation 4 days Mon 3/30/5 Thu 4/2/5 Preparing Launch Day Operation Kits Prepping Rocket for Transport High School Rocket Fair Preparation 4 days Mon 3/30/5 Thu 4/2/5 3 days Tue 3/3/5 Thu 4/2/5 5 days Mon 3/6/5 Fri 4/3/5 Packing Trailer 2 days Fri 4/3/5 Sat 4/4/5 Travel day Tue 4/7/5 Tue 4/7/5 Competition 5 days Tue 4/7/5 Sun 4/2/5 84

190 85

191 Section 7: Educational Engagement Section.: General Mission Statement The Auburn University Rocketry Association (AURA), along with the Department of Aerospace Engineering at Auburn University, are entering into an exciting new era of growth, influence, and leadership, as devotion to the future advancement of aeronautical and astronautical sciences continues to swell within the department. Although the NASA Student Launch competition requires teams to plan and execute educational engagement activities as a component of their overall project, AURA does not seek to fulfill the launch requirement for the sake of the competition. Just as NASA and the Student Launch competition have instilled the spirit of rocketry in AURA s team members, AURA truly aspires to instill the spirit of science, technology, engineering, mathematics and rocketry in young students here on the Plains. Statistical studies show that increasingly more youngsters are losing interest in STEM careers every year. For this reason, AURA is committed to combat attrition in this field, especially in the area of aerospace engineering. On the one hand, one may recognize that a large body exists of middle school, high school, and college students who possess great talent in math and science, and who aspire to pursue STEM careers as a vocation. On the other hand, society seems to have developed a stigma that discourages students from entering into STEM disciplines by depicting careers in STEM fields as though they are reserved for the academic elite and that only few graduates have the ability to succeed in shaping humanity s future. Contrary to that stigma, AURA believes that it is urgent to curb society s attitudes toward STEM fields. A dramatic change of perspective is needed to show that even though huge gains have been made in math, science, engineering and technology, careers in these areas are still accessible and attainable for those who set their minds to a career in STEM. Naturally, the solutions to the world s incumbent problems lie in the minds of generations to come. Given the role that Auburn University students play in the Auburn community, AURA plans to leverage its influence to enrich the young minds of students at Auburn and to promote the importance of STEM careers and aerospace interests throughout the community in the state of Alabama. 86

192 Section.2: Drake Middle School 7 th Grade Rocket Week This year, AURA s primary plans began with its venture in engaging young students by bringing a hands-on learning experience for the seventh grade class of J. F. Drake Middle School (DMS). Entitled DMS 7 th Grade Rocket Week, and the goal of the program was to instill interest in math, science, engineering, technology and rocketry through an interactive three-day teaching curriculum that reached more than 700 middle school students. In general, many students do not know much about rocketry or any relevant interdisciplinary applications that space exploration entails. The seventh grade science curriculum at DMS focuses on life science only. Therefore, the rocketry unit curriculum included lessons about Newton s Laws and G-forces, and how they affect the human body. Students were divided into teams of 2-3 per group and provided a small alpha rocket to construct and launch under the supervision of AURA and certified professionals. This program was successfully implemented during the school year, and the school has requested that we return to repeat the program with the new seventh grade class (see Error! Reference source not found. and Figure ). Thus, the 2 nd Annual DMS 7 th Grade Rocket Week returned to Drake Middle School during the first week of March. A summarized plan of action for the event and the results of the event are written below. A fully detailed program handbook was printed for the both teachers and administrators. The handbook included specific details concerning the plan of action, the launch, scheduling outlines, procedures, worksheets, teaching materials, lesson plans, feedback forms, etc. In the following section, a plan of action, an ideal launch plan, and the learning objectives for the outreach program are furnished. Rocket Week Plan of Action Day : The students will participate in an engaging in-class lesson presented by AURA members. The lesson will first teach the students about g-forces through a presentation that is followed by a practical demonstration. Secondly, students will learn how the human body reacts under stress in high and low g-force environments via a presentation and a video. This part of the lesson will be both educational and highly engaging. A curriculum guide will be provided for the teacher, along with all presentation materials that are to be utilized. A worksheet will be distributed to the students for them to fill out key concepts as they follow the lesson. 87

193 Day 2: The students will be split into teams of 2-3 individuals and given a small alpha rocket assembly kit and the required materials to build and decorate the rocket. The teachers will need Figure : A photo taken from DMS 7th Grade Rocket Week in April 204. to divide the students into teams since the teachers can more appropriately handle their students. AURA team members will lead and guide the students and faculty in every step of assembly in a very organized and well-prepared fashion. At no point will the students be given the motors for their rockets. AURA team members and certified professionals will take care of this portion at the launch event. The students and faculty will sand, glue, assemble and paint their own rockets as AURA team members instruct them and guide them throughout the process. Day 3: All science classes will head to the P.E. field on DMS s campus during each period throughout the day. Students will also be informed of all safety and launch procedures for the event when they first arrive on the field. A summary of what will take place at the launch site and a launching order will be announced on that day. 88

194 Rocket Week Launch Day The launch day will be held on the DMS P.E. field on the third and final day of the program. Each period of the school day, four or five science classes will proceed to the launch field. There will be multiple launch rails set up in sanctioned safe zones in different parts of the field, thus meeting all NAR Safety Guidelines for the launching of model rockets. Each class will be assigned to a launch rail, and instructions will be delivered by an AURA member. In the order that they are called, students will have their rockets prepped for launch by AURA team members. One designated 7 th grade student from each team will be given a launch controller for the team s rocket. At the end of a cued countdown, students will fire their rockets and recover them once the field has been cleared by the range safety officer. At the end of the period, students will be asked to return to their classrooms and continue their day as usual. A permission slip will require parental endorsement for students to launch rockets. AURA plans to invite the Southeast Alabama Rocketry Association to supervise the launch site in an effort to ensure that all aspects of the launch protocol are safe and successful. Additionally, AURA plans to invite all parents, administrators, local newspaper outlets, and other stakeholders to the event in order to celebrate and promote the students work at the launch event. The Auburn community will be able to see and appreciate the results of what its young student body has accomplished and learned. The media attention will also recognize AURA s goals and efforts to inspire and communicate the importance of STEM fields, aerospace engineering, and rocketry to both the students and the greater Auburn community, just as NASA and its Student Launch competition have inspired AURA to engineer a launch vehicle and AGSE. Rocket Week Learning Objectives The learning objectives for the entire outreach program are outlined below: Students will learn about the basics about gravity and g-forces. Students will learn the basic fundamentals of Newton s Laws of Motion. Students will learn how high and low gravity environments affect the circulatory system, cognitive processes, and muscle performance in humans. 89

195 Students will learn some specific terms related to rockets and Newton s Laws of Motion. Students will gain an idea of what engineering is and why math and science are so important. Students will learn basic values of teamwork and why communication is important. Through the rocket construction and launch event, students will hopefully gain a sense of accomplishment and confidence in their abilities to work with others to complete projects that they may have never thought they would get a chance to do. Finally, AURA secretly plans to have at least one student realize that all he or she wants to do is become a rocket scientist. In actuality, the team will be glad to have sparked any and all interests in math, science, engineering and/or technology in students minds throughout this practical experience. Gauging Success In order to assess the effectiveness and success of Rocket Week, a feedback inventory was distributed to all program staff, teachers, and administrators. The feedback inventory gives teachers, administrators and AURA team members the opportunity to evaluate the program as a whole and comment on any facet of the program. The objective of this follow-up consultation was for AURA to be able to analyze and identify the components that were successful as well as areas that needed improvement. This Outreach Feedback Inventory, which may be referenced in the DMS Rocket Week Handbook in any of Auburn s reports (PDR, CDR, and FRR), asked seven comprehensive questions that called for an in-depth evaluation of the program across a wide spectrum. The results were overwhelmingly positive, and AURA has been invited back to conduct the 3 rd Annual DMS Rocket Week next year. In order to assess the event via student feedback, a survey was distributed at the conclusion of Launch Day and returned the following week. The survey was essentially a review of some of the topics that were covered during the week (e.g. G-forces and effects of human body, rocketry safety, etc.). It also asked the students questions about why they think STEM fields are important, gauged their interests in science and math, and asked them about the importance of teamwork. Finally, the students responded to a questions regarding whether or not DMS Rocket Week gave them new perspectives on STEM topics. In the end, the results were positively gauged, as about 55% of the 90

196 students answered ALL of the review questions correctly and about 70% of the students answered more than half of the review topics correctly. These measures might be a lower representation of what the students learned, as the students were not informed that their answers would be checked. It was solely a fun evaluation form for purposes of AURA leaders only. In addition, an overwhelming majority students expressed positive feelings and responses regarding Rocket Week and understood the importance of STEM fields in the world. Figure 2: Three DMS students decorating their rocket during Rocket Week 205 9

197 From DMS teachers and administrators: Overall, the teachers and administrators praised the highly organized, efficient, and effective execution of the program. One particular change from last year to this year was the change in lesson presentation. Last year, the teachers were trained to teach the lesson to their own classes. This year, AURA members taught the students about G-forces and how they affect the human body. The teachers wrote comments about AURA team presenters, stating that they were extremely professional and surprisingly effective at engaging 26 7 th graders at a time with no teaching experience. Additionally, AURA members were praised for their preparedness, composure, and abilities to directly interact and connect with the students in such and genuinely exciting and inspiration manner. Everyone was very pleased with the components and structure of the program, and they were extremely happy to see how much the children learned throughout the week. It was also stated that although DMS 7 th Grade Rocket Week is entirely student led, it is inexplicably implemented with standards that would be expected from a program by a longstanding professional educational outreach campaign. 92

198 Figure 3: Some students getting ready to launch their rockets during March 205 On the other hand, the students were extremely pleased that they were able to participate in this program. The majority of students expressed that they believed studies and careers in STEM subjects are extremely important, and they had a very wide variety of reasons why. In addition, most students expressed a great satisfaction with building and launching rockets during science class. Hundreds of comments were made regarding how much fun the week was and how much they learned, even though the responses were generally mixed in regard to personal interest in particular STEM subjects. Some students reported that they had no interest at all in STEM subjects or rocketry following the program, but this was a very small percentage of students in comparison to the rest. Many students talked about how they already liked math and/or science, but Rocket Week showed them some new sides to STEM subjects that they had not considered before. Additionally, there were many students who expressed a dislike of math and/or science, but 93

199 learning about G-forces and building and launching rockets exposed them to a side of math and science that they were unaware of. There was a number of students who specifically stated that they now have new life goals to go into a STEM career after learning about all the different sides to STEM during rocket week. And finally, although there were not many students to expressly say so, there were a number of students who stated that they want to become aerospace engineers as a result of Rocket Week, which makes the AURA team extremely happy. Thus, the DMS 7 th Grade Rocket Week was decidedly a huge success based on the feedback provided by everyone involved. AURA will return next year to host yet another successful rocket week. Figure 4: Two DMS students decorating their rocket (March 205) 94

200 Section.3: Auburn Rocket Thunder (ART) Rocket Team AURA went to Auburn Junior High School and Auburn High School to recruit and form a new rocket team that could compete in the Team America Rocketry Challenge (TARC). TARC is the primary national STEM competition of the Aerospace Industries Association that is specifically designed to engage students in aerospace engineering. The competition is held in Washington, D.C. in May, and the top ten teams will receive a portion of scholarship funds that altogether total $60,000. The schools ran announcements for one week to come to an after school meeting to learn about the Auburn University Rocketry Association, the NASA Student Launch Competition, TARC, and what it would take to become a team member. After the first recruitment meeting, a team formed from 5 students from the 8 th, 9 th 0 th, th, and 2 th grades. The first meeting was held in early November in the Davis Aerospace Engineering building at Auburn University. 3 of the students from the recruitment meeting showed up, along with their parents. It was at this meeting that the students and parents received an in-depth look at what it will take to succeed in the TARC competition. At this meeting, the team named themselves Auburn Rocket Thunder (ART), and began what they also named Project Egghead, which is the name of their TARC competition project. The following week, AJ Pollard and Cassie Seelbach, the AURA team leaders responsible for mentoring ART, registered the team for the TARC competition and began holding weekly meetings with the team to coach them for the competition. First, the students received Level II (difficulty) model rockets to construct on their own with the guidance of AJ and Cassie. This activity served as an exercise to familiarize ART with the parts and construction methods for building model rockets, as most of them had never built one before. The team spent two meetings slowly building their rockets as AJ and Cassie simultaneously explained concepts of stability, mass, thrust, recovery, etc. through each phase of the build. The team caught on very quickly to all of the concepts, and they were eager to learn how to design their own model rocket. 95

201 Secondly, the team was introduced to the OpenRocket software for modeling a basic rocket design. During this time, the team was introduced to concepts of kinematics, drift, drag, burn time, parachute sizing, and everything else that they needed to know about designing a model rocket. The objectives for this year s TARC competition have many detailed requirements that the rocket design must meet. The primary requirements for this year s competition are that the vehicle must carry an egg to an altitude of 800 ft, eject the payload/avionics bay, and separately recover the payload/avionics bay on a parachute between 46 and 48 seconds. Between mid-january and the first week of March, ART independently designed and built Project Egghead because of the mentorship, financial support, provided facilities, and commitment of Auburn s Student Launch team to the new ART competition rocket team. Project Egghead has not been flown yet, as it was only recently finished, but the payload bay has been thoroughly and rigorously tested for supreme egg protection. The team is scheduled to launch 7 practice launches Figure 5: Some members of Auburn Rocket Thunder building Project Egghead for the Team America Rocketry Challenge 96

202 and 3 qualification launches for the competition on March 22 nd, 205, as long as weather permits. Figure 5 below shows some of the TARC members building their rocket. No formal evaluations have been conducted with the team, as their project has not yet been flown. However, through teamwork and communication, the team was able to design and build a rocket independently under the supervision of AURA team leaders. Because the team was successful in designing a rocket with OpenRocket and then building their own rocket based on their model, AURA team leaders used the results of their work as a testament to what they have learned since the beginning, when they knew nothing about rockets. Although the team has not flown their rocket yet, the experienced judgment of the AURA mentors feels confident that they will have successful flights. Should the team s qualifying flights be scored within the top 00 contestants, ART will travel to Washington, D.C. to compete at the national level. The top 0 teams receive a portion of $60,000 in scholarship money. Needless to say, ART team members are motivated to succeed. Every week, ART team members express how much they love what they are doing and how excited they are to launch. A couple of members have stated that they now want to become aerospace engineers, with one senior student in particular who has recently committed to Auburn University for the Fall 205 term to study aerospace engineering and work with Auburn Student Launch team. Every team member has specifically claimed that they intend to enter into STEM fields after graduation and that being a member of this rocket team has really inspired them to pursue careers where teamwork and real projects are a part of their everyday college and professional lives. The parents of the ART team have communicated their excitement for their kids and this project as well. A few of the parents have even specifically mentioned how much the ART team and AURA mentors mean their kids, and that they are very happy that their kids have found a new passion for something science, math, and engineering related. The ART team has sparked new friendships and bonds between its members through rocketry, just as friendships and bonds would form amongst a basketball team or a club. AURA has witnessed these kids find a new passion for rocketry and become committed to one another through a project that would not otherwise exist in Auburn High School. AURA is very proud of Auburn Rocket Thunder. The team members that are not graduating have expressed that they want to compete in the NASA Student Launch Competition next year, should they succeed this year. 97

203 Section.4: Auburn University Career Discovery Expo February 7-8, 205 The entire goal of the Career Discovery Expo by the East Alabama Workforce Investment Network was to expose 8th grade students to a wide scope of career possibilities that are available to them. The purpose in offering this expo to 8 th grade students was to educate them about the options they have before entering high school so that they can be thinking about the steps that they might take in order to enter into a particular career. Auburn s NASA Student Launch team set up an interactive booth at which students may learn about possible career opportunities in aviation and aerospace industries, including but not limited to engineering, piloting, technician jobs, college opportunities, and other possible futures in STEM fields. In addition, the team presented and discussed rockets, RC planes, RC helicopters, gliders, and more to all of the participants at the event. Every school rotated through a series of career clusters, and thus, all of the schools entered our career cluster over the course of about 7 hours for two days. It was estimated that more than 4,000 students in total attended the event over those two days. Figure 6 shows a group of 8 th grade students learning about aerospace engineering and aviation at the Discovery Career Expo. 98

204 Figure 6: 8th grade students learning about careers in aerospace engineering and aviation 99

205 As it was difficult to gauge the effectiveness of the outreach objectively and rigorously by any formal standards because of the large number of participants, the success of the event was based on the observational judgment of the launch team leaders. In the team s career cluster, each rotation of students were present in the cluster for approximately 45 minutes. Each new group would enter the cluster and rush over immediately to the rockets and airplanes to hear about all of the possibilities that STEM careers in the aerospace industry have to offer. The team leads concluded that nearly all of the students that entered the cluster gained a substantial insight into what the aerospace industry is all about. The team also discussed details about rocketry, NASA, and the NASA Student Launch competition. Level and Level 2 rockets were displayed, and students were allowed to take them apart and put them back together as they learned about what makes rockets fly. In addition, students were allowed to fly large Styrofoam gliders and pilot an RC helicopter. The reactions and interests of most of the students proved the outreach initiatives to be successful. Feedback was primarily received via and by mouth both during and after the event. Firstly, the event leaders and sponsors commented and thanked the team for being so enthusiastic, interactive, and engaging with the students in our cluster. They commented on the team s professionalism and impressiveness of the aerospace setup, and the team was invited back to the event in the future. Also, 8 th grade teachers from several of the visiting schools approached the team during and after the event to mention how our booth in particular had such a large impact on many of their students. Several teachers also inquired about ways that they, too, could increase STEM subject engagement through extracurricular activities in their classrooms. A few of the teachers were also familiar with the 7 th Grade Rocket Week program that the team brings to Drake Middle School, and inquired how they could possibly implement something similar with their own students, and perhaps even have the Auburn student launch team bring Rocket Week to their schools. In general, the overall feedback was expressly positive, although the feedback primarily was rather informal and delivered verbally or through s following the event. 200

206 Section.5: Samuel Ginn College of Engineering E-Day February 27, 205 E-Day is an annual open house event during which middle and high school students and teachers from all over the southeast are invited to tour Auburn University s campus and learn about the programs and opportunities that the Samuel Ginn College of Engineering offers. Auburn Aerospace Engineering students set up a large, interactive display in the Auburn University Student Center to attract, engage, and inform students all about aerospace engineering. Tables included display boards, videos, NASA Student Launch rockets, Design/Build/Fly airplanes, and various physics and aerospace demonstrations. Students were free to approach the table at any time to discuss careers in aerospace, potential courses, extracurricular activities, and industry work in the media, as well as ask questions about aerospace engineering in the world and at Auburn University. The Auburn students who were running the operation were almost exclusively NASA Student Launch team members, and the majority of students were heavily engaged in listening and learning about the space and rocketry opportunities that are available to aerospace students. Figure 7, Figure 8, and Figure 9 present some of the setup photos of the Aerospace Engineering E-Day display in the student center. Figure 7: Noel, an AURA member, actively embodying the attractiveness of rocketry and aerospace engineering as students pour in 20

207 Figure 8: AURA Members pausing to cheese during E-Day set-up Figure 9: The aeronautical end of the aerospace E-Day display, featuring members of the Design/Build/Fly team, or the other end of the table Not only did students get to learn about the aerospace programs at Auburn University, but they also learned about the current state of the nation s space programs and missions that they could soon be a part of should they choose to pursue STEM careers. More specifically, students learned about current and upcoming NASA missions and the Space Launch System, and how programs such as the NASA Student Launch competition could propel them into fields that directly affect the entire future of human space exploration. Students were also informed of a variety of major aerospace companies and their projects to look forward to as the future of the industry is on a steep incline. The importance of human space exploration was heavily emphasized, as well as the rapidly growing need for more aerospace engineers in the coming years. Students also participated in tours of Davis Aerospace Engineering Hall, which houses Auburn University s Department of Aerospace Engineering. Students were taken to laboratories that 202

208 housed research tools such as the vortex dynamics laboratory, wind tunnels, water tunnels, and smoke tunnels, as well as the structures, CFD, CAD, optics, propulsion, and the AURA/DBF manufacturing laboratories. In addition, students were able to learn about educational outreach and leadership opportunities, professional development avenues, and a variety of other extracurricular that would develop their skills and abilities to succeed as engineers before, during, and after college. E-Day is a highly organized and motivating promotional event that is aimed to not only promote the deeply rooted and highly praised engineering programs at Auburn University, but more specifically to inspire young students to follow careers in STEM fields via the some of the most impressive academic engineering facilities in all of the Southeast. The Department of Aerospace Engineering, which was particularly represented by mostly Auburn Student Launch team members, played an overwhelmingly large part of the entire event as AURA members made sure to passionately engage and move students to think about STEM careers with arguably the largest and most impressively represented department in the college for the entire event. Figure 0: Students learning about aerospace engineering and rocketry at Auburn E-Day 203

209 As it was difficult to gauge the effectiveness of the outreach objectively and rigorously by any formal standards because of the large number of participants, the success of the event was based on the observational judgment of the launch team leaders. For each wave of students and parents that entered the student center, the majority of them immediately rushed over to the rockets and airplanes to hear about all of the possibilities that STEM careers in the aerospace industry have to offer. The team leads concluded that nearly all of the students that entered the student center and visited the aerospace setup gained a substantial insight into what the aerospace industry is all about. The positive responses from the students, parents, and teachers via direct conversation, demonstrations, and activity/tour participation proved the outreach initiatives to be successful. Students were very intrigued by the idea of majoring in and beginning a career in aerospace engineering, and in attending Auburn University. Many students participated in discussions with aerospace students lasting 30 minutes or more, and were eager to begin working on their own careers. The students, as well as their parents, found the event to be constructive toward their decision of what college to attend and what career path to choose. Students were able to better understand what would be expected of them, and how they would be able to take their education into their own hands and gain the experience desired by employers. In general, visiting students, parents, teachers, and Samuel Ginn College of Engineering administration particularly praised our enormous measures of enthusiastic participation, expressing that the Auburn students running the event for the aerospace department went above and beyond the call of duty for E-Day, raising the already high standards for STEM educational outreach among the departments in the college. As a result, more than 3,000 students who interacted with AURA team members on E-Day received an in-depth look into the exciting world of aerospace engineering and learned how and why they, too, should consider a STEM career and look toward the skies. 204

210 Section.6: Boy Scouts Merit Badge University March 7, 205 Each year, AURA participates in the Merit Badge University by teaching a rocketry unit. The Alpha Phi Omega National Service Fraternity at Auburn University hosts the Merit Badge University program for the Boy Scouts all over the Southeast. The purpose of the program is to allow scouts the opportunity to visit a large university, and to quickly earn merit badges in a college academic environment. They are also able to receive access to resources that would not normally be available to them on the local troop level. Figure : Some of the Boy Scouts preparing to launch their rockets AURA s class about rocketry satisfied the completion of a certified Space Exploration merit badge, which may be observed at the end of this section. This was taught throughout the day to