Northeastern SL 2017 CDR

Northeastern
University
Student
Launch
NUHOPE
Initiative Northeastern
University
University
High altitude
Object
Protection
2016 - 2017 Experiment
Critical Design Review
Northeastern University
January 13th, 2016
267 Snell Engineering
Boston, MA 02115
Northeastern University 2016-2017 Student Launch Critical Design Review 1
Table of Contents
1. Summary of CDR Report............................................................................................................ 3
1.1. Team Summary .................................................................................................................... 3
1.2 . Launch Vehicle Summary .............................................................................................. 3
1.3 . Payload Summary........................................................................................................... 3
2. Changes Made Since PDR .......................................................................................................... 4
2.1. Changes Made to Vehicle Criteria ....................................................................................... 4
2.3. Changes Made to Project Plan.............................................................................................. 4
2.4. PDR Action Items ................................................................................................................ 5
3. Vehicle Criteria ........................................................................................................................... 6
3.1. Design and Verification of Launch Vehicle ......................................................................... 6
3.1.1. Mission Statement / Success Criteria ............................................................................. 6
3.1.2. Picking Final Design Alternative ................................................................................... 6
3.1.3. CAD (LV, Subsystems, Components) ......................................................................... 19
3.1.4. Meeting Requirements / Level of Risk ........................................................................ 24
3.1.5. Integrity of Design ....................................................................................................... 32
3.2. Subscale Flight Results ...................................................................................................... 34
3.2.1. Flight Data.................................................................................................................... 34
3.2.2. Scaling Factors ............................................................................................................. 41
3.2.3. Launch Day Conditions ............................................................................................... 43
3.2.4. Subscale Analysis ........................................................................................................ 45
3.2.5. Impact on Fullscale Design .......................................................................................... 52
3.2.6. PDR Action Items ........................................................................................................ 53
3.3. Recovery Subsystem .......................................................................................................... 54
3.3.1. Final Recovery Alternatives Chosen............................................................................ 54
3.3.2. Describe Subsystem Components ................................................................................ 56
3.3.3. Redundant Recovery Electrical System ....................................................................... 58
3.3.4. Telemetry ..................................................................................................................... 59
3.3.5. Electrical Drawings / Schematics ................................................................................ 60
3.3.6. Tracking Information ................................................................................................... 63
3.4. Mission Performance Predictions....................................................................................... 64
3.4.1. Full Scale Simulations / Predictions ............................................................................ 64
3.4.2. Stability (Calculate Center of Pressure / Gravity) ....................................................... 69
3.4.3. Kinetic Energy Calculations ........................................................................................ 72
3.4.4. Drift Calculations ......................................................................................................... 74
3.5. Vehicle Component Test Plans / Status ............................................................................. 75
4. Safety ........................................................................................................................................ 76
4.1. Safety Officer Identified – Responsibilities Defined ......................................................... 76
4.2. Launch Concerns and Operation Procedures ..................................................................... 77
4.2.1. Recovery Preparation ................................................................................................... 77
4.2.2. Motor Preparation ........................................................................................................ 78
4.2.3. Setup on Launcher ....................................................................................................... 78
4.2.4. Igniter Installation ........................................................................................................ 78
4.2.5. Troubleshooting ........................................................................................................... 79
4.2.6. Post-flight Inspection ................................................................................................... 79
4.3. Safety and Environment (Vehicle and Payload) ................................................................ 80

4.3.1. Hazards......................................................................................................................... 80
4.3.2. Mitigations ................................................................................................................... 86
4.3.3. Verifications ................................................................................................................. 91
5. Payload Criteria......................................................................................................................... 94
5.1. Selected Design Alternatives.............................................................................................. 94
5.2. System Level Design Review............................................................................................. 96
5.2.1. Drawings (Components + Assembly) .......................................................................... 96
5.2.2. Payload Component Interaction ................................................................................. 100
5.2.3. Payload Integration into Launch Vehicle................................................................... 100
5.3. Meeting Requirements / Levels of Risk ........................................................................... 101
5.4. Payload Electronics .......................................................................................................... 102
5.4.1. Drawings and Schematic............................................................................................ 104
Figure XXXXXX: Telemetry Schematic with Integrated PPS Accelerometer ................... 104
5.4.2. Block Diagram ........................................................................................................... 105
Figure XXXXXX: Communications Flow Chart ................................................................ 105
5.4.3. Batteries / Power ........................................................................................................ 105
5.5. Vehicle Component Test Plans / Status ........................................................................... 105
6. Launch Operations Procedure ................................................................................................. 106
6.1. Recovery Preparation ....................................................................................................... 106
6.1.2. Black Powder Calculations ........................................................................................ 109
6.2. Motor Preparation............................................................................................................. 109
6.3. Setup on Launcher ............................................................................................................ 109
6.4. Igniter Installation ............................................................................................................ 110
6.5. Launch Procedure ............................................................................................................. 110
6.6. Troubleshooting................................................................................................................ 111
6.7. Post-Flight Inspection....................................................................................................... 111
7. Project Plan ............................................................................................................................. 112
7.1. Testing .............................................................................................................................. 112
7.1.1. Define Tests ............................................................................................................... 112
7.1.2. Test Objective / Success Criteria ............................................................................... 114
7.1.3. Testing Results ........................................................................................................... 116
7.2. Requirements Compliance ............................................................................................... 118
7.2.1. Verification Plan ........................................................................................................ 118
7.2.2. Team Derived Requirements ..................................................................................... 132
7.3. Budgeting and Timeline ................................................................................................... 134
7.3.1. Budget ........................................................................................................................ 134
7.3.2. Funding Plan .............................................................................................................. 140
7.3.3. Timeline ..................................................................................................................... 141
Appendix A: MATLAB Calculating Optimal PPS Foam Modulus (Axial and Radial)............. 142
1. Summary of CDR Report

1.1. Team Summary
The Northeastern chapter of AIAA project’s name for the competition is the Northeastern
University High-altitude Object Protection Experiment. The mailing address for the team is
Northeastern University, 267 Snell Engineering Boston, MA 02115. The team mentor is Robert
DeHate for this competition. The certification level of the team is L2 and this certification is held
by launch vehicle leader Evan Kuritzkes. The NAR/TRA number is 97460.
1.2 . Launch Vehicle Summary

The launch vehicle has been designed to propel itself and the payload contained inside to an
apogee of 5357 feet, and safely descend after separating into four subsections. The length of the
launch vehicle is 140 inches and its diameter is 6.16 inches. This vehicle will have a mass of
45.9 pounds and will be propelled by an L1395 Blue Streak motor. The rocket will be compatible
with both a 10-10 or a 15-15 aluminum rail.
At apogee, the launch vehicle will split into two sections, a booster section and a payload
section, with each deploying their own 18 inch drogue elliptical parachutes. These two sections
will be separately falling bodies to reduce the forces acting on the payload and its section. At an
altitude of 300 feet, these the booster and the sustainer sections will each deploy a main
parachute. The booster section will deploy the 72 inch annular Iris parachute, and the payload
section will deploy a 60 inch annular Iris parachute.
The Milestone Review Flysheet can reviewed in detail in Section 9.
1.3 . Payload Summary

Our payload system is known as the Payload Protection System (PPS). We designed a system
that is adjustable so that it can secure any sized object or multiple objects in accordance with
project requirements. To do this the PPS is composed of an inner cylinder with vertical and
horizontal dampening subsystems surrounding it, which is inside the outer shell of payload
section of the launch vehicle. The vertical and horizontal subsystems are made of foam so as to
reduce the effect of the forces the payload endures on the object.
The inner cylinder itself is 3D printed and threaded so that adjustable disks can be placed inside.
These disks will have foam attached to them and will be able to be moved up and down using
two locking screws to accommodate for multiple objects. If only one object is received, the disks
can be laid flat on the bottom of the inner cylinder so as to be out of the way. If the object is tall
or skinny, there is a band in place, which can be pulled through a small hole in the inner cylinder,
that will secure the item against the inside of the inner cylinder. With these plans in place, we
believe we will be successful in keeping the cargo safe.
2. Changes Made Since PDR

2.1. Changes Made to Vehicle Criteria
Since the PDR there have been multiple changes to the launch vehicle. One chief change has
been the redesigning of the electronics bays. They were changed to be more space efficient for
our final launch vehicle. We have also switched from using U-bolts to using hoist
rings. Additionally, both the nose cone and drogue parachutes have changed size. The nose
cone was elongated and the drogues are now 18 inches in diameter. More information about our
final design can be found in 3.1.
2.2. Changes Made to Payload Criteria

There were several changes to the payload design after the PDR. We changed the vertical
dampening system’s lower half from springs to foam, as our tests showed that the springs tended
to buckle rather than compress under pressure. We reduced the outer diameter of the internal
canister from 4.25 inches to 4 inches to allow more room for a full inch of horizontal foam, and
reduced the threaded bulkhead from 0.5 inches thick to 0.375 inches to reduce weight. We also
opted to make the vertical dampening foam span the entire horizontal diameter of the payload
section with the horizontal dampening filling in the spaces around the canister, instead of the
other way around that we had it originally. We also decreased the size of the canister from 9” in
height to 8” to save weight. We also upgraded the payload sensor suite, adding an accelerometer
with a sufficient maximum acceleration reading and rate of data collection to accurately measure
the deceleration at impact. More details on these changes are given in Sections 5.1 and 5.4.
2.3. Changes Made to Project Plan

Since the PDR, the team has implemented testing plans into the project plan. This increases the
time necessary for meeting times to perform these tests to the best of the ability of the teams. The
tests implemented can be seen in section 7.1.1 in more detail. These tests go more in depth into
the systems required for the success of this rocket.
The team updated our project plan to include the Team Derived Requirements and Verifications.
This was done to comply with the requirement to specify the team’s plan.
The budget was updated for this report in section 7.3.1 which finalized the fall spending and the
spring Student Government Association budget request. The team has requested for money from
the Scranton Fund, which is pending approval, to $5,333.40. The request to Provost for $3,000
was rejected.
The timeline was also updated within section 7.3.3 in more detail, however the main changes
were to include more than one subscale in the fall timeline. This was so we could correct a short
and retest the main parachute that failed in our first launch. The original timeline only included
the second launch as a possible backup date.
2.4. PDR Action Items

One issue that needed to be addressed was the drift calculations. The calculations were originally
performed using wrong assumptions of 20mph wind speed throughout flight and this has been
corrected within this report in section 3.3.4. This correction lead to a change in parachute sizes
so that it will stay within the boundary of 2,500ft drift. NASA requested that there be redundancy
in ejection charges in addition to the redundancy in electronics. This was fixed by adding second
ejection charges within the black powder caps on the bulkheads of the electronics bays, which
separate sections over the course of the launch. A second charge was added to the bottom of the
forward electronics bay due to concerns that the first may not be powerful enough.
Other structural concerns that required addressing were the position of the bulkhead that kept the
sustainer main parachute from being forced into the nose cone making it unable to deploy. The
bulkhead was moved forward so that it is flush with the entrance to the nose cone thus
eliminating the possibility for that issue. A small change to the electronics bay was made to
ensure all the batteries are facing down so that during the launch there is less likelihood of
disconnect due to forces exerted on the launch vehicle. This change will be made in the full scale
design and the connectors will additionally be taped to the batteries to ensure a secure connection
throughout flight. NASA engineers also thought that the drogue parachute delay and design of
the interstage to ensure this delay was unnecessary. However, throughout test launches, even
with the delay, it appeared as if there was a possibility of the drogue parachutes tangling.
Therefore, we decided to keep this design because we felt it was a necessary precaution.
Lastly, there were concerns about the lack of simulations and scenarios as to the stress and strain
factors that could break materials within the launch vehicle in the safety sections of the reports.
This has been rectified in the safety sections of this report in section 4.2.1.
3. Vehicle Criteria
3.1. Design and Verification of Launch Vehicle
3.1.1. Mission Statement / Success Criteria
The launch vehicle will send the supplied payload to an apogee of 5318 feet and then
separate into two separate sections, with both sections deploying their own drogue
parachutes. The two sections will then separate again, deploying the payload section at an
elevation of 300 feet and the booster section at an elevation of 500 feet, while remaining
tethered together, into a total of two pairs of subsections. The two main subsections then
deploy their main parachutes to safely land the payload with the four subsections intact
and with no sustained damage.
For the launch vehicle’s mission to be deemed a success, the vehicle must:
 Reach the projected apogee of 5318 feet as one unit

 Separate into the Booster Stage and the Payload Section at apogee
 Successfully deploy an 18 inch diameter drogue parachute out of the Booster
Stage after initial separation
 Successfully deploy an 18 inch diameter drogue parachute out of the Payload
Section after initial separation
 Not allow the drogue parachutes to tangle during descent
 Separate the Booster Stage into two subsections, the Aft Parachute Subsystem and
the Motor Subsystem, which are tethered together
 Separate the Payload Section into two subsections, the Payload Subsystem and the
Nose Cone, which are tethered together
 Successfully deploy a 66 inch diameter main parachute that is connected to the
two tethered booster subsections
 Slow the two tethered booster subsections from a velocity of 90 feet per second to
a final velocity of 19 feet per second
 Deploy a 60 inch diameter main parachute that is connected to the two tethered
payload subsections
 Slow the two tethered payload subsections from a velocity of 80 feet per second
to a final velocity of 18 feet per second
 Descend with a maximum drift of 2500 feet
 Safely descend in a manner that minimizes, or ideally completely eliminates, all
possible damage to the launch vehicle
 Safely descend so that the launch vehicle will be able to be prepared to relaunch
with minimal repair and replacement of parts
 Record and store flight data, including acceleration data, through the use of a
Sensor Suite
3.1.2. Picking Final Design Alternative

3.1.2.1. Introduction
Our launch vehicle is divided into three main sections: the Booster Stage, the Interstage
System, and the Payload Section. The following sections will discuss the chosen final
design alternatives for the launch vehicle, and will elaborate upon why these alternatives
are the optimal designs for each component.
3.1.2.2. General Design Choices
The designs within this section are not unique to any one section or subsystem of the
launch vehicle.
Figure 1: Body Tube Construction
The launch vehicle body tubes will be constructed of six inch diameter Blue Tube, a high
density and high strength, vulcanized cardboard laminate manufactured by Always Ready
Rocketry. This material was the prime candidate for this component of the launch vehicle
as it extremely resistant to abrasion, cracking, and shattering, essential in the objective of
protecting the supplied payload. Additionally, the impact resistance of the Blue Tube will
allow the launch vehicle to be prepped and ready for relaunch, as specified within the
mission success criteria in 3.1.1. The Blue Tube’s mechanical properties are summarized
in Table 3.1.
Table 1: Blue Tube Mechanical Properties (Always Ready Rocketry.com)

Density 1.2 g/cm^3
Material Type Laminate Composite, Linear Elastic Orthotropic

Model
Young’s Modulus 12,000,000* PSI

(Axial)
Tensile Strength 16,000 PSI

Compression Strength 35 PSI
Flexural Strength 15 PSI

`
* Interpretation of data listed on Always Ready Rocketry. Data sheet says 12 x 10 PSI,
assumed meant x10 as is standard when listing Young’s Moduli, but could also be 12 x
6
10 .
3
These Blue Tubes are superior in comparison to the main body tube alternative, carbon
fiber tubes, due to their construction, reliability, and reduced price point. Carbon fiber
tubes, despite being lighter and more rigid than the paper tubes that will be utilized in the
launch vehicle, block communication signals since the material is a conductor. In
addition, cutting the carbon fiber body tubes, required in the construction of the launch
vehicle, will compromise the intricate directional weaving of the carbon fibers, leading to
a much weaker and less rigid structure. Coupled with these issues is the higher price point
that carbon fiber has compared to the chosen Blue Tube body tubes. Lastly, the NU
AIAA’s experience and knowledge with machining Blue Tube, in its cutting and sanding,
will lead to far more accurate construction in comparison to carbon fiber tubes, which
have been utilized less frequently within the team’s history. These negatives have led NU
AIAA to its decision in choosing the cheaper and more reliable alternative of Blue Tube,
as its strength, rigidity, and shatter resistance will facilitate the launch vehicle’s
successful launch, descent, and recovery.
Separation Method
The chosen method of separation is the use of black powder. Sections are held together
with shear pins; when the black powder charges are ignited, the tube is pressurized, the
shear pins break, and the sections separate. The black powder is ignited with e-matches.
Black powder was chosen because it is a reliable method of pressurizing the cabin for
separation. This is a better option than pyrodex powder because if enough thermal
wadding is not added above the pyrodex the charge will not detonate. Black powder will
detonate despite the amount of thermal wadding added. The charge is doubled because
the e-matches can sometimes be faulty, redundant charges ensure that separation occurs.
There are three separations of the vehicle. The first is in the aft parachute subsystem. The
interstage system releases two drogue parachutes with two charges (with two for
redundancy). This system is discussed in more depth below. The vehicle separates two
more times, once between the payload section and nosecone, and once between the motor
section and lower electronics bay. Black powder amounts for each charge are determined
based on the size of the ejection tube and the strength of the shear screws, the black
powder amounts are calculated with the website:
http://www.rockethead.net/black_powder_calculator.htm
3.1.2.3. Booster Design Choices
The booster stage is comprised of two sections: The Motor Subsystem and the Aft
Parachute Subsystem.
Motor Subsystem
Figure 2: Motor Section Dimensions
Body Tube and Coupler Tube

The motor section will be composed of a 26 inch long 6 inch diameter Blue Tube body
tube and a 12 inch long Blue Tube coupler Tube. This will provide 6 inches of interface
with the coupler tube for each side.
Centering Rings and Motor Mount Tube

To center the motor within the motor section of the launch vehicle, two different types of
¼ inch centering rings will be utilized. These centering rings will be laser cut from ¼
inch thick Mil-P-6070 aircraft mahogany plywood, whose specifications are found in
Table 2. The two types of Centering Rings, “A” and “B” (as displayed below in Figure 3
and Figure 4 respectively) will be laid out in the configuration displayed in Figure 5
below, in such a manner that two of the “B” type Centering Rings will serve to sandwich
the fiberglass fins to provide additional structural support and reduce deflection or
shifting during the launch vehicle's flight.
Table 2: MIL-P-6070 Aircraft Mahogany Plywood Material Properties

Material Type Laminate (Orthotropic)
Young's Modulus (Longitudinal) 1.39 - 1.7 x 10 psi

6
Young’s Modulus (Transverse) 0.119 - 0.133 x 10 psi6
Tensile Strength (Longitudinal) 8.96 - 10.9 ksi
Tensile Strength (Transverse) 0.479 - 0.595 ksi
Shear Strength (Longitudinal) 1.35 - 1.65 ksi
Shear Strength (Transverse) 4.06 - 4.95 ksi
Flexural Strength (Longitudinal) 9.63 - 11.8 ksi
Flexural Strength (Transverse) 0.479 - 595 ksi
Figure 3: Centering Ring Type "A"

Figure 4: Centering Ring Type "B"
Figure 5: Centering Ring Assembly
Both Centering Ring Types will have four holes laser cut through them, and will house a
#10-24 Threaded rod that will connect the aft-most centering ring group to the forward
recovery bulkhead. The rods will ensure that the centering rings within the motor section
are aligned during assembly; additionally, the rods also add additional strength to the
recovery bulkhead, as they will serve as reinforcement to the parachute bulkhead during
parachute deployment. These four threaded rods are displayed in Figure 5.
Centering Ring Type “B” will have 4 slots cut in them to help seat the tabs of the
fiberglass fins. This sandwich design has been selected due to its ability to reduce fin
deflection during flight, allowing for a relatively straight trajectory despite the massive
vibrations that occur during launch. The sandwich configuration also provides additional
security for the fins, providing support for the epoxy that anchors the fins within the
launch vehicle.
The chosen centering configuration, as displayed in Figure 5, will consist of seven rings
in total. Three rings will be epoxied together in an “A” “B” “B” pattern, and this pattern
will be mirrored 10 inches down the motor tube, where three centering rings will be glued
together in a “B” “B” “A” pattern. The seventh, forward centering ring will be about ten
inches forward, and will act as an additional stabilizer to ensure that the motor tube is
stable and concentric during launch and flight. The assembly of this design has been
tested, and has been observed to be relatively streamlined, providing optimum stability
and alignment during initial construction, and throughout flight.
Recovery Bulkhead
Figure 6: Motor Parachute Recovery Bulkhead

The bulkhead of the motor section, called the Motor Parachute Recovery Bulkhead, will
be constructed from ¼ inch laser cut MIL-P-6070 Aircraft Mahogany Plywood, the same
material used for the 7 centering rings.
Figure 7: Forged Steel Hoist Ring
A ½ inch -13 forged steel hoist ring, depicted above in Figure 6 is fastened to the
bulkhead on both sides by ⅜-16 flexloc nuts. This steel hoist ring was selected due to its
strength and ability to swivel and pivot, a key difference to the main alternatives of a U-
Bolt or an eye-bolt. This ability to swivel and pivot, compensates for the pitch, roll, and
sway of the motor section during descent. This mitigates the stresses that would be
experienced by its alternatives when the load is at an angle, which significantly decreases
the capacity of both the eyebolt and the U-bolt. The forged steel hoist ring is therefore the
safest option out of the three alternatives.
The flexloc nuts were chosen due their extreme resistance to heavy vibration, present
during the launch vehicle’s flight. These flexloc nuts are hex nuts that possess six
opposing slots aligned with the nut corners, and come together in a cylindrical top with a
slightly smaller diameter than the width of the nut. This crimped and slotted top section
expands and grips the bolt as the bolt is secured, and locks when in place. This provides
formidable resistance required in the high vibration environment that the launch vehicle
will endure. To distribute the load that will be experienced when the Motor Parachute is
deployed, 2-inch washers sit between the flexloc nuts and the bulkhead. The stresses and
integrity of this bulkhead under the load that will be experienced upon deployment of the
parachute are described in Section 3.1.5.
Fins
The fins of the launch vehicle will be constructed out of G10 Fiberglass. The fins will
have a root chord of 10 inches, a tip chord of 5 inches, and a semi-span of 6 inches. The
shape and dimensions of the fins are represented in Figure 7 below. 1.5 inch long
through-walls tabs are present to mount the fins through the wall of the body tube, these
tabs were created by the assembly depicted in Figure 5. This material was the optimal
choice out of the alternatives of wood and carbon fiber. G10 fiberglass possess a high
strength to weight ratio, is extremely durable, and resistant to moisture and corrosion.
The material properties of G10 Fiberglass are depicted in Table 3 below. The alternative
of wood is susceptible to moisture and corrosion; rocket fuel can be highly corrosive, and
could possibly compromise the integrity of the fins during launch. In addition, the
fiberglass material is strong regardless of the directions of which it is cut. Both the
alternatives of wood and carbon fiber experience a reduction in strength when cut in
directions which goes against the grain or the woven fibers respectively. Fiberglass does
not possess such a “grain” or a pattern of intricate woven fibers, and thus remains strong
when it is cut to form the fins of the launch vehicle.
We chose a trapezoidal shape for our fins to minimize potential damage upon impact, as a
triangular fin is prone to breaking and bending due to possible collision with its
bottommost corner edge.
Figure 8: G10 Fiberglass Fins
Table 3: G10 Fiberglass Material Properties

Density 0.0650 lb/in3
Tensile Strength at Break 38000 psi Crosswise
45000 psi Lengthwise
Flexural Strength 65000 psi Crosswise
75000 psi Lengthwise
Motor
The chosen motor for the launch vehicle is the L1395 Bluestreak. This motor is the
optimal motor for the launch vehicle’s mission because the simulations performed on
OpenRocket project that the Bluestreak will propel the launch vehicle to a target altitude
of 5318 ft. The alternative of a Cessaroni L1115-P was considered, but the projected
apogee that this motor would carry the launch vehicle would be slightly too high with the
current weight.
Aft Parachute Subsystem
The Aft Parachute Subsystem of the launch vehicle is composed of two separate sections:
an electronics bay and an interstage system that will facilitate the deployment of the
drogues of the launch vehicle.
Figure 9: Launch Vehicle Recovery Diagram
Electronics Bay
The electronic bay of the Aft Parachute Subsystem is housed within a three-dimensional
printed case. This electronics bay contains a total of four Stratologger altimeters; a pair of
the StratoLoggers are used to separate the entirety of the Booster Stage from the Payload
Section in the first separation which occurs at apologie. The other pair of StratoLoggers
are used to separate the Aft Parachute Subsystem from the Motor Section at the altitude
of 500 feet. Each StratoLogger is part of its own independent circuit, and each
StratoLogger is powered by its own 9 Volt Battery. The pair of StratoLogger altimeters
that are used to separate the Booster Stage from the Payload Section are connected to two
separate black powder charges that are housed between the Booster Stage and the
Payload Section. Additionally, there are two double-pole double-throw key switches that
will be activated prior to launch. These allow power to flow from the 9 volt batteries into
the circuits. During the launch vehicle’s flight, the pressure read by the StratoLoggers
will decrease the launch vehicle’s height increases. When the launch vehicle reaches the
minimum threshold pressure, the StratoLoggers will send a current to the output ports on
the altimeter. This current flows from the output ports to terminal blocks on the bulkhead
connected to the electronics bay, and to the e-matches, which ignite the black powder
charges, separating the sections of the launch vehicle.
This design was chosen as it provides a redundant system in the case in which the
sections separate at the set apogee, regardless of if any single Stratologger fails during
flight. There are two black powder charges, although only one is needed to break the
shear screws that connect the Booster Stage and the Payload Section, to add charge
redundancy. This system is mirrored for the two independent circuits which ignite the
two black powder charges housed between the Aft Parachute Subsystem and the Motor
section, releasing the main parachute. The redundant circuitry of this electronics bay is
elaborated upon in Section 3.3.3.
Interstage System
The Interstage System is responsible for safely deploying the drogue parachutes for both
the Booster Section and the Payload Section. The need for this extra system arises at
apogee, when the black powder charge is set to detonate. The motor section is too heavy
and risks bringing down the payload and fragile object too quickly; the design splits the
launch vehicle at apogee into two sections to reduce weight on descent. The two drogue
parachutes are ejected from the vehicle at this separation, the interstage design ensures
that the two drogues do not tangle at the point of separation. The interstage allows for
only one drogue to deploy at a time. It consists of a second smaller tube that is centered
in the blue tube with centering rings, the inner tube contains the motor section drogue
while the outer section contains the payload drogue parachute.
Figure 10: The Aft Parachute electronics bay and the connected Interstage System
Figure 11: Launch Vehicle Interstage Cross Section
The two drogues are represented by the two yellow cylinders in the CAD in Figure 11.
The motor section drogue will be folded and inserted into in the interstage canister,
shown as the canister with the smaller diameter in Figure 10 and as the black
compartment in Figure 11. The interstage will be closed off from the area of first
separation by a tightly fitting bulkhead which is pushed into the interstage and held in
place by friction. To ensure that the bulkhead is not pushed in too deep by the
acceleration of the launch vehicle during launch, a blue tube ledge is epoxied ⅛ inch
deep. That way, the bulkhead will have a perfect fit into the interstage.
The payload section drogue will be folded and housed just outside the Interstage and in
the cavity where the initial separation occurs. This drogue is shown as the rightmost
yellow cylinder in Figure 11.
At apogee, the initial black powder located on the uppermost centering ring will be
ignited causing pressurization of the blue tube, separation of the payload section and
motor section, and the deployment of the payload section drogue. After one second, a
second black powder charge located in the Interstage will be ignited caused
pressurization of the Interstage. This will blow of the bulkhead barrier and release the
motor section drogue. The bulkhead is connected to the shock cord to ensure that it will
fall safely.
This design was chosen, over the alternatives of a radial deployed parachute and
launching the two drogues directly against each other during the separation of the Booster
Stage and the Payload Section, due to its ability to increase the distance between the two
drogues before their deployment, significantly decreasing the probability of them
tangling during descent. We have tested this drogue parachute system in our subscale
launches, and it has increased the distance between the Booster Stage and the Payload
Section before the chutes fully deploy. If such a system were not utilized, the drogues
would tangle upon the section separation. The delay in deployment, a 1 second delay,
which is used allows the drogue of one section deploy fully and gain enough distance
from the other section before it deploys. The risk of the drogues tangling during descent
thus is markedly decreased, allowing for a safer descent of the launch vehicle. The
proposed radial deployed parachute, in which the drogue would be deployed out of the
side of the launch vehicle would add complexity to the parachute system, and has been
untested by NU AIAA, and therefore was not the better alternative in this situation.
3.1.2.4. Payload Section
The second main section of the launch vehicle, the Payload Section, is 69 inches long;
this main section is composed of two subsections: a 30 inch fiberglass nose cone and the
39 inch section called the Payload Protection System. The Payload section will separate
from the Booster Stage at apogee and will deploy an 18 inch drogue parachute out of the
Payload Protection System, at the end that that was connected to the Booster Stage of the
launch vehicle. At an altitude of 300 feet, the Payload Section will then separate into its
two subsections, which will be tethered together by a Kevlar cord, that will be connected
to the main parachute which deploys from the cone section and the Payload Protection
System.
Nose Cone
The nose cone of the launch vehicle is 30 inches long and attached to the top of the
Payload Protection System. The nose cone has a diameter of 6 inches and is designed to
designed to fit 6.02 inch ID tubing. The Nose Cone is constructed of Carbon Fiber, due to
its lighter weight, strength, and increased rigidity. The reduction in weight over the
fiberglass alternative, led NU AIAA to choose carbon fiber as the best alternative, due to
its assistance in the launch vehicle’s goal to reach the target altitude.
Payload Protection System
The Payload Protection System, or PPS, is 39 inches in length, and will be comprised of
three Blue Tube body tubes. The first Blue Tube body tube, which is closest to the nose
cone when the launch vehicle is one unit, is 15 inches long, and has an inner diameter of
6 inches.
The thickness of this body tube is .079 inches and it contains the main 60 inch parachute
that deploys at an altitude of 300 ft. Connected to this section is the second Blue Tube
body tube, which is 2 inches in length, 6 inches in inner diameter, and has a wall
thickness of .079 inches. The final Blue Tube body tube of the subsection, a 22 inch in
length Blue Tube body tube, is connected to the 2 inch long Blue Tube body tube. This
body tube has an inner diameter of 6 inches and a wall thickness of .079 inches, and it
will house both one of the drogue parachutes that deploys at apogee and the payload,
which will be housed in a specialized containment unit built to reduce accelerations and
minimize any forces acting on the fragile unit. Connecting these three body tubes is a
Blue Tube coupler tube with a length of 14 inches, and an inner diameter of 5.883 inches.
This coupler tube’s center is exactly at the midpoint of the 2 inch long Blue Tube body
tube, and extends into the other two body tubes. This coupler tube is enclosed at its ends
by two bulkheads made from MIL-P-6070 Aircraft Mahogany Plywood. The bulkheads
have a diameter of 5.883 inches and a thickness of .25 inches. This enclosed coupler tube
will serve as the electronics bay of the Payload Section.
This section of the launch vehicle is quite simplistic, and therefore does not have many
alternatives that NU AIAA needed to address; the section only needs to house the
payload and its container of which is described in the payload section 5.2.2 This design
was chosen due to its simplicity, any other option would have involved an increase of
weight. It was designed to split from the booster stage to reduce momentum, along with
the parachute, when the payload section reaches the ground.
3.1.3. CAD (LV, Subsystems, Components)
Figure 12: Full Launch Vehicle

Figure 13: Motor Section
Figure 14: Interstage System/Aft Parachute Subsystem
Apogee Separation and Interstage - This CAD drawing displays the point at which the
launch vehicle separates at the first separation. It also displays the two ejection charges
that deploy the two drogues of the launch vehicle; one of the drogues is contained in the
interstage
Motor Section
Figure 15: Motor Section

This CAD drawing displays the motor section, the motor, and the hoist ring which will be
connected to the main parachute for the entirety of the booster stage
Figure 16: Payload Section, Payload Electronics Bay
This drawing displays the payload electronics bay, and the hoist ring which is connected to the
main payload parachute. This section is connected to the nose cone.
Payload Electronics Bay
Figure 17: Motor Avionics Bay
This drawing displays the three-dimensional printed motor avionics bay of the launch
vehicle. It displays the stratologger altimeters and one of the battery boxes for the 9-volts
that power the altimeters. It also shows the antenna of the BigRedBee.
Figure 18: Transparent Motor Avionics Bay

Figure 19: 3-D Avionics Bay
This view of the motor avionics clearly displays the double-pole double through key-lock
switch that arms one pair of altimeters
Figure 20: Cross Section of Motor Avionics Bay

This view of the avionics bay displays the BigRedBee of the Booster Stage
3.1.4. Meeting Requirements / Level of Risk
*All the non-system level functional requirements from the NASA Requirements list, have been
omitted from this table. The full NASA requirements table, and how NU AIAA and its launch
vehicle meets it are discussed in Section 7.2.1
Table 4: Launch Vehicle Meeting NASA Requirements / Level of Risk

NASA Requirements How the design meets the Level of Risk
requirement
1. Vehicle Requirements
1.1. The vehicle shall Our simulations of our launch Our numerous calculations
deliver the science or vehicle design show the launch have projected that our
engineering payload to an vehicle reaching the competition's launch vehicle will reach
apogee altitude of 5,280 altitude with an L-1395 Bluestreak the target altitude of 5,280
feet above ground level motor feet with confidence. The
(AGL) level of risk the launch
vehicle not achieving this
goal are low.
1.2. The vehicle shall carry Our launch vehicle shall carry the No Risk
one commercially required barometric altimeter to
available, barometric the required altitude of 5280 feet.
altimeter for recording the
official altitude used in
determining the altitude
award winner. Teams will
receive the maximum
number of altitude points
(5,280) if the official
scoring altimeter reads a
value of exactly 5280 feet
AGL. The team will lose
one point for every foot
above or below the required
altitude. The altitude score
will
be equivalent to the
percentage of altitude
points remaining after and
deductions.
1.2.1. The official scoring The perfectflite stratologger No Risk

altimeter shall report the housed in the electronics bay will
official competition altitude report the altitude through the
via a series of beeps to be number of short beeps emitted. An
checked after the altitude of 320 feet for instance
competition flight. will produce 3 sheet beeps
followed by 2 short beeps and 10
short beeps with a short pause
between each instance.
1.2.2. Teams may have The launch vehicle will carry a No Risk
additional altimeters to total of 6 perfectflite
control vehicle electronics StratoLogger.
and payload
experiment(s).
1.2.4. At the launch field, a Refer to how the launch vehicle Refer to the level of risk
NASA official will obtain will meet requirement 1.2.1 described for requirement
the altitude by listening to 1.2.1
the audible beeps reported
by the official competition,
marked altimeter.
1.2.5. At the launch field, to In each of the electronics bays, No Risk

aid in determination of the each of the barometric altimeters
vehicle’s apogee, all are connected in its own circuit,
audible electronics, except therefore each StratoLogger can
for the official altitude- be removed manually from its
determining altimeter shall power source at any moment when
be capable of being turned necessary.
off.
1.2.6.1. A score of zero for Refer to how the launch vehicle The possibility of the
the altitude portion of the will meet requirement 1.2.1 marked altimeter is
competition is warranted if relatively low, due to the
the official, marked secure build of the 3-D
altimeter is damaged and/or printed electronics bays.
does not report and altitude
via a series of beeps after
the team’s competition
flight.
1.2.6.3 .A score of zero for Refer to how the launch vehicle Numerous calculations
the altitude portion of the will meet requirement 1.2 have been performed to
competition will be determine the projected
warranted if the altimeter apogee of the launch
reports an apogee altitude vehicle, and the risk of

over 5,600 feet AGL. reaching 5,600 feet
1.3. All recovery All batteries used are store bought No risk
electronics shall be being either Duracell Quantum 9
powered by commercially Volt batteries or Amazon brand 9
available batteries. Volt batteries
1.4. The launch vehicle The robust materials of which the The failure of the tested
shall be designed to be rocket is constructed, such as Blue recovery system, with
recoverable and reusable. tube, G10 Fiberglass, and Carbon redundancy for
Reusable is defined as Fiber, coupled with the tested Stratologgers, has a low
being able to launch again recovery system, ensures a safe probability. Therefore risk
on the same day without descent while sustaining little to of the launch vehicle being
repairs or modifications. no damage unrecoverable is quite low.
1.5. The launch vehicle The launch vehicle separates at the The possibility of the
shall have a maximum of interstage into the payload section launch vehicle coming
four (4) independent and the booster stage and these are down in more than four
sections. An independent not tethered together. The payload sections is low, due to the
section is defined as a section then separates into the tested and redundant
section that is either Payload Protection System and the recovery system. The only
tethered to the main vehicle nose cones section which are situation that would allow
or is recovered separately tethered together by half inch more than four
from the main vehicle using kevlar rope connected to a main independent section would
its own parachute. parachute. The booster stage be catastrophic failure, in
separates into the aft parachute which of the sections
section and the motor section become detached or come
which are also tethered by half loose from their tether.
inch kevlar and a main parachute. Thus there is relatively low
This results in exactly four risk of the launch vehicle
sections total, the nose cone breaking this
section, the Payload Protection requirement.
System, the aft parachute section,
and the motor section.
1.6. The The launch vehicle will be No risk

launch vehicle shall be launched with only one motor.
limited to a single stage.
1.9. The launch vehicle Past launch tests have utilized that The probability that the
shall be capable of being 12 volt direct current firing launch vehicle cannot be
launched by a standard 12 system, and have successfully launched, or there is a
volt direct current firing launched circuity error at the launch
system. The firing system pad, is quite low, and
will be provided by the therefore risk is low.
NASA-designated Range
Services Provider.
1.10. The launch vehicle All of the electronics are housed in No risk
shall require no external a 3-D printed electronics bays
circuitry or special ground with their own power source so
support equipment to there is no need for external
initiate launch (other than circuitry.
what is provided by Range
Services).
1.11. The launch vehicle The motor being used is the L- No risk
shall use a commercially 1395 bluestreak which is
available solid motor manufactured by Cesaroni, a
propulsion system using reputable motor manufacturer, and
ammonium perchlorate is based on ammonium
composite propellant perchlorate.
(APCP) which is approved
and certified by the
National
Association of Rocketry
(NAR), Tripoli Rocketry
Association (TRA), and/or
the Canadian Association
of Rocketry (CAR).
1.12.1. The minimum factor The launch vehicle will not No risk
of safety (Burst or Ultimate possess any pressure-based
pressure versus Max system.
Expected Operating
Pressure) shall be 4:1 with
supporting design
documentation included in
all milestone
reviews.
1.13. The total impulse The launch vehicle will utilize a Minimal risk
provided by a College L-1395 Bluestreak motor, and its
and/or University launch total impulse is 4895.4 Newton-
vehicle shall not exceed seconds, which is under the limit
5,120 of 5,120 Newton-seconds
Newton-seconds (L-class).
1.14. The launch vehicle The launch vehicle will have a No risk
shall have a minimum static stability of 4.2579
stability margin of 2.0 at
the point of rail exit.
1.15. The launch vehicle According to the OpenRocket Minimum risk

shall accelerate to a simulations the velocity of the
minimum velocity of 52 fps launch vehicle off the launch rail
at rail exit. is 59 fps which is above the
minimum amount.
1.16.1. The subscale model The subscale consists of the same No risk
should resemble and sections and functions as the full-
perform as similarly as scale but is a separate launch
possible to the full-scale vehicle altogether.
model, however, the full-
scale shall not be used as
the subscale model.
1.16.2. The subscale model The subscale utilized 6 perfectflite No risk

shall carry an altimeter StratoLoggers, the same
capable of reporting the configuration that will be present
model’s apogee altitude. in the full scale. These
StratoLoggers are able to report
the model’s apogee altitude
through a series of beeps as
explained for requirement 1.2.1
1.18. Any structural The only protuberances on the No risk

protuberance on the rocket rocket are the four fiberglass fins,
shall be located aft of the which are located aft of the
burnout center of gravity. burnout center of gravity
1.19.1. The launch vehicle The launch vehicle does not utilize No risk
shall not utilize forward forward canards
canards.
1.19.2. The launch vehicle The launch vehicle’s only motor is No risk
shall not utilize forward the L-1395 Bluestreak, which is
firing motors. not forward firing
1.19.3. The launch vehicle The propellant of the L-1395 is No risk

shall not utilize motors that Bluestreak, and does not expel
expel titanium sponges titanium sponges
(Sparky, Skidmark,
MetalStorm, etc.)
1.19.4. The launch vehicle The L-1395 Bluestreak motor No risk

shall not utilize hybrid which is utilized by the launch
motors. vehicle is not a hybrid motor.
1.19.5. The launch vehicle The final design of the launch No risk
shall not utilize a cluster of vehicle only utilizes one motor
motors.
1.19.6. The launch vehicle The launch vehicle’s motor is No risk

shall not utilize friction contained within a five-grain
fitting for motors. motor casing. The motor is
inserted into the casing, and a cap
which with threads is screwed
unto the bottom of the casing to
secure the motor inside the launch
vehicle
1.19.7. The launch vehicle The launch vehicle has a There is no way for the
shall not exceed Mach 1 at maximum velocity of 200 meters launch vehicle to exceed
any point during flight. per second which does not exceed its maximum velocity of
mach 1 (343 meters per second) at 200 meters per second, and
any point during the flight thus the risk for the launch
vehicle to reach 343 meters
per second is extremely
low
1.19.8. Vehicle ballast shall The ballast, 1500 grams in the The ballast is even
not exceed 10% of the total nose cone, is not 10 % of the total distributed in such a way
weight of the rocket. weight of the launch vehicle that the balance of the
rocket is preserved.
2.1. The launch vehicle Our booster and payload sections There is little possibility
shall stage the deployment will each deploy an 18 inch that the parachute system
of its recovery devices, drogue at apogee and, a 66 inch of the rocket will all fail to
where a drogue parachute is diameter main chute and a 60 inch deploy, due to the
deployed at apogee and a diameter main chute respectively, redundancy of charges, e-
main parachute is deployed at 500 feet and 300 feet matches, and altimeters.
at a much lower altitude. respectively. Thus, there is a relatively
Tumble recovery or small amount of risk
streamer recovery from involved in the recovery
apogee to main parachute devices.
deployment is also
permissible, provided that
kinetic energy during
drogue-stage descent is
reasonable, as deemed by
the Range Safety Officer.
2.3. At landing, each The maximum kinetic energy of The maximum kinetic
independent sections of the any one of the independent energy of any of the
launch vehicle shall have a sections of the launch vehicle at sections is only 71.7 ft-lbs
maximum kinetic energy of landing is 71.7 ft-lbs if all of the parachute
75 ft-lbs. deploy, and thus, since the
chance that failure of all
the parachutes occur is
low, the probability that
the sections exceed the
maximum kinetic energy
of 75 ft-lbs is also low.
2.4. The recovery system The recovery system has its own No risk
electrical circuits shall be circuits housed in two three
completely independent of dimensional printed electronics
any payload electrical bay independent of the payload
circuits.
2.5. The recovery system The booster stage electronics bay No risk
shall contain redundant, contains four Perfectflite
commercially available StratoLoggers and the payload
altimeters. The term section contains two Perfectflite
“altimeters” includes both StratoLoggers which are
simple altimeters and more commercially available altimeters.
sophisticated flight This allows for two dual
computers. deployment altimeters for each
separation of event. This
redundancy is further explained in
Section 3.3.3
2.6. Motor ejection is not a The L1395 Bluestreak Motor will No risk
permissible form of not be ejected from the launch
primary or secondary vehicle
deployment.
2.7. Each altimeter shall be Each altimeter is armed by armed No risk

armed by a dedicated by a double-pole double through
arming switch that is key switch, whose keys will be
accessible from the exterior removed prior to launch to arm the
of the rocket airframe when altimeters
the rocket is in the launch
configuration on the launch
pad
2.8. Each altimeter shall Each altimeter will be powered by No risk

have a dedicated power an external 9 Volt battery.
supply.
2.9. Each arming switch The arming switch will be consist No risk
shall be capable of being of a locking rotary switch .
locked in the ON position
for launch.
2.10. Removable shear pins Our design has removable 2-56 No risk
shall be used for both the shear screws used for the drogue
main parachute parachute compartments and the
compartment and the main parachute compartments
drogue parachute
compartment.
2.11. An electronic tracking The launch vehicle will contain a No risk

device shall be installed in BigRedBee GPS that will transmit
the launch vehicle and shall the the location to a ground
transmit the position receiver
of the tethered vehicle or
any independent section to
a ground receiver.
2.11.1. Any rocket section, The Payload section contains a No risk

or payload component, XBee while the Motor section
which lands untethered to houses a BigRedBee
the launch vehicle,
shall also carry an active
electronic tracking device.
2.12. The recovery system The electronics bays are Due to the measures taken
electronics shall not be adequately shielded from other on- to prevent interference, in
adversely affected by any board electronic devices during the faraday cages and the
other on-board electronic flight. There are faraday cages maximization of distance
devices during flight (from surrounding the Stratologgers, and between sections, the risk
launch until landing). the distance between the of interference has been
Stratologgers and the telemetry markedly decreased. Little
electronics has been maximized, to no interference should
to minimize all interference that be experienced.
the devices experience from each
other
2.12.1. The recovery Our design has each recovery Same rationale as in
system altimeters shall be system altimeter physically requirement 2.12
physically located in a separated from all other radio
separate compartment transmitting/magnetic wave
within producing devices with their
the vehicle from any other respective compartments
radio frequency
transmitting device and/or

magnetic wave producing
device.
2.12.4. The recovery There are faraday cages Same rationale as in

system electronics shall be surrounding the altimeters to requirement 2.12
shielded from any other shield them from any interference
onboard devices which may from the telemetry electronics
adversely affect the proper
operation of the recovery
system electronics
3.1.5. Integrity of Design
Bulkheads
The bulkheads on both sides of the electronics bays are constructed from ¼ MIL-P-6070
Aircraft Mahogany Plywood. The bulkhead for the main parachute holds a ⅜ inch -
13 black oxide steel hoist ring, and is secured with flexloc locknuts and washers on each
size. The 360 degree swivel capability of the ring allows for a better distribution of stress.
To make sure that the bulkhead does not break during deployment, 2 inch washers placed
between the bottom lock nuts and the bulkhead will make sure the load is evenly
distributed across the bulkhead.
Hoist Ring
We concluded that it was integral that the launch vehicle be able to handle a main
parachute deployment in the event that the drogue does not deploy. However, this would
only happen once at most, meaning that washers and hoist ring yielding along with
splintered plywood would be acceptable. The system needs only to ensure the protection
of people as opposed to the launch vehicle itself. We decided to use a ⅜ inch - 13 black
oxide forged steel hoist ring to hold the main parachute during deployment.
To simulate the load on the hoist ring, and check the bearing load applied to a bulkhead,
we ran a FEA simulation within SOLIDWORKS to see if the 2 inch washer size would
be enough, and it was successful.
Maximum Force
𝑚
Main for payload is .762 m radius: Cd = 2.2
𝑠
𝑚
Main for booster is .8382 m radius: Cd = 2.2
𝑠
𝑚
Payload VTerminal = 22.38
𝑠
𝑚
Booster VTerminal = 26.265
𝑠
𝑚 𝑘𝑔 𝑚 2
2.2 ∗ 1.225 3 ∗ 𝜋 ∗ (. 762𝑚)2 ∗ (24.384 )
𝐹𝐷𝑝𝑎𝑦𝑙𝑜𝑎𝑑 = 𝑠 𝑚 𝑠
2
= 1461.50 (𝑘𝑔 ∗ 𝑚)/𝑠^2 )
1 𝑙𝑏𝑓
1461.50 𝑁 ∗ = 328.56 𝑙𝑏𝑓
4.448 𝑁
𝑚 𝑘𝑔 𝑚 2
∗ 1.225 3 ∗ 𝜋 ∗ (. 8382𝑚)2 ∗ (27.432 )
2.2
𝐹𝐷𝑏𝑜𝑜𝑠𝑡𝑒𝑟 = 𝑠 𝑚 𝑠
2
= 2238.15 (𝑘𝑔 ∗ 𝑚)/𝑠 2 )
1 𝑙𝑏𝑓
2238.15 𝑁 ∗ = 503.16 𝑙𝑏𝑓
4.448 𝑁
The maximum force experienced by the Payload Section of the launch vehicle is 276.77
lbf, and the maximum force experienced by the Booster Section of the launch vehicle is
461.26 lbf.
Adhesives
The adhesive that we are using the most is loctite epoxy, which is rated to around 3600
psi. It’s used to solidify the side of bulkhead to the interior of the Blue Tube, to attach
each fin to the centering ring, to attach the side of the centering ring to the inside of the
Blue Tube and to attach the Blue Tubes to one another. We are confident that the
adhesive is more than strong enough to ensure the proper attachment of the bulkhead and
Blue Tube as there will be a thorough covering.
Our second adhesive was G5000 Rocketpoxy, which was used to secure the 4 fins to each
fin slot of the Blue Tube. We decided to use G5000 Rocketpoxy because it’s rated to
3600 psi and it is crucial that we keep the fins secure and immobile as much as possible
throughout flight to minimize vibration and movement.
Our last adhesive was J-B Weld steel reinforced epoxy, which was used to epoxy the
motor tube cap to the Blue Tube that would house the launch vehicle. Since the cap is
made of metal, we chose to use steel reinforced epoxy to properly secure the cap as it is
rated for approximately 400 psi and designed for use on metal.
We chose to have a launch vehicle with 4 fins instead of 3 to maximize stability since we
wanted the launch vehicle to be excessively stable. It is important that the payload is
shielded to reduce the effects of vibrations as much as possible on the launch vehicle’s
ascent so as to minimize the force on the payload. Had we used 3 fins, our overall mass
would indeed be slightly less, but the launch vehicle would be more prone to wobbling on
the ascent, which could potentially compromise the whole mission. Additionally, the
extra math is insignificant in comparison to the added benefits. From a design
perspective, it is also easier to accurately position 4 fins with 90 degrees between each as
opposed to 3 fins with 120 degrees between each.
Final Mass
The final mass of the launch vehicle is 20.8 kilograms. The mass of the individual
components and subsystems of the launch vehicle are broken down and described in
Section 3.4.1.
 Payload Section
o Nose cone
o PPS
 Booster Stage
o Aft Parachute Subsystem
o Motor section
 Proper use of materials in fins, bulkheads, and structural elements

 Sufficient motor mounting and retention
 Estimate the final mass of launch vehicle, as well as its subsystems.

The total mass of the launch vehicle is kilograms.
3.2. Subscale Flight Results

3.2.1. Flight Data
3.2.1.1. Subscale Launch One (RED 1)
In the payload section electronics bay of the launch vehicle were two PerfectFlight CF
StratoLoggers and four of the same StratoLoggers in the motor section electronics bay,
all taking data on time, altitude, temperature, and voltage. The data on altitude and time
for one StratoLogger in each launch vehicle electronics bay sections is shown below. The
data for all corresponding StratoLoggers were near identical to those shown below.
Figure 21: Payload Stratalogger Data
Figure 22: Motor Stratalogger Data
These charts indicate that the two sections fell quite differently when both should
have fallen similarly. Both start out similarly, climbing to apogee just short of
3000 feet in about 14 seconds, each peaking at 2911 feet at 14.40 seconds and
2909 feet at 14.10 seconds respectively. At this point, everything has gone as
planned and as seen in the simulations, discussed below in section 3.2.3, which
predicted an apogee of 3028 feet. The subscale reached an actual apogee that was
approximately 80 feet less than predicted, which can be explained by slight
variations in the wind on launch day.
After apogee, the two sections of the launch vehicle began to fall under drogue
parachutes. Using the voltage data from the Motor Section StratoLoggers, which
were connected to both drogue parachutes, it can be seen that there is a voltage
drop of about 0.20 volts at about 14.20 seconds, confirming the payload drogue
parachute deployed, and a drop of 0.10 volts at about 15.20 seconds, confirming
the Motor Section drogue parachute deployed exactly 1 second after the payload
drogue.
The payload StratoLogger then records a decrease in slope, or decrease in descent

velocity at about 50 seconds, where the main parachute should go off. It is also
confirmed that the main parachute for the payload section deployed as the payload
StratoLogger’s show a 0.10 voltage drop at about 52.00 seconds. However, the
graphs from the Motor Section StratoLoggers show no such decreases in descent
velocity and similarly, the voltage data shows no drop indicating the charge to
deploy the main parachute for the Motor Section did not go off. This was
confirmed visually as we did not observe the main parachute deploy and further
analysis of the electronics bay found the error to be an incorrect wiring of the
igniter. Further visual inspection of the launch vehicle revealed this to be the only
error and that the Motor Section had not been extensively damaged, so we
decided to make the repairs and launch again. The second launch data is below
and was used for the majority of the analysis as the second launch went exactly as
planned.
3.2.1.2. Subscale Launch Two (RED 2)
In the electronics bay housed in the Payload Section of the launch vehicle, there
were two PerfectFlight CF StratoLoggers taking data. The data recorded was
limited to temperature, altitude, time, and voltage. The data for the altitude versus
time from both StratoLoggers are shown below.
Figure 23: Payload StratoLoggers 1 Data

Figure 24: Payload StratoLogger 2 Data
The uniformity of the graphs above indicates that all four of these StratoLoggers
functioned correctly and that their data is valid for analysis. This also indicates
that our electronics bay design’s redundancies worked well since the redundant
StratoLoggers measured near identical data. In addition, the wiring design and
battery setup worked as planned under the stresses of launch.
The altitude data from the first StratoLogger in the Payload Section recorded a
maximum of 2710 feet. However, around this time the altitude was fluctuating up
and down for around 21 data points between 13.9 and 14.9 seconds. This could be
due to the strong wind conditions of the day pulling on the drogue parachute
affecting the launch vehicle altitude. The wind conditions on launch day were
around 19.6 meters per second. Another possibility is the imprecision in the
StratoLogger’s ability to take data with precision and accuracy past two
significant digits. We used an average of these 21 data points over the 1 second
time interval to account for the fluctuations. This analysis shows an apogee about
2660 feet with a standard deviation of about 20. The second StratoLogger in the
payload electronics bay recorded a maximum altitude of 2713 feet. This again had
a similar fluctuation of altitudes between the time period and data points. An
average gives an apogee of about 2660 feet with a standard deviation close to 20.
This apogee is about 50 feet below that predicted in the simulation shown in
section 3.2.3 below. This is fairly close, yet the discrepancy can most likely be
explained by the fact that in the simulation the wind was held constant at about 20
miles per hour yet in reality the wind was gusting and could have pushed the
launch vehicle to an angle slightly more than the predicted 10 degrees as outlined
below in section 3.2.3.
The voltage readings from these StratoLoggers also indicated the times when the
parachutes were deployed as the voltage in the battery would momentarily
decrease as the charge is set off. The data for the drogue parachute for the payload
section of the launch vehicle will be discussed later as the batteries that set off the
charge for this separation were housed in the motor section. For the main
parachute for the payload section, both StratoLoggers were connected to the
battery that set this off and both collected data on when the parachute was
deployed. In the first StratoLogger the voltage drops from 9.2 volts to 9.0 volts at
42.15 seconds, indicating the parachute deployed then. In the second
StratoLogger the voltage again drops from 9.2 volts to 9.0 volts at 42.15 seconds
and confirms that the main parachute in the payload section was deployed at
42.15 seconds after launch.
In the electronics bay from the motor section of the launch vehicle there were
PerfectFlight CF StratoLoggers. These StratoLoggers took data on time, altitude,
and voltage. Graphs comparing the data for the four StratoLoggers is shown
below.
Figure 25: Motor Section StrataLogger 1

Figure 26: Motor Section 2 StratoLogger
Figure 27: Motor Section StratoLogger 3

Figure 28: Motor Section StratoLogger 4
The uniformity of the graphs above indicates that all four of these StratoLoggers
functioned correctly and that their data is valid for analysis. This also indicates
that our electronics bay design of having the redundancies worked well given the
redundant StratoLoggers measured near identical data. In addition, the wiring
design and battery setup worked as planned under the stresses of launch.
The StratoLoggers in the motor section did not have the same problem of
fluctuation at apogee leaving the data for apogee a smooth curve with a distinct
maximum value. For the first StratoLogger, this peak occurred at 13.45 seconds
and indicated an altitude of 2614 feet. In the second StratoLogger the peak
occurred at 13.50 seconds and indicated an altitude of 2610 feet. The third
StratoLogger also peaked at 13.50 seconds with an indicated altitude of 2611 feet.
The fourth StratoLogger peaked again at 13.50 seconds with an indicated altitude
of 2610 feet. An average of these altitudes indicates an apogee of 2611.25 feet
with a standard deviation of 1.89 feet. This was also below the simulated height of
2710 feet. This section was about 100 feet below the simulation whereas the
payload section hit apogee 50 feet above the motor section. These discrepancies
can be explained by again the fact that the wind was gusting rather than constant
compounded with the fact that at the time of apogee, about 13.5 seconds, is also
the time that the first charge went off separating the motor and payload sections,
deploying the payload section’s drogue, and the force of the charge could have
pushed the two sections apart a measureable altitude.
For the parachute deployment times, these 4 StratoLoggers were connected to the
drogue parachutes for both sections of the launch vehicle. StratoLoggers 2 and 3
were connected to the drogue for the payload section. StratoLogger 2 indicated a
drop of 0.5 volts at 13.40 seconds and StratoLogger 3 indicated a drop of 0.1 volts
at 13.45 seconds for an indication that the payload drogue parachute deployed at
about 13.425 seconds after launch. StratoLoggers 1 and 4 were connected to the
drogue parachute for the motor section. StratoLogger 1 indicated a voltage drop
of 0.2 volts at 14.40 seconds and StratoLogger 4 indicated a drop of 0.4 volts at
14.50 seconds for an indicated motor section drogue deployment of about 14.45s.
This was exactly as expected since we programed a 1 second delay between when
the payload drogue parachute went off and the motor section drogue parachute
went off as indicated by the difference in 13.425 seconds for the payload section
and 14.45 seconds for the motor section.
Visual observation of the launch indicated that this system of having a delay
works best, despite the inclusion of an interstage separation to give more
horizontal distance between the payload and motor sections. It was observed that
with the 1 second delay, the mechanics worked perfectly and gave adequate
vertical distance between sections of the launch vehicle such that the drogue
parachutes did not tangle. The horizontal separation alone from adding the
interstage was not sufficient to avoid getting tangled given the volatile weather
conditions.
This also explains why the motor section had a smooth apogee curve while the
payload section had an apogee curve that varied up and down greatly, as apogee
occurred at about 14 seconds for the payload section, which was after its drogue
parachute deployed. The motor section reached apogee at 13.50 seconds, which
was before its parachute deployed. In addition, StratoLoggers 1 and 4 were
connected to the batteries that set off the charge for the main parachute.
StratoLogger 1 indicated a voltage drop of 0.6 volts at 46.50 seconds and
StratoLogger 4 indicated a drop of 0.7 volts at 46.55 seconds for an overall
indication that the main parachute in the motor section deployed about 46.525
seconds after launch.
Overall, the data from the StratoLoggers and visual observation indicates this
launch worked exactly as planned, with apogee slightly below simulated, drogue
parachutes deploying at the set 1 second interval, the main parachutes deploying
as planned, and the launch vehicle landed safely. A visual inspection of the launch
vehicle after recovery indicated that there was little to no damage to the launch
vehicle and confirmed that the recovery system worked as planned.
3.2.2. Scaling Factors
The preliminary design of the final launch vehicle was scaled down by a third to create
the design of the subscale launch vehicle. The figure below shows this initial design of
the final full scale launch vehicle.
Figure 29: OpenRocket Fullscale Design
This design of the final launch vehicle has a diameter of 6 inches, and so the subscale
launch vehicle was set to a diameter of 4 inches. The length of the full scale launch
vehicle is 134 inches, which sets the length of the subscale of the launch vehicle to 90
inches. This was extended slightly due to the removal of the mass at the top of the launch
vehicle, which was added there to increase stability, resulting in the final length of the
subscale being set to 102 inches in length. This was done to ensure that the stability value
of the subscale was close to the value for the full scale design. This subscale design is
shown in the figure below.
Figure 30: OpenRocket Subscale Design
The size changes were made to increase the factor of safety when testing the design since
the subscale launch vehicle is smaller. This allows us to more safely test our experimental
ejection system for drogue parachutes where one of the drogues is released later than the
first through the use of an inner tube on one side of the separation. This inner tube was
also downsized by a third. The stability in the initial design of the full scale was 4.47 cal
and the stability of the subscale design was 5.3 cal. These values must be similar to test
the stability of the final design since the value is not dependent on individual dimensions,
but on the design as a whole.
The parachutes within the subscale launch vehicle were downsized by approximately a
third from the full scale launch vehicle design to optimize drag and drift for this size
launch vehicle since it goes to a lesser height. The initial full scale design had two 60
inch Iris main parachutes with 2.20 drag coefficients and two 24 inch drogue parachutes
with 1.5 drag coefficients. Based on this, the subscale should have main parachutes with
40 inch diameters and drogue parachutes with 16 inch diameters. Since these specific
sizes do not exist without custom design parachutes, we began testing simulations with
existing parachutes close to that size. The parachutes on the subscale launch vehicle were
increased to two 48 inch Iris main parachutes, one for the motor section of the launch
vehicle and one for the payload section of the launch vehicle, and two 15 inch drogue
parachutes for the same sections. The drogue and main parachutes on the subscale have
the same drag coefficients as the parachutes on full scale launch vehicle. The result of
this is that the subscale design can more accurately represent the behavior of the final
design. The sizes of the parachutes on the full scale design have since changed slightly
due to knowledge gained during the subscale testing period. However, the drag
coefficients have not changed, so the information gained from the subscale is still
accurate to the newer design.
In order to ensure similar aerodynamic effects on the full scale vehicle, the motor for the
subscale was selected to give the subscale a similar Reynold’s number to that of the full
scale. The Reynold’s number is the relationship between the inertial forces of the launch
vehicle and the aerodynamic forces due to viscosity. Similar Reynold’s numbers indicate
similar aerodynamic characteristics of flow over an object. Since our subscale and full -
scale had roughy similar stability ratios, and flows with similar properties off the launch
pad, we can conclude that the flights will have similar profiles under similar weather
conditions.
3.2.3. Launch Day Conditions
This subscale had two launches over the course of this subscale testing period. The first
launch was in Bridgeton, New Jersey on November 19, 2016. On this day, the wind
conditions at the launch site at launch were recorded to be about 11 mph. In accordance
with this, the launch vehicle was launched at an angle of approximately 5 degrees into the
wind. Below is a simulation of the launch day and conditions.
Figure 31: Subscale 1 Flight Data
In this simulation, the apogee was predicted to be 3028 ft. This is close to the value
shown above in Flight Data for that date. On this date, the launch was partially
successful. The main parachute in the upper section did not deploy due to a short in the
StratoLogger system connected to the parachute. This day was clear with minimal cloud
cover, so the entire path of the launch vehicle was seen. The path followed by the launch
vehicle, according to visual data, was approximately the predicted path simulated for the
weather conditions.
The second launch was in Berwick, Maine on December 3, 2016. On this day, the wind
conditions at the launch site at launch were recorded to be about 19.6 mph. In accordance
with this, the launch vehicle was launched at an angle of approximately 10 degrees into
the wind. Below is a simulation of this launch day and conditions.
Figure 32: Subscale 2 Flight Data
In this simulation, the apogee was predicted to 2710 ft. This is close to the value shown
above in Flight Data for that date. On this date, the rocket launch was fully successful and
all parachutes came out as planned. This day was clear with minimal cloud cover, so the
entire path of the launch vehicle was seen. The path followed by the launch vehicle,
according to visual data, was the approximately the predicted path simulated for the
weather conditions.
3.2.4. Subscale Analysis
Perform an analysis of the subscale flight.
 Compare the predicted flight model to the actual flight data. Discuss the results.
 Discuss any error between actual and predicted flight data.
 Estimate the drag coefficient of full scale rocket with subscale data.
New Jersey:
Figure 33: Subscale 1 Analysis
Figure 34: Payload StratoLogger Data for Subscale 1

Figure 35: Motor StratoLogger Data Subscale 1
The data from the flight matches the simulation accurately. The predicted apogee of the
launch vehicle was slightly over 3000 feet and the actual apogee, obtained from the
StratoLogger data, shows that the launch vehicle reached its apogee at slightly under
3000 feet. OpenRocket simulations tend to overestimate, therefore this actual apogee for
the launch is reasonable. At the apogee the drogue parachutes deployed just as in the
simulation. The motor stage altitude does not slow down to a lower terminal velocity in
the graph of the data obtained from the StratoLoggers in the motor stage. The simulation
shows the motor stage slowing down due to the deployment of the parachute. The main
parachute on the motor stage did not deploy and this is reflected in the flight data
obtained. This explains the discrepancy between the simulation and the observed data.
Berwick Maine:
Figure 36: Subscale 2 Analysis
In Berwick Maine data shows an apogee of round 2700 feet with the launch day
conditions described in the above section. The drogue parachutes are shown to deploy at
apogee shown by the spike in vertical acceleration very close to apogee. The main
parachutes deployed between 650 and 700 feet in the simulation as shown by the jump in
vertical acceleration in green at this point. This is very similar to data taken by the
Perfectflite Stratologgers.
Figure 37: Subscale 2 Payload StratoLogger Data

Figure 38: Subscale 2 Motor Section StratoLogger 1 Data
Figure 39: Subscale 2 Motor Parachute StratoLogger Data

Figure 40: Subscale 2 Drogue Parachute Stratologger Data
Figure 41: Subscale 2 Payload Section Main Parachute Data
The data from the flight shows the apogee of around 2660 feet which is comparable to the
predicted 2700 shown in the OpenRocket flight simulations. The launch vehicle flew as
predicted up to the apogee and the drogue parachutes deployed from both sections
smoothly. The main parachutes for the motor stage and the payload stage both deployed
around 600 feet, which closely matches the simulations shown in OpenRocket. The main
parachutes deployed at this point because the attached stages begin to descend at a slower
rate. In addition, the events of separation can be seen in the voltage drops in the battery as
the StratoLogger discharge a large current in order to ignite the e-matches and charges
causing the events. The deployment of the drogue parachutes can be seen by the drop in
voltage in the graph of drogue parachute voltage around 18 seconds which is very close
to what the flight simulation showed for that that day. The deployment of the main
parachutes can be seen around between 40 and 50 second using the voltage graphs for
both the motor stage and payload section. While the voltages are dropping slightly during
the separation events where the charges are ignited it does not drop even close to the
brown out voltage of four volts for the StratoLoggers. The lowest voltage recorded by the
StratoLoggers was 8.8 volts which was well above 4 volts. Therefore this validated that
our electronics are working properly and there are no shorts in the circuits.
The drag coefficient was estimated to be similar to the subscale launch vehicle
due to a phenomenon called flow similarity. Since both designs maintain near similar
geometric shape, the streamline patterns created along the body of the launch vehicle are
also geometrically similar. Through the Buckingham Pi Theorem, which relates the
density of the fluid flowing past the launch vehicle body (𝜚), the velocity of the fluid (v),
the characteristic linear dimension (L), and the dynamic viscosity (𝜇), the Reynolds
number can be derived and detailed in equation below,
𝑅𝑒 = 𝜚vL/ 𝜇
Reynolds number, the ratio between inertia force and viscous force, would be used to
characterize the behavior of the flow, whether it is turbulent, laminar, or in transition. The
drag coefficient can then be related by equating the velocity of the fluid flowing past the
launch vehicle through the following equation,
1
𝐷 = 𝑚𝑔 = 𝜚𝐴𝐶𝐷 𝑣 2
2
Figure 42 and Figure 43 plot the Reynolds number against the time of flight of both the
subscale and the full scale. While the maximum Reynolds numbers differ by 100%, they
share the same flight profile, ultimately suggesting that the two share a common ratio,
which is ultimately bolstered by the Buckingham Pi Theorem and flow similarity.
Figure 42: Reynolds Number vs. Time of Subscale Flight
Figure 43: Reynolds Number vs. Time of Fullscale Flight
3.2.5. Impact on Fullscale Design
Based on the building process and flight of our subscale launch vehicle we were able to
make improvements to the design of our full scale launch vehicle. The team plans on
making some changes to the internal organization of the launch vehicle. The electronics
bay was redesigned. One of the main changes was designed the e-bay to use more tunnels
to run wire from one end to the other over channels to improve handling and reduce wire
pulling. Another change was to lessen the stress on the wires by reducing the size of the
electronics bay. There is now a designated spot for the transmitter, as is was not in our
subscale electronics bay. The materials used for the e-bay will be improved. The
electronics bay will be printed with all ABS plastic. This is because the PLA was too soft.
The battery holders will be made of laser cut word over 3D printing them because wood
is lighter.
Through building the subscale launch vehicle we discovered a need for more precision.
One place where this need was apparent was in cutting the blue tube for the subscale
design. While cutting the Blue tube for our subscale the team used cutting equipment that
led to crooked or uneven cuts. This led to messy seems in the launch vehicle. For our full
scale launch vehicle a miter saw will be used in order to have cleaner cuts and straight
seams, leading to a more efficient launch vehicle with less drag. The fins of the subscale
had a similar problem so the team used more precise cutting equipment for the fins of the
full scale. The team could cut the fins with a waterjet leading to increased precision.
Also, the fin attachment method was improved through the subscale design. The team
will use tape to ensure that JB weld does not go everywhere and use tongue depressors to
smooth it out allowing a precise fillet.
The team will also be keeping the final launch vehicle more organized using colors and
arrows. All the wiring will be color coded in the electronics bays so that it is
comprehensible to all team members and easier to check. The inside of the tubing will
also be color coded to allow for easier assembly. Tubes and couplers that go together will
be colored the same with arrows to indicate which side is up.
Over all we have been able to learn from our experience with the subscale. We have
implemented changes and the full scale launch vehicle will be better because of it.
3.2.6. PDR Action Items
One of the main issues that the team must fix for the full scale is distance that the launch
vehicle is set to drift. In our drift calculations for PDR, we used the assumption that in
windy conditions, the launch rail will be angled into the wind, then drifts accordingly
after cocking into the wind and deploying drogue parachutes at apogee and the main
parachutes for both sections between 700 and 400 feet depending on conditions and the
strength of the wind. We have made the correction, according to NASA’s
recommendations on proper convention, to make our maximum drift calculations with the
assumptions that the launch vehicle fires straight up with no wind and then drifts from
apogee under the force of 20 mile per hour winds. With the assumptions made for PDR,
and under maximum wind conditions of 20 miles per hour, we calculated the payload
lateral drift distance to be 1555.5 feet and the motor section lateral drift to be 1609.9 feet.
NASA’s correction informed us that our drift calculations under the proper assumptions
would make the launch vehicle sections drift up to 3284 ft with an airtime 112 seconds.
While there is adequate redundancy with ejection electronics, there is no redundancy in

the ejection charges themselves. There are two StratoLoggers for each separation and
there is an electric match attached to each StratoLogger. Both e-matches were attached to
a single ejection charge, in the form of black powder, on the top and bottom of the
bulkheads enclosing the electronics bay. This provided redundancy in the firing of the
single charge. It was called to our attention that one charge may not be enough to
separate the tubes during the separation events. Therefore, in line with NASA’s
suggestions, we are adding a second ejection charge on top of each bulkhead that triggers
a separation event. This addition of a second charge will ensure that the sections of the
launch vehicle will separate. Adding second charges will yield no structural damage
because the sections separate at a certain pressure and all additional pressure produced
from a second charge will push into the open atmosphere and not rupture or damage any
part of the launch vehicle. Therefore, there are only benefits to including additional
charges for each event.
Another concern that needed to addressed is the issue that the placement of the bulkhead
that prevents the payload main parachute from being pushed back into the nosecone. The
position of the bulkhead will be placed flush with the end of the nose cone so that it
prevents the payload section main parachute from getting stuck inside the nose cone
preventing it from deploying.
NASA believed that our drogue system was an over complication, but through testing we
have found that it is necessary. Our deployment system at apogee as described in PDR
had the payload drogue parachute deploying, then one second later the motor section
drogue parachute deployed. The motor section drogue parachute will be housed in a
separate container so that it can deploy after the payload section drogue parachute. This is
an attempt to stop the payload section and motor section drogue parachutes from tangling
which is a problem with having two parachutes being released from the same area. The
delay in firing charges and parachute deployment gives the sections time to distance
themselves from each other so they do not tangle and can come down safely. In our
November 19th launch, the drogue parachutes visibly began to tangle and then untangled.
NASA made the argument that the pressure causing the separation would push the motor
and payload sections far enough away from each other with a speed that would prevent
the drogue parachutes from tangling with each other. But this is not what was seen during
the test launches. The launched were evidence enough for the team to validate the need
for our delayed deployment system.
A minor detail that we also need to make sure the electronics have power from the
batteries. The batteries need to be all face down so that it holds connection through the
liftoff and does not become detached due the large forces experienced during liftoff.
Our team thought it was a point of concern to have a launch vehicle with static stability
margin off the launch pad of 5.2 cal for the subscale launch vehicle. This is rather high,
but NASA expressed that they would like a higher static margin of stability than normal
and that they appreciate overstable launch vehicle. For the full scale the stability will be a
bit lower than the subscale yet still considered slightly overstable. The full scale with
have a static margin of stability of 4.257 cal. This will still make the launch vehicle more
than stable and will produce a safe and straight flight.
3.3. Recovery Subsystem

3.3.1. Final Recovery Alternatives Chosen
Interstage System
The interstage system of the rocket deploys two 18 inch drogues after initial separation at
apogee. The main problem concerning this event is that the drogues deploy directly into
each other upon separation. To circumvent this problem, a radial parachute deployment
system was explored. However, the chosen design decision features an interstage, which
is composed of a smaller in diameter Blue Tube body tube to house one of the 18 inch
drogues. This interstage is housed in the Aft parachute subsystem of the rocket, and faces
the opposing compartment of the Payload Protection system, which houses the other 18
inch drogue. Upon the separation at apogee, the Booster Stage and the Payload section
will be separated, and the 18 inch drogue tethered to the Payload section will deploy. The
other drogue, housed inside the smaller diameter blue tube, shielded from the ejection by
a bulkhead fitted to cap the blue tube, will be deployed 1 second after the initial
separation. Another charge is ignited after this one second delay, removing the bulkhead
cap, which is tethered to the drogue cord, releasing the Booster stage drogue parachute.
At 500 feet, the Booster stage separates into the Aft Parachute subsystem and the Motor
section, releasing the 66 inch main parachute attached to a hoist ring. At 300 feet, the
Payload section separates into the Payload Protection System and the Nose Cone,
releasing the 60 inch main parachute.
The final interstage design has been chosen due to its ability to provide adequate distance
between the two separated sections before the full deployment of their respective drogue
parachutes. If no such system were in place, the drogues would most likely tangle during
their descent. The interstage system has been tested in the subscale launches that NU
AIAA have performed, and they have provided ample distance before full drogue
deployment, resulting in no drogues tangling, and successful recoveries. A viable
alternative which NU AIAA has explored is the radial ejected drogue parachute, yet the
interstage system has been tested in NU AIAA’s history and thus is a more reliable
option that this untested recovery system. The successful subscale recoveries, due to the
presence of this interstage system, have cemented the delayed deployment of one of the
drogues in a separate compartment as the best alternative for the drogue deployment
system.
The drogue parachute could have been made larger than 18 inches. This would reduce the
terminal velocity of the launch vehicle from apogee until the deployment of the main
parachutes. However, this would increase the drift of the launch vehicle over the
allowable amount. We went with the 18 inch drogue parachutes on both the motor section
and the payload section because it reduced the terminal velocity to a value under 20 feet
per second, while also keeping the lateral drift within the allowable amount.
We could release the main parachute above the 500 and 300 feet but it would markedly
increase the drift. These parachute diameters are precisely calculated to enable the launch
vehicle to descend within the 2500 feet of drift under the worst-possible conditions.
3.3.2. Describe Subsystem Components
Main Parachutes
Figure 44: Fruity Chutes Iris Chute
Table 5: Fruity Chutes Mains

Manufacturer Fruity Chutes
Diameter 60 inches for Payload SEction Main, 66 inches for Booster Stage Main
Type Elliptical
Drag Constant 2.2
Rating 2.2lb @ 20fps
Material Rip-Stop Nylon
The main parachutes are both Iris Ultra Light Parachutes. The parachute for the payload
section has a 60 inch diameter, and has a a rating of descent of 15 feet per second with an
11 lb weight. The main parachute for the booster section has a 66 inch diameter, and has
a rating of descent of 15 feet per second with a 13.6 lb weight, as the booster section is
more massive.
Drogue Parachutes
Table 6: Fruity Chutes Drogues

Manufacturer Fruity Chutes
Diameter 24 inches
Type Elliptical
Drag Constant 1.5
Rating 2.2lb @ 20fps
Material Rip-Stop Nylon
The drogues that will be ejected from the launch vehicle will be purchased from Fruity
Chutes. Both drogues will be 18 inches in diameter and will be elliptical chutes. Both
drogue parachutes are rated for Mid Power launch vehicles or High Power launch
vehicles. The drogues are made of 1.1 oz rip-stop nylon with nylon shroud lines rated to
220 lb, and swivels rated to 1000 lb and rated for 1.2 lb at 20 fps.
Bulkheads
Bulkheads will be made out of ¼ inch thick Mil-P-6070 aircraft mahogany plywood. The
bulkhead for the Interstage Section has a diameter of 3.763 inches. The other bulkheads
have a diameter of 5.883 inches. The full material specifications of the plywood, are
described in Table 2.
Hoist Rings
Table 7: Hoist Rings
Table 8: Hoist Rings

Material Steel
Finish Black Oxide

Vertical Capacity 2,500 pounds
Movement 180° Pivot and 360° Swivel
The two main parachutes will be connected to their bulkheads by ⅜ inch - 13 black oxide
forged steel hoist rings. These hoist rings resist the angular stresses that would comprise
the structural integrity of a traditional eyebolt, due to its ability to pivot and swivel when
encountering the forces produced by the swaying load that the main parachutes hold
during their descent. The hoist ring is also discussed in Section 3.1.2.3.
Eyebolt
Table 9: Eyebolt
The drogue parachutes will be connected to their bulkheads through a ¼ inch - 20

Eyebolt. These eye bolts have a vertical capacity of 500 pounds.
Kevlar Cords
The main parachutes are each connected to a 40 inch long ½ inch thick kevlar shock cord.
The drogue parachutes are each connected to a 15 inch long ½ inch thick shock cord.
At apogee, we are deploying two 18 inch Compact Elliptical Parachutes from Fruity
Chutes, which is rated to fall at 20 feet per second with a 1.2 lb weight.
⅜ inch - 13 black oxide forged steel hoist ring for main

Standard I-Bolt for drogues
40 inch long ½ inch thick shock cord for mains
15 inch long ½ inch thick shock cord for drogue
3.3.3. Redundant Recovery Electrical System
There are two instances of the separation for the launch vehicle. The first separation
occurs at apogee at the interstage of the launch vehicle. This separation is caused by two
separate charges on the bulkhead, in case one charge is not ignited. One charge is enough
to pressurize the area inside the launch vehicle and initiate separation, so the redundancy
comes from having two charges at each point of separation. Each charge is fired using
one e-match which will be attached to it’s own perfectflite StratoLogger. At the
programmed altitude, which for the interstage separation would be close to one mile, the
StratoLogger will release an increased current igniting the e-matches and the blast
charges, causing separation. There is a separation between the motor section and aft
interstage section at 500 ft and another separation between the nose cone and the payload
section at 300 ft. The separation between the aft interstage section and the motor section
controlled by two StratoLoggers housed in an electronics bay at the site of separation.
There are two StratoLoggers in case one of the StratoLoggers is unable to function,
meaning there is a backup. Each StratoLogger is connected in an independent series
circuit attached to its own nine volt battery. That way if one battery dies, there is another
battery to supply power to the other StratoLogger and the launch vehicle can still deploy
its parachutes safely. At the appropriate altitude, depending on wind conditions, the
StratoLogger will send an increased current through their respective ematches, which are
each associated with independent charges. This process separates the aft interstage from
the aft motor section and the nose cone from the payload section.
3.3.4. Telemetry
Telemetry data collection electronics will be located in the electronics bay. As shown in
Figure 47 telemetry system uses a Teensy 3.6 microcontroller. This controller takes data
from both the StratoLoggers as well as either the MPU 6050 accelerometer or the LIS
331 accelerometer. This data is routed by the microcontroller for transmission to the
ground station via a XBEE and antenna. Data will be received at the ground station
through a sister XBEE and antenna, and will be connected to the ground station computer
through an XBEE to USB breakout board. Acceleration and altitude data will be taken as
raw data from this receiver. The ground station runs a python program to take this data
from the computer serial port. The program then interprets this raw data data into a usable
string of values. These values are then displayed for live review. All data points (accel-
xyz / altitude) are plotted graphically to the ground station computer screen as the data is
received. Finally, data will be saved locally to the computer as a CSV file.
Additionally, to ensure redundancy, the data from the sensor and the StratoLoggers will
be recorded in CSV format on a 64GB MicroSD card via the onboard SD card reader on
the Teensy 3.6 microcontroller. The Teensy microcontroller and accelerometer sensor are
run off of a Zippy Compact 1300 2 Cell 7.4V battery independent of the nine volt
batteries used to power the two StratoLoggers. Additionally, as seen in Figure 45, wiring
for data collection from StratoLoggers to microcontroller will be independent of all other
StratoLoggers wiring, to prevent failure in parachute deployment at the appropriate
altitudes.
Telemetry Operations Instructions
1. Delete all files from MicroSD card, and place into SDcard reader on Teensy 3.6
2. Check ground station computer to ensure computer has full charge
a. If possible, connect ground station computer to an external power source
3. Wait for indication from launch vehicle ASSEMBLY TEAM that the electronics bay
is ready to be placed in the launch vehicle
4. Attach securely and check all power connections for telemetry system in electronics
bay
a. Check all components for power indication
b. Check SD writer for data writing indication
5. Power and boot ground station
a. Ensure breakout board is securely connected to laptop
6. Begin ground station program
a. Input serial port at which XBEE /Antenna are connected
b. Wait for connection verification
c. Begin graphical displays
d. Check for accurate data display
i. Accurate Altitude and Acceleration displays on graphs
7. Recheck power connections for telemetry components
a. Verify approval of connections with second team member
8. Recheck accurate data display on ground station.
a. Verify approval of data display with second team member
9. Verify with launch vehicle Assembly Team that electronics bay is completely
assembled
10. Place electronics bay into launch vehicle
3.3.5. Electrical Drawings / Schematics

Figure 45: Telemetry Wiring
Table 10: Voltage, Current Draw, and Wattage for Telemetry

Name Voltage Input Current Draw Wattage
Teensy 3.6 3.3 0.01 0.033
GPS Breakout Board (min values) 3 0.025 0.075
GPS Breakout Board (max values) 5.5 0.025 0.1375
XBee 3.3 0.21 0.693
MPU 6050 1.8 0.0001 0.00018
LIS 331 (min values) 2.16 0.00001 0.0000216
LIS 331 (max values) 3.6 0.00001 0.000036
Total MAX 17.5 0.24511 0.863716
Total MIN 13.56 0.24511 0.801202

Figure 46: Recovery Wiring Diagram
Figure 46 is a wiring diagram for the altimeters in the Booster Electronics Bay. The
Booster Electronics Bay contains two of the above circuits. Each StratoLogger is
controlled by an independent Duracell 9-V battery. Each StratoLogger can be turned on
by double-pole double throw key-lock switch. StratoLogger “A” is responsible for
initiating the first
Figure 47: Communications Flow Chart
3.3.6. Tracking Information
The launch vehicle is being tracked using two different methods to create redundancy in
case one of the systems fail or in case the launch vehicle goes outside one of the devices’
ranges.
The first method is to use a Adafruit Ultimate GPS breakout board that takes positional
data. This data is accessed by the Teensy microcontroller, where it will be directed to an
XBee and transmitted to the ground station. The XBee will transmit through a Pulse
W1063 Antenna antenna, and the signal will be received by a Yagi antenna and XBee
receiving configuration. This XBee configuration does not require the use of a HAM
radio license. With the XBee configuration, the data would be transmitted at 900 Mhz up
to a range of 9 miles.
The second method for tracking the launch vehicle is using a device known as a
BigRedBee, which transmits at 900 Mhz and has a range of around 6 miles. The
BigRedBee requires a HAM radio license to operate. Since Yagi antennas are being used
as a part of these configurations, the true range becomes up to 15 miles.
One GPS tracking device will be located in each electronics bay. The XBee and antenna
configuration will be in the Payload Electronics bay, while the BigRedBee is located in
the Motor electronics bay. This ensures that each part of the separated launch vehicle will
be tracked individually, allowing for recovery of each section even if sections are
separated during the fall back to ground.
3.4. Mission Performance Predictions

3.4.1. Full Scale Simulations / Predictions
Show flight profile simulations, altitude predictions with simulated vehicle data,
component weights, and simulated motor thrust curve, and verify that they are robust
enough to withstand the expected loads.
Figure 48: Rocket Design

Figure 49: Parts Detail

Figure 50: Parts Detail Continued
The mass of each component of the launch vehicle is contained in the table. These
components are those contained in the entire launch vehicle including the payload
section and the booster section.
Figure 51: Motor Thrust Curve
The motor chosen, the L-1395 Blue Streak has the thrust curve shown above. The
motor has a burn time of 3.34 seconds with a average thrust of 1463 N, a
maximum thrust of 1800 N, and a total impulse of 4895 Newtons. This is enough
to propel the launch vehicle to a predicted apogee of 5318 ft.
Figure 52: Launch Vehicle Simulation

Red denotes velocity in m/s, blue denotes vertical acceleration in Gs, and altitude
is denoted by the green line. The OpenRocket simulation shows a projected
apogee of 5318 ft. This is over the goal of 5280 ft, however OpenRocket tends to
overestimate with ideal conditions that will not be present on launch day. So the
actual apogee is most likely closer to 5280 feet. Regardless, the projected apogee
is less than the ceiling of 5600 ft meaning the launch vehicle is within the
competition requirements. The simulation shows the deployment of the
parachutes and the velocity after deployment. The deployment of the payload
section drogue parachute reduces the section’s velocity to 80 ft/s. The deployment
of the motor section drogue parachute reduces the velocity of the 90 ft/s. Then at
altitude of 500 ft, the motor stage’s main parachute deploys reducing the speed
from 90 ft/s to 19 ft/s experiencing around 20Gs of acceleration. At an altitude of
300 ft the payload section’s main parachute deploys reducing the section’s
velocity from 80 ft/s to 18 ft/s causing the payload to experience 16.5Gs of
acceleration.
Figure 53: Launch Vehicle Coming Off Launch Rail
The zoomed in portion of the above simulation shows the velocity and
acceleration of the launch vehicle coming off of the launch rail. The launch
vehicle leaves the launch rail at 73.82 ft/s and accelerates until the motor stops
burning at 3.34 seconds after ignition.
Figure 54: Drift
The OpenRocket shows the lateral change in distance of the rocket over its flight.
This distance is simulated with the maximum allowable amount of wind which is 20
mph. This shows the launch vehicle turning into the wind during flight however, this
distance will be disregarded due to NASA’s assumptions of a rocket flying straight
upward and being influenced by the wind starting at apogee. The maximum estimated
lateral distance from any section in the simulation is 2200 feet from the launch pad which
is within the range of NASA’s allowable amount of drift, which is set at a maximum of
2500 feet. This is found from the total drift by finding the distance travelled after apogee,
not the displacement.
3.4.2. Stability (Calculate Center of Pressure / Gravity)

http://www.rimworld.com/nassarocketry/fabrication/nosecones/design.html
file:///C:/Users/Owner/Downloads/TIR-33_Center_of_Pressure.pdf
Show stability margin, simulated Center of Pressure (CP)/Center of Gravity (CG)

relationship and locations.
The stability of the launch vehicle was calculated by determining the center of
gravity and the center of pressure. To calculate the center of gravity, we averaged the
center of gravity to each component within the launch vehicle. To do this we had to make
some assumptions about the launch vehicle. We assumed that all pieces had a uniform
density throughout. This allowed us to to say that center of mass of all the regular objects
such as the various cylinders had their center of gravity concentrated in the center of the
object. Therefore, all body tubes, bulkheads, centering rings as the other regular shapes
were said to have their center of gravity in the center of the respective component. To
find the center of mass you need to use a reference point and measure the distance from
the center of gravity of each component to this point of reference. Going through the
OpenRocket design, we recorded every mass and its location with respect to the
nosecone. We organized this data in excel table to make calculations. From this data we
found the center of mass using the, representing the sum of the product of the mass and
distance of component, then this sum is divided by the total mass. This represents the
average force of gravity over the whole launch vehicle. We calculated the center of mass
to be 85.01 inches from the tip of the nose cone.
Figure 55: Center of Mass Calculations
The second value needed to find the stability of the launch vehicle is the center of
pressure. This is average of the forces due to air pressure on the launch vehicle.
The average of these forces acts on a single point in the launch vehicle and helps
the launch vehicle correct its angle of attack during flight in attempt to ascend
completely vertical. The cylindrical body tubes do not contribute to the center of
pressure because for an angle of attack less than 10 degrees the force on these
pieces due to the air is negligibly small. The forces on the nose cone and fins are
not negligible and have to be calculated. The force on the nose cone is
independent of shape and is approximated to be 2 Newtons. The Center of
pressure at which this force acts is 0.466 times the length of nose cone away from
the tip of the nose cone. This formula was by James Barrowman’s document
describing center of pressure and mass. The other important measurements are the
center of pressure and magnitude of the normal force on the fins. The force on the
fins is F=4n(sd)21+1+(2La+b)2 , where n is the number of fins, s is the height of
the fins, d is the diameter of the body tube, L is the distance between the center of
the base of the fins and the center of the top of the fins, a is the length of the base
of the fin, and b is the length of the top of the fin. Because of the aerodynamics
there interference between the fins. This interference value must be multiplied by
the force calculated in the previous equation. The interference equation for three
or four fins is Kfb=1+Rs+R, where s is the height of the fins and R is the radius of
the body tube of the launch vehicle. To find the center of pressure of the fins is
the equation Xf=Xf+ m(a+2b)3(a+b)+16(a+b-aba+b)
where m is the sweep length,, and a and b are the same as before.
Figure 56: Fin Center of Pressure Diagram for Barrowman Method
Then the average force and the distance from a reference point can be calculated using
the equation X=(CN)nXn + (CN)fbXfCn , where the subscript n references the nose cone
and the subscript f represents the fins. Using this equation we calculated the center of
pressure to be 111.23 inches from the tip of the nose cone.
Table 11: Center of Pressure Calculations
Using these two calculated values for center of pressure and center of gravity, the
stability of the launch vehicle can be calculated. The equation to find stability isCenter of
Pressure - Center of Gravity Diameter. Using this equation, we found the caliber of
stability to be 4.09 for the launch vehicle. This value if slightly high causing the launch
vehicle to be slightly over stable. This means it will cock into the wind more under windy
conditions. After our Preliminary Design Review meeting, we were informed that slightly
overstable launch vehicle are prefered so we decided to keep this level caliber of stability
for the full scale launch vehicle.
https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=4&cad=rja&uact
=8&ved=0ahUKEwj6u__LzbvRAhUo64MKHfsyBQ0QFggwMAM&url=http%3A%2F
%2Ftmtpages.com%2Ftech%2Ftangent_ogive.htm&usg=AFQjCNFaQGm8A5u30vbaby
z4RnMa9wJQqw&bvm=bv.143423383,d.amc
3.4.3. Kinetic Energy Calculations
3.5. Vehicle Component Test Plans / Status The kinetic energy was calculated
for each subsection of the launch vehicle. The masses of each subsection were
tabulated below to aid in the calculations.
Table 12: Subsection Masses

Payload Subsection 1 Payload Subsection 2 Booster Subsection 1 Booster Subsection 2
(g) (g) (g) (g)
300 125 801 64.1
1500 64.1 334 641
482 175 2000 286
74.6 74.6 56.6
74.6 74.6 179
2000 2000 772
705 166 904
286 43.8 58.9
74.6 43.8 177
1814 22.8 59.7

22.8 1848
Total Mass (g) Total Mass (g) Total Mass (g) Total Mass (g)
2282 5415.7 5560.6 5046.3
Total Mass (kg) Total Mass (kg) Total Mass (kg) Total Mass (kg)
2.282 5.4157 5.5606 5.0463
Using the masses of each subsection, the terminal velocities for the two stages of the
vehicles decent could be calculated using the equation below,
vterm=2mgCpA
Note that Stage 1 of Descent occurs from apogee to the deployment of the main parachute
(at 300ft) when the Payload Section and the Booster Section fall with the drogue parachute being
the primary source of drag. Then Stage 2 of Decent is when the main parachute deploys at (300ft
for the Payload Section and 500ft for the Booster Section) and is the primary source of drag for
the launch vehicle until it reaches the ground.
In the equation for terminal velocity m is the mass of the falling object, g is acceleration
due to gravity (9.81m/s ), C is the drag coefficient of the parachutes, p is the density of air
2
(1.225kg/m ), and A is the area of the parachutes. The values for the parachute are shown below:
3
Table 13: Parachute sizes

Measurement Main 1 Drogue 1 Drogue 2 Main 2
Diameter (m) 1.52 0.4572 0.4572 1.6764
Area (m^2) 1.814588 0.164174 0.164174 2.20722294
Mass (g) 125 22.8 22.8 179
Drag Coeff. 2.2 1.5 1.5 2.2
With all of these values available the terminal velocities of each segment during the various
stages of descent were calculated using the above equation (it must be noted that during Stage 2
of Descent the drag produced by the drogue parachute was considered negligible compared to the
main parachute thus only the main parachutes statistics were used during calculating Stage 2’s
terminal velocity).
After the terminal velocities of for each section during descent were calculated the total
time for each stage was calculated by dividing the total height the segments must travel to complete
that stage of descent (1537.56m for Stage 1 and 91.44m for Stage 2) by the terminal velocity for
that corresponding stage.
Time=heightvterm
Finally the kinetic energy upon impact to the ground was determined by using the standard
equation for kinetic energy:
KE=mv22
For this step the kinetic energy of each individual launch vehicle subsection was calculated
because although they fall at the same velocity, due to being connected by the shock cord, but their
kinetic energy is separate since they are not one unified mass. Also for the velocity in this equation
the terminal velocity of Stage 2 was used because Stage 2 includes that the launch vehicle reaching
the ground. All of these calculated values are listed below:
Table 14: Terminal Velocities and KE’s

Measurement Sustainer Sustainer Booster Booster
Subsection 1 Subsection 2 Subsection 1 Subsection 2
Terminal Velocity 1 22.37508265 22.37508265 26.26505984 26.26505984

(m/s)

(ft/s)
Time in Stage 1 (s) 68.71751153 68.71751153 56.21917516 56.21917516

(m/s)

(ft/s)
Time in Stage 2 (s) 16.45411947 16.45411947 25.76580488 25.76580488
Impact Kinetic 35.23780002 83.62723645 97.26893625 88.27253048

Energy (J)
Impact Kinetic 25.99006226 61.68027177 71.74187116 65.10646413

Energy (Ft-Lbs)
Total Descent Time 85.171631 85.171631 81.98498004 81.98498004

(s)
The calculated kinetic energies for each individual subsection falls under the regulated
75ft-lb maximum upon impact.
3.4.4. Drift Calculations

To determine the total lateral drift of the sections the total descent time was taken (see 3.4.3
Table 3) and multiplied that by various wind speeds (0, 5, 10, 15, and 20mph). This would
produce the total lateral drift of the launch vehicle sections. Please note that since Payload
Subsection 1 and 2, also Booster Subsection 1 and 2, are connected via shock cord the
lateral drift of the Payload and Booster Sections were calculated and not the individual
subsections. The lateral drifts can be seen below:
Table 15: Drift

Wind Speed (mph) Wind Speed (ft/s) Payload Drift (m) Payload Drift (ft)
0 0 0 0
5 7.33335 190.3760623 624.5933802
10 14.6667 380.7521246 1249.18676
15 22.00005 571.1281869 1873.780141
20 29.3334 761.5042492 2498.373521
Table 16: Drift

Wind Speed (mph) Wind Speed (ft/s) Booster Drift (m) Booster Drift (ft)
0 0 0 0
5 7.33335 183.2532439 601.2245534
10 14.6667 366.5064878 1202.449107
15 22.00005 549.7597316 1803.67366
20 29.3334 733.0129755 2404.898214
Even at 20mph the lateral drift of the launch vehicle remains within the regulated
maximum drift of 2500ft (see Table 1 and Table 2).
3.5. Vehicle Component Test Plans / Status

We have completed two subscale test flights. The first was majorly successful while the
second was almost completely successful. When we launched the subscale launch
vehicle we were able to perform the Parachutes and the Structural Integrity Test and the
Parachute and Sound Structure Test. This was successful due to the fact that we were
able to launch the launch vehicle a second time and would be able to do use it again if we
wished to. We also assembled the subscale launch vehicle for the launch in under four
hours, showing a successful result to the Time to Prepare the launch vehicle for Launch
test. Additionally, during the launch we were able to perform the Twelve Volt Direct
Current Firing test successfully. We had limited success with the Payload Deployment
Dampening test due to a miscalibration with the accelerometer. During the flights we
were also able to perform the Electronics Bay Connections and Wiring test and the
Electronics Bay Durability and Functionality test. There were both successful because
the electronics bay was able to deploy the parachutes, record the acceleration, and
recorded as well as stored data for full flights multiple times.
Outside of the launch we have also tested the data storage electronics, for the launch-
ready delay test, all stored over 90 minutes of data. The Parachute Deployment Force
Exerted on Payload test and the Foam Force Dampening Test were also performed. The
first was to explore the possibility of a rubber bands to absorb impulse upon parachute
deployment. The second was to test the foam we head purchased leading to the foam
being determined too stiff to protect the payload.
To learn more information about the purpose and objective of each test have performed
are are yet to perform refer to section 7.1 Testing.
4. Safety
4.1. Safety Officer Identified – Responsibilities Defined
Safety Officers:
Lead Safety Officer: Katherine Angus
The role of Lead Safety Officer has been changed to Katherine Angus; the roles were decided
before the project and Katherine has since become an integral part to the launch vehicle team. It
has been decided that it is more beneficial for the safety officer to understand the construction
and design of the vehicle as it allows for better oversight. Knowing the assembly and design in
depth will allow her to find possible issues that could lead to safety issues during launches. She
is currently a member of the Design Safety Committee for the AIAA chapter of Northeastern, the
team who inspects all projects before they are allowed to fly to prevent safety risks. She will
make a great Lead Safety Officer for this team in this competition.
Assistant Safety Officer: David Coven
Due to David being a part of the payload team and not knowing about the design or the
construction of the launch vehicle, it was determined that it would be best to choose someone
who understood the vehicle better to be Lead Safety Officer. He will continue completing the
responsibilities of a safety officer in a smaller capacity. The team believes he will be a good
Assistant Safety Officer during the competition.
Safety Officer Responsibilities

The safety officers are responsible for monitoring the team’s activities and maintaining safe
practices during the design process, construction, assembly, and ground testing of both the
launch vehicle and the launcher. The safety officers monitor the sub-scale, full-scale, and final
launches to ensure the safety of the team and surrounding observers. On matters of flight safety,
they will defer to the judgement of the Range Safety Officers (RSOs). The safety officers also
oversee the design, construction, assembly, and ground testing of the recovery systems to ensure
they are working properly, so that recovery of the launch vehicle can be conducted safely. The
safety officers implement safety procedures developed by the team during the duration of the
competition and ensure that they are understood and followed by all team members.
4.2. Launch Concerns and Operation Procedures

4.2.1. Recovery Preparation
1. Find Robert DeHate, the advisor for the team so that he can handle the black
powder, for safety purposes the team will not handle the black powder
2. Ensure all parachutes are intact with no tears and that the leads are not damaged
3. Inspect the swivel of the parachute for damage
4. Inspect the shock cord for damage
5. Ensure the knot with which the shock cord is attached to the swivel is tied
correctly
6. Ensure the knot with which the shock cord is attached to the quick link is tied
correctly
7. Make sure new batteries are in all of the electronics bays to make certain the
recovery systems will receive power
8. Before the electronics bay is placed inside the blue tube, test the wires for
continuity with a multi meter between the stratologger and the parachute outputs
to ensure the drogue outputs are connected to the correct charges (this is
important for the timing of the inter stage)
9. Turn the keys on both electronics bays to close the circuits and listen for the
continuity beeps
10. Check that the proper amount of black powder is put into each ejection charge
(The black powder is handled by the advisor but the safety officer and team
members should verify that the correct amount of powder is placed in each
charge)
11. Ensure the parachutes are properly placed in the tube with the thermal wadding
adequately protecting them from the charges
12. Check that all set screws and shear pins are in place
Note: this list is only safety related steps for setup. For full checklist see section 6.1
Failure of recovery systems can cause a major safety risk because if something goes
wrong the launch vehicle could fall without parachutes. This is a major safety risk
and therefore careful consideration has to be paid when assembling the recovery
systems. To mitigate this risk every step on the above list will be followed with care
and the safety officer and other members of the team will inspect the vehicle
throughout construction for safety risks.
The individual responsible for maintaining the safety, quality, and procedure
checklists for the recovery preparation is Katherine Angus.
4.2.2. Motor Preparation
1. Inspect the motor casing for defects

2. Inspect the motor for damage
3. Follow the instructions for assembly as stated by the manufacturer
A faulty motor could cause a safety issue because it could partially burn and fall too
soon without deploying parachutes, it could explode on the launch pad, or it could
explode in the air over bystanders. This can be mitigated by inspecting the motor and
the casing for defects before launching.
checklists for the motor preparation is Katherine Angus.
4.2.3. Setup on Launcher
1. Perform final checks to exterior of rocket, paying attention to set screws and shear
pins. Failure to complete this step sufficiently could result in critical failure on
launch and could prove hazardous for the crowd
2. Lower rail and load launch vehicle
3. Arm e-bays and ensure systems are working correctly. Failure to complete this
step could result in failure for parachutes to deploy and pose hazards to the crowd.
The risks to the individuals setting the launch vehicle up on the launch pad are
centered around the parachute charges. The armed e-bays could set off the black
powder charges, however the chances are slim since the e-matches will not go off
until the altimeters register a specified altitude.
checklists for the setup on the launcher is Katherine Angus.
4.2.4. Igniter Installation
1. Prepare the igniter by inspecting it for defects

2. Insert into motor and attach alligator clips to make connection
3. Check continuity
The biggest risk to individuals undertaking the igniter installation is the accidental
ignition of the motor. We will be instructed when to set up our rocket on the pad by
the RSO and it is his or her responsibility to make sure that while we are installing the
igniter that no signal to launch be received by the launch pad while we are setting up.
The risk of such a thing happening is extremely low and as we have never heard of or
witnessed such an event; we consider the risk acceptable. There are no environmental
risks related to igniter installation.
checklists for the igniter installation is Katherine Angus.
4.2.5. Troubleshooting
Below is a list of systems that could require troubleshooting. Note this is an

abbreviated version focused on safety. For full checklist see section 6.6.
1. Xbee: this system is important for vehicle recovery and data collection, yet is not
crucial for safety
2. Sensor Data: again important for data collection yet not crucial to safety
3. Electronics Bay: failure to troubleshoot if armed incorrectly could result in failure
of parachutes to deploy
If there is an electronics failure it could pose a risk to bystanders if the parachutes do

not deploy. This will be mitigated by checking continuity in the wiring before
assembly and listening for the altimeter beeps when the keys are turned closing the
circuit. If there is a problem with the electronics the day of the launch the vehicle will
not be launched until the problem is solved.
checklists for troubleshooting is Katherine Angus.
4.2.6. Post-flight Inspection
1. Make sure there is no un-detonated black powder. Failure to complete this step
successfully could result in serious injury due to potential unplanned detonation.
2. Check for any shrapnel or hazardous parts of rocket. Failure to complete this step
could result in injury.
Possible safety issues in retrieving the launch vehicle include possible broken
material that could result in injuries such as cuts as well as undetonated black powder
charges that could pose serious safety risks. The mitigation for these safety risks are
that the vehicle will be inspected for both hazards before being moved. If hazards are
found they will be treated accordingly.
checklists for post-flight inspection is Katherine Angus.
4.3. Safety and Environment (Vehicle and Payload)

4.3.1. Hazards
Table 17: Safety and Environment Hazards

Type of Hazard Hazard Causes Effects
Hazard Identification Descriptions
Number
Launch 1 Premature Improper storage and Severe burns/bodily

Hazards Motor handling of harm, general fire
Ignition motor. Motor placed hazard
near heat source.
2 Explosive Defective or damaged Severe burns/bodily
Motor motor. harm, general fire
Failure on hazard
Launchpad
3 Motor fails Improper connection If proper safety
to ignite between motor and procedures are
igniter, defective followed there is no
motor, or wet motor. safety risk
4 Unstable One or more fins falls The vehicle goes on a
Flight Path off, unintended flight path that was
oscillation of the unanticipated
rocket as a result of
dislodged internal
components, or
high winds during
launch
5 Total The charges do not No parachutes are
Recovery detonate or the deployed, the vehicle
Systems sections do not is in
Failure separate to release the freefall. Substantial
parachutes. risk to bystanders if
other safety
procedures not
followed.
6 Partial The charges do not Either the drogue
Recovery separate some of the parachutes or the main
Systems sections, the sections parachute is not
Failure do not release the deployed, the vehicle
parachutes, or the descends faster than
parachutes get tangled anticipated. Increased
on release. risk to bystanders if
other safety

Number
Drogue parachute or procedures not

main parachute fails to followed.
deploy.
7 Shock Cord Damage or defect to The vehicle would not
Failure the shock cords be connected to the
connecting the drogue parachute(s) and
and/or main parachute would either descend
to the vehicle. faster than anticipated
Shock cord or be in
improperly secured to freefall. Substantial
bulkhead. risk to bystanders if
other safety
procedures not
followed.
Construction 1 Power Tool Improper training or Injury incurred while
Hazards Injury tool maintenance. using a power tool
Human error
2 Chemical Improper training or Injury incurred while
Hazards equipment using chemicals
maintenance
Human error
3 Fire Hazard Improper Injury incurred due to
training. Human error
a fire
Launch 1 Drogue Improper packing of
Launch Vehicle will
Vehicle parachute drogue parachute not decelerate prior to
Hazards fails to causes tangling upon
main chute
deploy deployment. Improper
deployment. Increased
deployment chargerisk of main parachute
used, destroys failure, loss of
parachute. payload, and personnel
injury.
2 Main Improper packing of Launch vehicle will
parachute main parachute causes descend under drogue
fails to tangling upon parachute, faster than
deploy deployment. Improper nominal. Likely loss
deployment charge of payload and
used, destroys increased risk to
parachute. personnel.
3 Both Improper packing of Launch vehicle will be
main/drogue main and drogue in freefall. Total loss
parachutes parachute causes of launch vehicle and
fail to deploy tangling upon

Number
deployment. Improper substantial risk to

deployment charge personnel.
used, destroys
parachutes.
4 Shock cord Weakening or damage Parachute detaches
failure to shock cord from from launch
(drogue) accidental cutting or vehicle. Increased
epoxy. Force from loads on main
drogue parachute parachute
deployment exceeds deployment. Increased
maximum allowable risk of main parachute
force on shock cord. failure, loss of
payload, and personnel
injury.
5 Shock cord Weakening or damage Parachute detaches
failure to shock cord from from launch
(main) accidental cutting or vehicle. Launch
epoxy. Force from vehicle will descend
drogue parachute under drogue
deployment exceeds parachute at increased
maximum allowable speed. Likely loss of
force on shock cord. payload and increased
risk to personnel.
6 Shock cord Both parachutes Both parachutes
failure (both) detach from launch detach from launch
vehicle. Launch vehicle. Launch
vehicle will be in vehicle will be in
freefall. Total loss of freefall. Total loss of
launch vehicle and launch vehicle and
some risk to some risk to
personnel. personnel.
7 Shock Weakening or damage Elastic shock absorber
Absorber to shock absorber linked to shock cord
failure from accidental and parachute snaps,
cutting or increased load on
epoxy. Damage to shock cord and
attachment points on payload. Increased
shock cord and risk of damage to
bulkhead. payload.
8 Parachute Weakening or damage Bulkhead connected to
Bulkhead to epoxy securing parachutes
failure bulkhead to body fails. Parachutes no

Number
tube. Damage to longer connected to

bulkhead providing a
launch vehicle. Total
point of failure. Too
loss of launch vehicle
little epoxy used. and some risk to
personnel.
9 Ejection Improper connection Launch vehicle will
charges fail to charges, improper not separate for
to ignite installation of charges, parachute ejection and
defective charges, will fall in a ballistic
altimeter improperly trajectory. Total loss
calibrated. of launch vehicle and
substantial risk to
personnel.
10 Premature Improper calibration Premature separation
detonation of of altimeter. Improper of vehicle
ejection handling of e-matches stages. Rapid
(charges (in unplanned
launch disassembly of
vehicle) vehicle.
11 Partial Drogue parachute Launch vehicle will
deployment becomes tangled upon decelerate less until
of drogue deployment. Improper main chute
parachute packing. deployment. Increased
risk of main parachute
failure, loss of
payload, and personnel
injury.
12 Partial Main parachute Launch vehicle will
deployment becomes tangled upon descend under drogue
of main deployment. Improper parachute and partially
parachute packing. deployed main, faster
than nominal. Likely
loss of payload and
increased risk to
personnel.
13 Partial Main and drogue Vehicle will fall at
deployment chutes could become increased speed under
of both tangled with one partially deployed
drogue/main another. Improper parachutes. Potential
parachutes packing. loss of launch vehicle
and substantial risk to
personnel.

Number
14 Rapid Structural defect in Vehicle will break

unplanned launch vehicle body. apart in an unplanned
disassembly manner. Loss of
of vehicle vehicle structural
integrity and increased
risk to personnel due
to vehicle components
in freefall.
1 Payload Payload inner canister Potentially cause
canister has separating from foam oscillation in overall
oscillation damper and oscillating launch vehicle that
inside launch on springs. could result in loss of
vehicle longitudinal stability.
2 Protected Adjustable height Protected object could
Payload object comes canister top coming be damaged or
loose inside loose. destroyed.
payload
canister
1 Explosive Defective or damaged Significant risk of
motor failure motor. severe personnel harm
on launch and fire
pad hazard. Significant
risk of loss of vehicle
and payload.
2 Premature Improper storage or Significant risk of
motor handling of harm to personnel, fire
ignition (on motor. Improper hazard, and
launch rail) connection between uncontrolled
motor and igniter. launch. Potential loss
of vehicle and
Launch payload.
Operations 3 Motor fails Improper connection Vehicle will not
to ignite between motor and launch.
igniter Motor igniter
falls out. Defective
motor. Motor is wet.
1 Launch Launch rail Launch Vehicle falls
Vehicle falls improperly secured by off launch rail. If
off launch RSO motor is lit, Launch
rail Vehicle will fire off in
uncontrolled
direction. Substantial

Number
risk to personnel and

bystanders.
2 Premature Heat source placed Significant risk of
Ground motor near personnel harm and
Support ignition motors. Improper general fire hazard.
Equipment (prior to handling of motors.
installation)
3 Premature Heat source placed Significant risk of
detonation of near personnel harm and
ejection charges. Improper general fire hazard.
charges handling of charges.
(prior to
installation)
Environmental 1 Motor Improper handling of Possible
Concerns Chemicals motor. Propellant contamination of
falls out of dropped environment
motor. surrounding launch
vehicle during launch
preparations or launch
sequence.
2 Impact of No shield between Possible fire or heat
Motor motor exhaust and damage to immediate
Ignition on ground. area around launch
Launch Area area. Potential fire
hazard.
3 Debris from Catastrophic failure of Depending on the
rapid separation charges or scale of the vehicle
unplanned recovery system of failure, debris
disassembly vehicle. consistency and size
of launch may vary. Debris may
vehicle consist of carbon fiber
and BlueTube
fragments.
4 Debris from Lack of proper Garbage and
launch disposal plan for disposable waste
preparation consumables and (garbage bags,
waste products. wrappers, tape, etc.)
do not decompose in a
natural environment
and must be collected.
5 Precipitation Rain. Loss of electrical
system function due to

Number
moisture. Motors and

separation charges can
also be affected by
moisture, resulting in a
motor failure to ignite,
or a failure of the
launch vehicle to
deploy parachutes.
6 High Winds Inclement weather or Significant changes to
high winds. flight path or vehicle
stability due to high
winds. Increased wind
drift after parachute
deployment can
prevent recovery of
launch vehicle.
4.3.2. Mitigations
Table 18: Risk Mitigations

Type of Hazard Mitigations

Hazard Identification
Number
Launch Hazards 1 Follow MSDS storage requirements. Keep away from
ignition sources
2 Maintain personnel a safe distance away from launchpad
(300-500 ft according to NAR High Power Rocket Safety
Code). Follow MSDS storage requirements. Insert and
prepare motor correctly.
3 Follow NAR safety procedure (60 second wait) before
accessing launch vehicle following motor failure to
ignite. Check connections prior to launch. Insert and
prepare motor properly before launch sequence is
initiated. Motor will be inspected before launch.
Code). Verify internal components in electronics bays
and payload are secure. Do not launch in high wind
conditions.
5 Confirm that quantity of black powder in ejection
charges is sufficient to separate launch vehicle sections,
check recovery systems in electronics bay for proper
connections, and verify altimeter performance. Maintain
personnel a safe distance away from launchpad (300-500
ft according to NAR High Power Rocket Safety
Code). Launch in direction away from team and
observers.
6 Confirm that quantity of black powder in ejection
charges is sufficient to separate launch vehicle sections,
check recovery systems in electronics bay for proper
connections, and verify altimeter performance.
Confirm the parachute is packed correctly.
Maintain personnel a safe distance away from launchpad
Code).
7 The final assembly checklist will be followed and the
shock cord will be inspected.
Construction 1 Properly train team members on power tool handling,
Hazards wear proper Personal Protective Equipment according to
each power tool’s operator’s manuals.
2 Train team members on chemical handling, and follow

proper storage requirements listed on MSDS, provide
proper PPE according to the material’s instructions,
utilize chemicals only in areas designated for their use.
3 Black powder, e-matches, and motors will not be stored
by the team at any time.
Launch Vehicle 1 Main parachute will deploy even if drogue parachute
Hazards fails. Main parachute and shock cord are able to take
loads of main parachute deployment without drogue.
Charges and packing will be checked prior to launch.
2 RSO will alert crowd to launch vehicle with parachute
failure, launch vehicle will be aimed away from
spectators, and all spectators will be made aware of
launches occurring. Charges and packing will be checked
prior to launch.
launches occurring. Charges and packing will be checked
prior to launch.
4 Shock cord will be kept away from unintentional cutting
and epoxy. Main parachute and shock cord are able to
take loads of main parachute deployment without drogue.
5 Attachment point is reinforced. Shock cord is ½”
Kevlar. Finite element analysis of shock cord and
bulkhead performed to ensure they can withstand
parachute deployment. Shock cord will be kept away
from unintentional cutting and epoxy.
6 Shock cord will be kept away from unintentional cutting
and epoxy. Shock cord will be inspected prior to launch
for damage or defects. RSO will alert crowd to launch
vehicle with parachute failure, launch vehicle will be
aimed away from spectators, and all spectators will be
made aware of launches occurring.
7 Backup cord run in parallel with the shock absorber. In
the event of a failure, the parachute will remain attached
to the payload. The shock absorber and attachment
points will be inspected prior to packing.
8 Liberal amount of epoxy will be used to secure bulkhead
to launch vehicle. Bulkhead will be inspected for
damage or structural flaws prior to launch.
9 Confirm black powder in ejection charges is sufficient to
separate launch vehicle sections, check recovery systems
electronics bay for proper connections, verify altimeter
calibration. Check conditions
10 Follow MSDS storage requirements. Charges will be

inspected during installation. Altimeter functionality will
be verified before it is connected to charges.
11 Main parachute will deploy even if drogue parachute
fails. Main parachute and shock cord are able to take
loads of main parachute deployment without drogue.
Packing will be checked prior to launch.
12 Launch vehicle will be aimed away from spectators, and
all spectators will be made aware of launches occurring.
Packing will be checked prior to launch.
launches occurring. Packing will be checked prior to
launch.
14 In the event of a rapid unplanned disassembly with the
vehicle breaking apart along its coupler tubes, parachutes
may passively deploy for each section. Verify that the
vehicle is structurally stable.
1 Remove springs and solely use foam for
cushioning. Payload oscillation will likely be small
enough to not require mitigation due to mass of payload
and small distance of travel of springs.
2 Ensure adjustable canister top is fitted
properly. Threaded top is unlikely to come loose.
Payload
1 Follow MSDS storage requirements. Insert and prepare
motor properly before launch sequence is initiated.
Code). Follow MSDS storage requirements. Insert and
initiated.
3 Follow NAR safety procedure (60 second wait) before
accessing Launch Vehicle following motor failure to
ignite. Check connections prior to launch. Insert and
initiated. Motor will be inspected before launch.
Launch
Operations
1 RSO properly sets up launch rail.
2 Motors will be provided the day of launch. Will only be
handled by qualified personnel. Follow MSDS storage
requirements.
3 Charges will be provided the day of launch. Will only be

handled by qualified personnel. Follow MSDS storage
requirements.
Ground Support
Equipment
Environmental 1 Transport and load motor into launch vehicle properly,
Concerns according to MSDS and motor operator’s manuals.
2 Plate mounted on launch rail between motor to prevent
motor exhaust from burning launch area.
3 Launch vehicle systems will be fully inspected before
launch to mitigate probability of vehicle failure. In the
event of a failure, area will be policed for debris.
4 Ensure any waste is properly collected and disposed of at
launch site. Team area will be policed for debris and
waste, and any found will be properly disposed of.
5 Team will ensure vehicle is protected from precipitation
prior to launch. Team will avoid launching when rain is
occurring or predicted.
6 Weather will be monitored and launches will not take
place if wind speed is above 20 mph.
4.3.3. Verifications
Table 19: Safety Plan Verification Plan

Type of Hazard Hazard Verifications
Identification
Number
Launch Hazards 1 Motor and electrical system will be inspected before launch.
2 Motor will be inspected before launch.
3 Motor and electrical system will be inspected before launch.
4 Launch vehicle will be inspected before launch, focusing on

weight balance and fin alignment. Wind conditions will also be
monitored.
5 Drop tests and test launches will be performed to ensure
consistency of recovery system. Electrical system, ejection
charges, parachute packing, and shock cords will be inspected
prior to launch.

consistency of recovery system. Electrical system, ejection
charges, parachute packing, and shock cords will be inspected
prior to launch.
7 Shock cords will be inspected prior to launch. Drop tests will
verify shock cord performance under nominal deployment
loads.
Construction 1 Safety glasses, long pants, and closed toe shoes will be
Hazards required for all power tool use. Protective gloves will be used
as needed, and face masks will be used if an inhalation hazard
is present.
2 MSDS for all relevant materials will be kept in the lab. Team
members must check with a senior team member in order to
access chemical storage room.
3 Team members must check with a senior team member in
order to access black powder charges and motors.
Launch Vehicle 1 Drop tests and test launches will be performed to ensure
Hazards consistency of parachute deployment.
consistency of parachute deployment.
consistency of parachute deployment.
4 Shock cord will be inspected during parachute packing. Test
launches will verify shock cord performance during nominal
deployment loads.
5 Shock cord will be inspected during parachute packing. Test
deployment loads.
6 Shock cords will be inspected during parachute packing. Test
deployment loads. Drop tests will also be performed.
7 Shock absorber cord will be inspected during parachute

packing. Test launches will verify shock absorber
performance during nominal deployment loads. Shock cord
performance will also be verified without the shock absorber,
in the event of a failure.
8 Test launches will take place to ensure that bulkhead
withstands nominal deployment loads. Epoxy mixing tests will
be performed to verify strength and mixing
consistency. Bulkhead will be inspected for flaws or defects.
9 Ejection charge installation and checkout procedure will be
verified through test launches. Black powder charge tests will
be performed. Altimeter calibration tests will be performed to
ensure proper detonation timing.
10 MSDS will be kept with ejection charges. All relevant
personnel will be instructed as to proper handling of charges.
11 Parachute packing procedure will be checked out. Drop tests

will ensure parachute consistently deploys.
14 Launch vehicle will be inspected for any damage prior to
launch.
1 Canister will be inspected prior to installation.
2 Canister will be inspected prior to installation.
Payload
1 Motor will be inspected before launch.
2 Motor and electrical system will be inspected before
launch. Test launches will verify integrity of launch procedure
and support hardware.
3 Motor and electrical system will be inspected before
launch. Test launches will verify integrity of launch procedure
and support hardware.
Launch
Operations
1 Ground support equipment will be inspected before launch.
2 We will arrange for the motor to be shipped to the
vendor on site or we will purchase on site and the
motor will be assembled only according to the
manufacturer’s instructions
3 Our mentor will be the only one to handle the black
powder
Ground Support
Equipment
Environmental 1 Motor storage will be inspected to ensure MSDS
Concerns compliance.
2 Launch setup will be inspected.
3 Complete vehicle checkout procedure will be followed
to ensure integrity of launch vehicle.
4 Team will be briefed on cleanliness requirements and

area will be policed after launch and recovery.
5 Weather forecasts will be monitored for inclement
weather.
6 Weather forecasts will be monitored for inclement
weather.
5. Payload Criteria
5.1. Selected Design Alternatives
In our preliminary design review, we considered several alternatives for each component of our
payload protection system. Our payload protection system contains three major components: a
vertical dampening system to protect the payload from any axial forces experienced by the
launch vehicle (particularly during parachute deployments and landing); a horizontal dampening
system to resist radial forces on the payload canister; and a canister protection system for holding
an unknown payload object in place and protecting it from impacts against the sides of the can.
 Vertical Dampening: For the vertical dampening system, we considered three major
alternatives: springs, foam, and negative-stiffness honeycomb. In our original design after the
PDR, we decided on a hybrid system with foam underneath the canister and springs above it.
This had the advantage of greatly reduced weight as compared to a full-foam system, while
avoiding the issue of disruptive oscillations presented by a full-spring system. It also
recovered more quickly from compression than the negative-stiffness honeycomb. When we
tested our first prototype of the spring dampening system however, we found that the springs
tended to buckle instead of compressing when force was applied. A fully foam-based VD
system was calculated to be feasible within our weight constraints, so we switched over to
that instead.
 Horizontal Dampening: For the horizontal dampening system, we had two major
alternatives: foam padding and a spring, or cable-based suspension system. Both our original
and our current design use foam, as the suspension design was considered unsuitable for the
limited horizontal space available within the launch vehicle diameter.
 Combined Dampening System: We considered two different ways to assemble the entire
dampening system. The system we opted to go with features vertical dampening foam
stretching the entire horizontal length of the launch vehicle above and below the canister.
The horizontal dampening system then fills in just the space between the
 Canister System: The canister system that we designed at PDR included several
components: an adjustable bulkhead that can be moved up or down to accommodate different
object sizes; internal confinement straps, for affixing an object smaller than the diameter of
the canister to one wall to prevent it from bouncing; and internal padding, for protection
against collision with the car’s interior walls.
For the adjustable bulkhead, we considered using locking pins, internal threading, or a si mple
friction fit; we settled on internal threading, because it could be adjusted to a greater range of
positions than locking pins while being much more secure than a plate held in place by
friction.
After the PDR, we made several adjustments to the canister design. The outer diameter of the
internal canister was reduced from 4.25” to 4”, to allow the HD system to have a full inch of
foam around the outside. The threaded bulkhead was reduced from 0.5” in thickness to
0.375”, and changed from a solid disk into a ring with a three-way crossbar. This reduced the
bulkhead’s weight, and made it easier to grip for adjustment. The canister was also dropped
to 8” in height from 9” to conserve weight.
Figure 57: PDR (left) vs. CDR (right) Payload Protection System
5.2. System Level Design Review

5.2.1. Drawings (Components + Assembly)
Figure 58: Dimensions of Payload Protection System
 3D Printed Threaded Canister - The canister is threaded to allow for the screw tops
to change position in canister. There are holes within the canister to allow for bands
to secure any long and skinny objects. We opted to 3D print the canister because if
we did not we would have to use a heavier material like a metal to properly thread the
canister. The technology was also easily available to us.
Figure 59: 3D Printed Threaded Canister

 Screw Tops - There are two screw tops that can move vertically in the canister. This
allows us to change the space between them to account for a large range of objects.
They feature three indents to be easily screwed by our team. The screw tops also lock
in place so that they are unable to be pulled apart during the flight of the launch
vehicle.
Figure 60: 3D Printed Screw Top

 Straps - The straps would weave through the holes present in the threaded canister.
Long skinny objects can be placed flush between the side of the canister and the strap.
This would prevent them from moving around within the canister and would keep
them more secure. The tension in the band can be altered using a system that utilizes
a no sew feed through buckle.
 Vertical (Axial) Dampening - Above and below the canister is 2 inches of thick
foam to cushion our payload in the vertical direction. Based on our expected forces
on the payload, we calculated the ideal type of foam to have a modulus of 12.813 psi
and a density of .533l lb/ft3 (if it’s made of polyurethane thermoplastics material).
These specifications were created using our MATLAB script.
 Horizontal (Radial) Dampening - There is 1 inch of foam present between the
canister and the launch vehicle body tube. This is to cushion the payload in the
horizontal direction. We calculated the ideal type of foam, based on our expected
forces that the payload will experience, to have a modulus of 82.042psi and a density
of 1.348lb/ft3 (if it’s made of polyurethane thermoplastics material).
 See Appendix A for MATLAB script calculating the optimal modulus for axial and
radial foam to be implemented in the payload protection system.
Figure 61: MATLAB Output
 We use our calculations to aid in purchasing polyurethane thermoplastics material for

our payload protection system by converting our optimal calculated modulus to
density and determining which vendors sold foam of this density by using Equation 1.
This modulus to density conversion was executed in Excel, shown in Figure 6.
𝐸𝑓 𝜌
= ( 𝜌𝑓 )2 (1)
𝐸𝑠 𝑠
Figure 62: Modulus to Density Conversion
 Inner Canister Sectioning and Cushioning - 3 thin foam discs are present within
the inner canister to separate multiple objects. Although if we receive more than 4
objects we would not be able to create a singular section for them, it would limit the
collisions of objects. Being that the discs are made of foam, they serve the dual
function of cushioning.
Figure 63: Cross Section of Payload Protection System
Table 20: Object Security Possibilities

Multiple Will be separated into even sections using the foam pads. They will also be
Small Objects compressed as well as possible utilizing the screw tops.
Large, Strong Foam pads will be flush against the top and bottom of the canister to stay out
Object of the way. Screw tops will be tightly compressed to ensure it does not move
during the flight.
Brittle Object If possible will be secured using the straps around the canister. This avoids
having to compress tightly using the screw caps to secure the object, putting
additional stress on it.
Long, Skinny Secured using the straps. Nature of the shape of the object makes it unable to
Object be very properly secured using screw caps due to large amounts of empty
horizontal space.
Small single Compressed using the screw caps, could be strapped in depending on specific
object shape of object as well.
5.2.2. Payload Component Interaction
When preparing the payload for launch, the first component added to the payload section
is the axial foam beneath the canister. The radial foam is then added above the lower
axial layer, along the interior wall. Before the canister is put into the payload section of
the launch vehicle, the payload itself is placed into the canister.
 In the case of one single payload object, the canister has two tops that will be
removed as well as one of the three foam discs. The payload is then placed into the
canister. The third foam disc is then inserted above the payload object.
 If the payload is tall and skinny, instead of being placed in between the foam discs,
the discs will lay on the bottom of the canister and the payload will be secured by the
straps located at the canister’s sides. This will also be the case if the object is
particularly brittle, so we don’t risk damage to the object from bouncing around the
interior.
 If there are multiple objects, they will be distributed between multiple foam discs.
There are three foam discs, so we can split the contents into a maximum of four equal
sections. If there are less than four objects but still more than one, we will prioritize
leaving extra foam discs on the bottom of the canister and loading above them.
Once the payload is secured, the two disks of the adjustable bulkhead are locked into
place, compressing the foam and securing the payload. The canister, now fully prepared,
is placed into the payload section, inside the radial foam and on top of the lower axial
layer. The second layer of axial foam is then added above the canister and the payload
section is closed, ready for launch.
5.2.3. Payload Integration into Launch Vehicle
 PPS is found inside a section of body tube that is epoxied to a coupler that has a
bulkhead with an I-bolt attached to one of the drogue parachutes.
 The bottom section of the vertical dampening system’s foam is against the bulkhead.
The section directly underneath the payload section holds the drogue parachutes and
the interstage.
 The PPS is loaded in by first installing the bottom of the vertical dampening system
and the horizontal dampening system into the body tube section.
 Then, the canister with its adjustable containment system is loaded in. The top of the
vertical dampening system is then put in place.
 The PPS is sealed in by screwing the electronics bay into the top of the body tube
with four set screws.
Figure XXX: Launch Vehicle Cross Section (Section A-A: Payload Electronics Bay)
To load the PPS once Payload is integrated into Launch Vehicle:

 Unscrew the electronics bay screws (4) from where they are connected to the body
tube holding the PPS.
 Take out the foam at the top, which is a part of the vertical dampening system.
 Pull out canister inside the foam.
 Unscrew canister tops and place in object or objects. If it is a long, skinny object,
there will be a strap that will be pulled through a hole in the side of the canister and
the object will be strapped against the interior. If there are multiple objects, foam
disks can be used to section off the different objects. If there is only one object, these
disks can lay above and below the object inside the canister.
 The canister tops are then screwed and locked into place.
 The canister is placed inside the foam dampening systems.
 The top of the vertical dampening system is put on top of the canister.
 The electronics bay is screwed in with four set screws to the body tube housing the
PPS.
5.3. Meeting Requirements / Levels of Risk

The payload protection system meets all requirements set out by NASA, but will also meet the
team derived requirements that we have personally created for our payload system. It can fit a
maximum of an object that is 3.5 inches in diameter and 6 inches in height and can hold an
object up to the approximate maximum of 4oz. We aim to have the loaded payload system weigh
4lbs. Empty, it should weigh about 3.75lbs, meaning the additional payload mass should get us
very close to our desired weight. It can be accessed to load the payload on the day of the launch
and no supplemental materials will be added thereafter.
Beyond these requirements, the protection system will be reusable and should survive through
multiple tests as well as the actual launch due to using high quality and durable materials. The
protection system will also be passive, meaning that once the object is loaded into the launch
vehicle nothing else is needed to secure the payload. Live data will reach us on the ground using
an XBee sensor that will give us acceleration as well as other readings from sensors that are
loaded within an Electronics Bay. The payload system is also adaptable, meaning that it will be
able to secure a range of objects. Assuming our calculations of a max of 71.7ft/lbs of energy is
experienced by the payload, we assume our protection system will be able to adequately protect
the payload.
5.4. Payload Electronics

On both team’s attempted launches (RED 1, RED 2) the payload section was composed of an
Arduino Uno, a microSD card reader breakout, and a 10-DOF accelerometer/gyroscope/
magnetometer combined breakout. The system was designed to collect time-stamped
acceleration and gyroscopic data from the launch, with the additional ability to log altitude data.
For the first subscale launch, RED 1, there was a wiring issue that caused RED 1 to launch
without the electronics suite onboard. The wiring problem prevented data from being logged
reliably to the SD card reader, leaving us unable to collect data. It was concluded that RED 1
would launch without the electronics in place, due to the impracticality of re-soldering all the
connections reliably before launch. The connections on the board were redone after the launch
attempt, and the issues with connection to the board were solved. Additionally, formatting of the
SD card proved to be an important factor in reliable data recording. It was discovered that the
microSD card reader used was unreliable when recording to exFAT formatted SD cards,
therefore all future SD cards will be formatted in FAT32 format to ensure compatibility.
During the prototyping phase of the payload section, a test model of the Payload Protection
System was created and the electronic suite was placed inside. The test model of the Payload
section was then held at a height of six feet, and then dropped while the electronics suite was
running. The drop was used to simulate the impact that the payload section would experience
during landing, to observe the effects the shock of a landing would have upon the electronics
systems, as well as determine if the sensors were sensitive enough to detect this impact. Data was
logged to the SD card for the drop, then analyzed in Excel. The data obtained appeared to be
consistent with what was expected from dropping the prototype payload section, with the data
being fine enough to clearly show where the impact with the ground occurred. However, it w as
found that the actual 10-DOF sensor suite was on a setting that did not allow for accurate
accelerometer data to be measured. The sensor was logging at approximately 15 to 20 Hz, with a
maximum acceleration force of 19.62 due to a hardware “lock” set in the combo breakout. At
this data collection rate, we were not able to determine the exact amount of force the time of
impact, as the system would max out each time well before the maximum force was logged.
While unable to modify, this firmware setting due to the restrictions of the combo breakout, the
team is considering alternative accelerometer breakouts to incorporate that operate at a higher
pooling rate, so we will be able to get an accurate estimate of acceleration at the moment of
impact.
The second subscale launch, RED 2, used the electronics suite intended for RED 1. All the
components of the system were functioning, and there were no irregularities in data collection
ability. Due to the issues mentioned in relation to pooling rate of the 10-DOF sensor, we were
unable to collect data of the specific maximum acceleration force experienced by the rocket,
although from the collected data we could determine what was occurring at points in the flight
(launch, apogee, landing, etc.).
Figure XXX: 2nd Subscale Acceleration vs. Time
Figure XXX: 2nd Subscale Altitude vs. Time
The 10 DOF breakout board, and its associated library did not allow for us to change the
accelerometer data collection range or the output data rate. Due to this inability of the 10 DOF
breakout board would be inadequate for further use. We determined that an alternative
accelerometer would be used to ensure that data could be collected up to the max forces
experienced during flight. Based on the requirement that the sensor should be able to pool above
500 Hz, and can collect ±16 G-force, two appropriate sensors were found. The MPU 6050 6
DOF accelerometer outputs data at 1000 Hz and has a programmable force range of up to ±16 G-
force. The LIS 331 3 DOF accelerometer outputs data at 1000 Hz, has a ±24G range.
The final electronics suite will be put in place in the future full scale launch. In this system, all
electronics will be located within the electronics bay of the launch vehicle. In addition to the
accelerometer changes, we will also be making a change to the microcontroller used to drive the
electronics system. We will be switching out the Arduino Uno, which was originally specified, to
a Teensy 3.6 microcontroller, an Arduino-compatible microcontroller. This microcontroller
offers an integrated microSD card reader, a significantly stronger processor in a similarly small
footprint to the Teensy 3.2. A telemetry system will also be implemented to allow for
redundancy in data collection, allowing for transfer to a ground station, as well as logging to a
microSD card. To implement this addition to the electronics suite, an XBEE transmitter and
antenna would be added to the electronics suite onboard the launch vehicle, and an XBee
receiving module, along with another antenna would be a part of a ground station. For a full
description of the final electronics system, and its integration can be found in section 3.3.4.
The launch vehicle’s StratoLoggers will be integrated when possible, to allow for data storage
redundancy. The data collected by the StratoLoggers is stored on in the devices themselves, but
it would be ideal to have the capability to monitor the data collected via ground control. A GPS
module will also be integrated into final electronics system to be able to collect position data that
can then be relayed to the ground. To test a version of this final electronics system, we are
hoping to prototype another electronics suite and to use it in another launch before the final.
5.4.1. Drawings and Schematic
Figure XXXXXX: Telemetry Schematic with Integrated PPS Accelerometer

5.4.2. Block Diagram
Figure XXXXXX: Communications Flow Chart
5.4.3. Batteries / Power
The payload protection system is an overall passive system, meaning that once it is
loaded into the launch vehicle that it does not need to be altered again throughout the
entire flight. All electronics are located within the Electronics Bay. A Zippy Compact
1300 2 Cell 7.4 V battery is used to power sensors located within the Electronics Bay
located above the payload section. For specific power consumption details of these
components see Figure XXXX in section 3.3.5. These sensors will take critical readings
that will help to evaluate our success criteria such as height and acceleration that we hit
impact the ground with.
5.5. Vehicle Component Test Plans / Status

We planned five tests for the PPS.
 Paracord - To simulate the force upon main parachute deployment, we will drop the
payload prototype from a height of two stories while attached to a length of paracord. The
force on the payload will be measured using onboard accelerometers, both outside of and
within the PPS. We have performed this test once already, and it was shown to be
feasible, but further tests with a more precise accelerometer will be needed.
 Ground Impact - To simulate the force upon impact with the ground at terminal velocity,
we will drop the payload prototype from a height of six feet. The force on the payload
will be measured using accelerometers on the outside of and within the PPS. This test
will be conducted both with and without foam, to experimentally verify the effectiveness
of different foams in dampening force on the object. This test has not been performed, as
the foam we plan to test it with has not yet been integrated into a prototype.
 Electronics Bay Data Collection - To determine whether our telemetry system has
sufficient power and data capacity to use in a launch, we will set it to run for two hours
uninterrupted. This will also help us verify that all the components are working properly.
This test has not yet been performed, but should it be successful, it would show that our
telemetry system is sufficient for use in the final rocket.
 Instron Foam Testing - We will test the compression resistance and durability of our
payload-protecting foam using an Instron tensile stress tester, to determine what variety
of foam is most suitable for use in the PPS. This test has not yet been conducted.
 Subscale Electronics - We will include an accelerometer with our subscale launches, to
observe the forces on the subscale payload section in flight, giving us a better idea of
what our final payload section’s PPS must withstand. This system was not functional on
our first subscale launch, but the second subscale was entirely successful.
More detail on these payload tests can be found in Section 7.1.
6. Launch Operations Procedure

6.1. Recovery Preparation
1. Ensure that all shock cord and parachutes are accounted for
2. Ensure that all shock cords are attached to the parachute’s swivel with the other end
attached to a quick link
3. Ensure that Robert DeHate, the team’s advisor has the black powder to pack the blast
charges for separation
4. Prepare the motor electronics bay
1. Attach new 9-Volt to connectors and duct tape the batteries to the connectors
2. Check battery wiring to altimeters to assure the altimeters are receiving power
3. Insert threaded rods through the guide tubes through the electronics bay body
4. Attach electronics bay output wires for the motor section and interstage drogues
to the upper bulkhead wires
5. Attach top bulkhead by guiding the threaded rods through the holes and securing
it with lock washers and nuts
6. Attach interstage section with set screws
7. Connect wires for interstage charges
8. Put electronics bay in the blue tube
9. Attach electronics bay output wires for the motor section main parachute to the
lower bulkhead wires
10. Attach lower bulkhead by guiding the threaded rods through the holes and
securing it with lock washers and nuts
11. Turn the double pole double throw keys to close the circuit and listen for the beep
that signals that there is continuity in the circuit to ensure the altimeters are
getting power, turn the key again to open the circuit as to not drain the batteries
unnecessarily
12. Blast charges are packed in the intersection with 0.8g (calculation in 6.1.3) of
powder for the drogue charges (See 6.1.2 for procedure for packing charges)
13. Blast charges are packed on the centering ring of the intersection with 1.2g
(calculation in 6.1.3) of powder for the drogue charges (See 6.1.2 for procedure
for packing charges)
14. Blast charges are packed on the lower bulkhead with 1.2g (calculation in 6.1.3) of
powder for the main charges (See 6.1.2 for procedure for packing charges)
5. Attach the blue tube for the main motor parachute to the bottom of the electronics bay
with set screws
6. Attach the quick link on the shock cord to the eyebolt attached to the motor electronics
bay section
7. The 66 in main parachute is folded and inserted into the motor parachute cavity
1. Lay the parachute out
2. Organize the leads at the bridle into three sections
3. Fold first gore and continue folding the gores until all the gores are folded into
each other
4. The parachute is folded in a z-fold
5. The lines are pulled up the center and the parachute is wrapped around the
centered lines, the lines are rolled around the canopy
6. Place thermal wadding over the opening of the tube from which the parachute will
be ejected
7. Push folded parachute into ejection tube such that the thermal wadding wraps
around the parachute and prevents direct contact between the black powder
charge and the parachute.
8. Attach the quick link that is attached to the shock cord to the eyebolt attached to the
motor section bulkhead
9. Attach the motor main parachute section of blue tube to the motor section with 4 shear
pins
10. Both 18in drogue parachutes are folded
1. Lie parachute flat, ensuring that lines are not tangled. Fold parachute into thirds
repeatedly until reaching a point that you cannot continue folding it into thirds. At
this point, fold in half
2. Execute a lengthwise Z-fold
3. Roll the parachute up such that the lines remain uninhibited (lengthwise)
11. Attach the quick link that is attached to the shock cord to the eyebolt in the interstage
ejection tube
12. Place thermal wadding over the opening of the tube from which the parachute will be
ejected
13. Push folded drogue parachute into interstage ejection tube such that the thermal wadding
wraps around the parachute and prevents direct contact between the black powder charge
and the parachute
14. Place interstage bulkhead on the end of the interstage ejection tube
15. Attach the payload drogue parachute section of blue tube to the top of the electronics bay
with 4 set screws
16. Place thermal wadding over the opening of the tube from which the payload drogue
parachute will be ejected
17. Push folded drogue parachute into interstage ejection tube such that the thermal wadding
wraps around the parachute and prevents direct contact between the black powder charge
and the parachute
18. Attach the quick link that is attached to the shock cord to the eyebolt attached to the
payload section
19. Attach the drogue payload parachute section of blue tube to the payload section with 4
shear pins
20. Prepare the upper electronics bay
1. Attach new 9-Volt to connectors and duct tape the batteries to the connectors
2. Check battery wiring to altimeters to assure the altimeters are receiving power
3. Insert threaded rods through the guide tubes through the electronics bay’s body
4. Attach electronics bay output wires for the main parachute to the wires on the
bulkhead
5. Attach top bulkhead by guiding the threaded rods through the holes and secure it
with lock washers and nuts
6. Put upper electronics bay in the blue tube
7. Attach lower bulkhead by guiding the threaded rods through the holes and
securing it with lock washers and nuts
8. Turn double pole double throw keys to close the circuit and listen for the beep
that signals that there is continuity in the circuit to ensuring the altimeters are
getting power, turn the key to open the circuit as not to waste batteries
unnecessarily
9. Blast charges are packed on the bulkhead with 1.2g of powder for the main
charges (See 6.1.2 for procedure for packing charges)
21. Attach the upper electronics bay to the payload section with 4 set screws
22. Attach the blue tube for the payload main parachute to the payload section with 4 set
screws
23. Attach the quick link that is attached to the shock cord to the eyebolt in the payload main
parachute tube
24. The 60in main parachute is folded and inserted into the parachute cavity
1. Lay the parachute out
2. Organize the leads at the bridle into three sections
3. Fold first gore and continue folding the gores until all the gores are folded into
each other
4. The parachute is folded in a z-fold
5. The lines are pulled up the center and the parachute is wrapped around the
centered lines, the lines are rolled around the canopy
6. Place thermal wadding over the opening of the tube from which the parachute will
be ejected.
7. Push folded parachute into ejection tube such that the thermal wadding wraps
around the parachute and prevents direct contact between the black powder
charge and the parachute.
25. Attach the quick link on the shock cord to the eyebolt attached to the nose cone
26. Attach the nose cone to the payload main parachute tube with 4 shear pins
6.1.1. Charge Packing Procedure
1. Insert e-match into PVC blast cap.

2. Pour measured amount of black powder into blast cap, over e-match.
3. Compress the black powder with a small chunk of dog barf.
4. Cover the blast cap with tape and its contents with masking tape.
5. Connect wires to terminals
*The black powder is handled by our mentor Robert DeHate and will not be handled by
the team
6.1.2. Black Powder Calculations
The amount of black powder needed for each charge was calculated with the aid of this
website: http://www.rockethead.net/black_powder_calculator.htm
The value determined from this calculator is multiplied by a safety factor of 1.5 to ensure
separation.
6.2. Motor Preparation

We will be referencing Cesaroni’s online instruction in assembling a 75 millimeter motor.
Read Appendix Include in Appendix
http://www.pro38.com/pdfs/Pro75_Instructions.pdf
6.3. Setup on Launcher

1. Gather all materials, tools, and personnel to take to launch pad
1.1 Step ladder
1.2 Keys for e-bays
1.3 Two other team members for carrying rocket
1.4 Team mentor Rob DeHate
1.5 Completed launch card for RSO
2. Perform final checks to exterior of rocket
2.1 Count 4 shear pins on nose cone
2.2 Count 4 set screw on upper section of payload e-bay
2.3 Count 4 set screws on lower section of payload e-bay
2.4 Count 4 shear pins connecting payload section to motor section
2.5 Count 4 set screws on upper section of motor section e-bay
2.6 Count 4 set screws on lower section of motor section e-bay

2.7 Count 4 shear pins on motor assembly
2.8 Check alignment of paint job and rail mounts
3. Lower rail on launch pad to horizontal position for loading
4. Load rocket onto rail using rail mounts, but do not erect
5. Turn on electronics bays
5.1 Turn and remove keys
5.2 Listen to startup beeps to ensure all systems are connected
6. Await approval from NASA inspector
6.4. Igniter Installation

The igniter installation happens after the e-bays are armed and before the rocket is erected.
Install the igniter per the following checklist:
1. Prepare igniter: remove a single igniter from package and inspect for continuity,
resistance, and check pyrogen for cracks or flaws. Make sure that the wires do not touch
anywhere except in the combustible tip.
2. Insert igniter into the motor through the nozzle and push it in until it hits a hard stop
against the propellant grain.
3. Mark the point on the igniter at the bottom of the motor.
4. Pull the igniter out of the motor and make a small loop in the igniter directly below the
mark.
5. Reinsert the full length of the igniter.
6. Place the motor cap over the end of nozzle.
7. Attach each end of the igniter to an alligator clip to finalize the connection.
8. Check for continuity by pressing the button attached to the alligator clips (provided).
9. Erect the rocket and check to make sure the rail is locked. You are now ready for launch.
6.5. Launch Procedure

The launch procedure covers the time between leaving the launch vehicle on the launch pad and
locating the launch vehicle sections post-launch. The procedure is as follows:
1. Make sure that all personnel are a minimum distance of 300ft from the launch pad.
2. Alert team members that launch is imminent and that they should attempt to make visual
contact with sections of the launch vehicle during descent.
3. Identify two team members who will be responsible for GPS tracking and retrieval of the
launch vehicle sections.
4. The RSO launches the launch vehicle when he or she deems the launch safe and prudent.
5. Wait for the all clear from the RSO to send out retrieval team with GPS tracker.
6. Retrieve sections of launch vehicle.
7. Prepare to perform post-flight inspections.
6.6. Troubleshooting
Our main troubleshooting points are related to arming the launch vehicle, the electronics suite,
and the telemetry system. Below provides brief overview of the of the troubleshooting we would
have to perform should a system not arm or lose communication. Most of the issues listed below
will arise during the “Setup on Launcher” phase of launch operations.
 Ground station doesn’t communicate with XBee

o Potential causes:
 Electronics not properly connected
 The battery is dead
 The radio on the ground station does not work
o Respective Solutions:
 Restart electronics and check whether this resolves the issue
 If not, take launch vehicle off pad and check connections
 Replace battery
 Unplug and plug back in the radio from the ground station
 Restart the ground station software
o If necessary, reboot the ground station.
 Sensor data is incorrect (i.e., reporting movement when none is present)
o Possible Causes:
 Sensors are not properly installed
 Batteries are low
 Software error
o Respective Solutions:
 Restart electronics and check whether this resolves the issue
 If not, take launch vehicle off pad and check connections
 Take rocket off pad and replace batteries
 Reboot electronics and check whether this resolves the issue
 If not, take launch vehicle off pad and re-upload software to the
electronics systems
 Electronics bay does not arm
o Possible Causes:
 Wires connecting the rotary switch to the electronics was disconnected on one
end
 Batteries are dead
o Respective Solutions
 Remove launch vehicle from launch rail, remove sections connected to
affected electronics bay, and re-solder the connection
 Remove launch vehicle from launch rail and replace batteries
6.7. Post-Flight Inspection

The post-flight inspections procedure covers the time after the sections of the launch vehicle
have been retrieved.
1. Ensure that all sections have been recovered.

2. Have the safety officer, Katherine Angus, examine the rocket for any hazards (ie., any sharp
edges, broken batteries, loose parts within the sections).
3. Ensure that an official altimeter is accessible, and, if possible, bring it to a NASA official to
be read.
4. Have the payload lead, Samantha Glassner, examine the Payload section and PPS, and assess
for any damages.
5. Have the launch vehicle lead, Evan Kuritzkes, inspect the launch vehicle itself.
6. Examine the main parachute and motor section e-bay to see if the parachute fully deployed or
if any damages were sustained in the e-bay.
7. Check the nose cone e-bay to see if its parachute deployed or if any damage was done to the
nose cone e-bay.
8. After the launch, acquire the data from the Payload electronic suite sensors to analyze.
After this procedure, ensure that all sections of the launch vehicle have been recovered and any
debris disposed of properly.
7. Project Plan
7.1. Testing
7.1.1. Define Tests
Table 21: List of Tests

Test Test Name Test Description
Number
Test #1 Full Scale We will launch our vehicle to be sure that it will reach the
Altitude Test apogee as close to 5280 ft as possible, under 5600 ft maximum,
while carrying all required objects, including:
 Science or Engineering Payload
 Commercially available barometric altimeter
Test #2 Barometric We will test the barometric altimeter in a vacuum chamber

Altimeter Test with different settings so that the pressure will mimic different
altitudes.
We will look at and record the data from the StratoLogger,

which we will gather once we turn the StratoLogger on after
the test flights. This will be done for the other altimeters, which
are to control vehicle electronics and payload experiments.
Test #3 Parachutes and In our test flights, we will test the parachute deployment both
Sound Structure before and during the flights. Before the flights we will test the
Test parachutes by setting off the charges to be sure that the
parachutes can deploy. During the flight, we will test both
deployment and effectiveness by seeing where the parachutes
deploy according to the data of the StratoLoggers. In doing so,
we will also be testing the reusability of the launch vehicle and
its parts.
Test #4 Launch-ready We will test this by turning the flight electronics on and being
Delay sure that they are still operating and running after 90 minutes of
initial activation.
Test #5 Time to prepare We will practice and time how long it takes to prepare the
the launch launch vehicle to be launched, and make sure that it is under 4
vehicle to launch hours.
Test #6 Twelve volt We will launch the launch vehicle from a standard 12 volt
direct current direct current.
firing test
Test #7 Acceleration We will use an accelerometer to determine the velocity at the

Test point that the launch vehicle leaves the rail and make sure that
it is above 52 fps. We will also use the accelerometer to
confirm that the launch vehicle will not exceed Mach 1 at any
point in the flight.
Test #8 Kinetic Energy According to our calculations, the maximum kinetic energy
Test experienced in ~71.7 ft-lbf, and we will confirm that it is under
75 ft-lbf using flight data post-flight.
Test #9 Interference Test We will test the launch vehicle’s electronic tracking devices
such that we know where the vehicle is beforehand, and walk
to the launch vehicle to see if the device is accurate or if it is
affected by onboard components.
Test #10 Payload A drop test of the payload section will be conducted to test our
Deployment additional dampening system located between the I-bolt
Dampening Test mounted to the payload section and the main parachute. We
will remove this dampening system and do a drop test as a
control, and then we will compare the data collected from our
PPS accelerometer from the drop test including the additional
dampening system.
Test #11 Paracord Drop We will drop our payload, which will be loaded with
Test accelerometers and be attached to a paracord, and a variable
amount of rubber bands to act as a shock absorber, from a
height of two stories to simulate the force it would experience

upon deployment of the parachute. This, according to our
calculations, will be one of the largest forces experienced by
the system.
Test #12 Foam Force We will conduct a drop test from a height of six ft to simulate
Dampening Test the impact of the payload on the ground at its estimated landing
speed. We will record the forces the payload endured with and
without the addition of foam in order to find out how effective
different foams are.
Test #13 Electronics Bay We will use a multimeter to test our soldering connections and
Connections and make sure that our wires are thoroughly soldered to the correct
Wiring Test locations.
Test #14 Data Collection We will let our telemetry system run for two hours to make
Test sure that it will definitely hold enough data for the flight, and to
ensure that everything is working properly.
Test #15 Foam Force We will use an instron in our lab to test the compression force
Dampening Test and durability of our foam. This will help us to determine
which foam will be the most effective for protecting our fragile
payload.
Test #16 Subscale Vehicle We will launch the subscale launch vehicle while recording its
Test altitude with an onboard altimeter and while watching the
vehicle to see whether or not the parachutes deploy.
Test #17 Maximum Force We will use the data from the accelerometers during flights and
Test the mass of the body accelerated to determine the force on the
launch vehicle to find the maximum force experienced on the
vehicle.
Test #18 Two Single Pole We will turn each key switch in each electronics bay
Double Throw individually and check if all components within the electronics
Switch Test bay are turned on.
7.1.2. Test Objective / Success Criteria
Table 22: Test Objectives

Test Test Name Test Objective/Success Criteria
Number
Test #1 Full Scale This test is successful if we prove that the launch vehicle
Altitude Test will reach an apogee as close to 5280 ft as possible while
carrying the objects mentioned earlier:
 Science or Engineering Payload

 Commercially available barometric altimeter
Test #2 Barometric If the StratoLogger reads the altitudes to match the simulated
Altimeter Test altitudes in the vacuum chamber, then this is successful
If the altimeter data matches simulated data closely, then the
objectives for this test were met and it was successful.
Test #3 Parachutes and If the parachutes deploy and slow the launch vehicle such
sound structure that all parts of the launch vehicle are reusable without
test modification or replacement, then all objectives have been
met.
Test #4 Launch-ready We determine if this test is successful or not by seeing if the

delay electronics are still functioning at the end of the 90 minutes.
Test #5 Time to prepare These tests are successful if we can consistently finish
the launch launch vehicle preparations in under 4 hours.
vehicle to launch
Test #6 Twelve volt If the launch vehicle successfully launches with a standard
direct current 12 volt direct current
firing test
Test #7 Acceleration The first part of this test is successful if the launch vehicle
Test reaches a velocity above 52 fps at rail exit. The second part
of this test is successful if the launch vehicle never reaches a
velocity of mach 1 or above.
Test #8 Kinetic Energy If the kinetic energy of the launch vehicle is lower than 75
Test ft-lbf at impact, then all objectives are met.
Test #9 Interference Test We know if this test is successful based on the accuracy of
the recovery system. If it is accurate despite other electronics
being turned on, then it is properly shielded.
PAYLOAD
Test #10 Payload Success is met when we see the effect of adding foam to the
Deployment payload, and seeing how the forced differ.
Dampening Test
Test #11 Paracord Drop According to our calculations, this will be one of the largest
Test forces experienced by the system, so we wanted to be fully
prepared to deal with this force. If the electronics bay
collects data and the foam protection system reduces the
force experienced by the payload by an acceptable amount,
then this is a success.
Test #12 Foam Force Success is determined if there is a significant reduction in

Dampening Test force by the foam and by finding out which foam provided
the largest reduction.
Test #13 Electronics Bay Success will be determined by strong connections and a
Connections and “success beep” from the multimeter.
Wiring Test
Test #14 Data Collection Success will be determined as the electronics system running
Test and recording correct data for the entire time period without
running out of storage.
Test #15 Foam Force Success is determined as finding one type of foam which has
Dampening Test the largest force reduction and can return to its original size
the fastest.
Test #16 Subscale Success is determined by its stability, the deployment of the
Vehicle Test parachutes, which proves that the electronics work, and by
the accuracy to its own simulations and proportional to the
full scale simulations.
Test #17 Maximum Force This test’s success is based on two things: the force
Test calculated must be under 2500 lbf (the maximum force our
swivels can handle) and no components of the rocket can
break from the force experienced.
Test #18 Two Single Pole Every individual switch must turn on all components of the
Double Throw electronics bay it is in to be successful. The objective is that
Switch Test even if one switch fails, all electronics will still function.
7.1.3. Testing Results
Table 23: Results of Tests That Have Been Performed

Test Test Testing Status Impact of Tests
Number Name/Date
Test #3 Parachutes and The subscale tests were very Because this system was
sound structure successful for the parachutes. successful, we decided to keep
test We successfully launched all a similar scaled system for the
parachutes, and verified full scale model
the subscale launch vehicle
had a sound enough structure
to be reused
Test #4 Launch- ready The data storage electronics The systems tested here are
delay were tested separately and all going to be used in the full
operated for longer than 90 scale as well because they
minutes. proved to be effective/were
able to store data for more than
90 minutes
Test #5 Time to prepare Our time to prepare the Because the time was well
the launch subscale launch vehicle before under the maximum allotted,
vehicle for actual launches was well we will use a similar strategy in
launch under four hours. preparing the full scale
Test #6 Twelve volt The subscale successfully We will be using the same
direct current launched from a standard 12 system to launch the full scale.
firing test volt direct current firing
system, so we will use the
same system for the full scale
launch vehicle
Test #10 Payload Limited success, due to Since the accelerometer could
Deployment accelerometer not recording not capture data at a high
Dampening test data over an amount of 20.08 enough acceleration, we
m/s. This resulted in us not decided to buy more apt
being able to see our actual sensors for future tests (max 24
peak acceleration and gave g). This new accelerometer will
limited insight into the nature be used in the next test flight.
of the collision.
Test #11 Parachute We successfully recorded data This test confirmed the validity
Deployment from multiple tests using of the idea that we can use
Force Exerted different amounts of rubber something similar to a rubber
on Payload bands and different amount of band to cushion the force
shock absorption. exerted on the entire launch
vehicle
Test #12 Foam Force Upon analysis of the foam After using a MatLab
Dampening already purchased, we simulation to determine the
Test determined it was too stiff to ideal stiffness of foam, we
be able to protect the payload. bought new foam that will be
ideal to protect the payload.
Test #13 Electronics Bay The electronics bays both This test was successful and
Connections worked effectively by increased confidence in the
and Wiring deploying parachutes and current system.
recording acceleration
Test #14 Electronics Bay The electronics system The data was correctly
Durability and successfully recorded and recorded, which allowed us to
Functionality stored the data during the full see that our accelerometer was
flight during a test flight. capping our measurements at
20.08 m/s^2, which led to the
purchase of a new
accelerometer.
Test #16 Subscale The subscale test was a The subscale launch was a
Vehicle success by a large margin complete success; the
electronic systems performed
perfectly, all data was stored,
and parachute deployment
acted as expected.
Additionally, the launch
vehicle had a flight path as
expected.
7.2. Requirements Compliance

7.2.1. Verification Plan
Table 24: NASA-Derived Requirements Matrix

NASA Requirements How We Will Meet Them Verification
1. Vehicle Requirements
1.1. The vehicle shall deliver Currently our design has our We will use altimeter
the science or engineering apogee as 5,692 ft, and we will data from multiple
payload to an apogee altitude add mass to reduce this to 5,280 future tests of the full
of 5,280 feet above ground ft. scale launch vehicle
level (AGL)
1.2. The vehicle shall carry one Our current apogee is calculated We will do multiple
commercially available, to be 5318 ft. We will adjust for launches of the full
barometric altimeter for this by adding mass so the apogee scale launch vehicle to
recording the official altitude will be brought down to 5280 feet, get the vehicle’s apogee
used in determining the so we can achieve a score as near to 5280 feet, and the
altitude award winner. Teams to 100% as possible, and the altimeter can be
will receive the maximum height will be verified by one visually verified
number of altitude points commercially available barometric
(5,280) if the official scoring altimeter to record the data
altimeter reads a value of
exactly 5280 feet AGL. The
team will lose one point for
every foot above or below the
required altitude. The altitude
score will
be equivalent to the percentage

of altitude points remaining
after and deductions.
1.2.1. The official scoring The official altimeter will send This can be verified
altimeter shall report the signals to make series of beeps to audibly before and
official competition altitude report the altitude during flight
via a series of beeps to be
checked after the competition
flight.
1.2.2. Teams may have There will be at least one altimeter This can be verified
additional altimeters to control per each altitude-related action, visually
vehicle electronics and payload such as the launch vehicle section
experiment(s). split at apogee, and the
deployment of the main parachute
1.2.3. At the LRR, a NASA The marked altimeter will be used This can be verified
official will mark the altimeter for the official scoring visually
that will be used for the
official scoring.
1.2.4. At the launch field, a An official will be listening to the This can be verified
NASA official will obtain the altimeter sending signals back to through the presence of
altitude by listening to the the ground the official
audible beeps reported by the
official competition, marked
altimeter.
1.2.5. At the launch field, to The design will be such that all This will be verified
aid in determination of the electronics that emit sound will be audibly
vehicle’s apogee, all audible able to be turned off
electronics, except for the
official altitude-determining
altimeter shall be capable of
being turned off.
1.2.6.1. A score of zero for the The official, marked altimeter will This can be verified
altitude portion of the be functioning and send beeps visually and audibly
competition is warranted if the back to report altitude
official, marked altimeter is
damaged and/or does not
report and altitude via a series
of beeps after the team’s
competition flight.
1.2.6.2. A score of zero for the The team will report to the NASA This will be verified by
altitude portion of the official with the marked altimeter the official when the
competition is warranted if the team reports
team does not report to the
NASA official designated to
record the altitude with their
official, marked altimeter on

the day of the launch.
1.2.6.3 A score of zero for the We will add weight to make sure We will launch the full
altitude portion of the that it does not reach 5600 feet scale launch vehicle to
competition will be warranted AGL make sure it is well
if the altimeter reports an below 5600
apogee altitude over 5,600 feet
AGL.
1.3. All recovery electronics We will only buy commercially This can be verified
shall be powered by available batteries visually
commercially available
batteries.
1.4. The launch vehicle shall All components of the launch All parts of the
be designed to be recoverable vehicle will be slowed down by recovery system will be
and reusable. Reusable is parachutes to avoid damage, and tested in the subscale
defined as being able to launch be built out of high strength high and full scale launches
again on the same day without quality materials. previous to the final
repairs or modifications. launch to assure that
they are working
1.5. The launch vehicle shall We will design the launch vehicle This can be confirmed
have a maximum of four (4) so that there are going to be visually and in
independent sections. An exactly four independent sections schematics
independent
section is defined as a section
that is either tethered to the
main vehicle or is recovered
separately from the main
vehicle using its own
parachute.
1.6. The launch vehicle shall We will only have one motor and We will only design it
be limited to a single stage. one motor section to be a single stage, and
can be confirmed
visually and through
schematics
1.7. The launch vehicle shall We will design it so that it is We will practice the
be capable of being prepared relatively simple to prepare so it preparations repeatedly
for flight at the launch site will not take more than 4 hours and limit preparation to
within 4 hours, 4 hours
from the time the Federal
Aviation Administration flight
waiver opens.
1.8. The launch vehicle shall We will design the launch vehicle This will be
be capable of remaining in such that it can remain for at least verified before the
launch-ready configuration at one hour launch through Test #4
the pad for a minimum of 1 in section 7.1.2
hour without losing the
functionality of any critical on-

board component.
1.9. The launch vehicle shall It will be designed to launch off of This will be verified
be capable of being launched a standard 12 volt DC firing through ejection tests
by a standard 12 volt direct system before lanches and
current firing through subscale and
system. The firing system will full scale launches
be provided by the NASA- before the official
designated Range Services launch day
Provider.
1.10. The launch vehicle shall We will have all circuitry on the This can be verified
require no external circuitry or inside and use only ground visually
special ground support support provided
equipment to
initiate launch (other than what
is provided by Range
Services).
1.11. The launch vehicle shall We will be using a commercially The L1395 is a motor
use a commercially available available L1395 Blue Streak commercially available
solid motor propulsion system motor. and approved by the
using Canadian Association
ammonium perchlorate of Rocketry
composite propellant (APCP)
which is approved and
certified by the National
(NAR), Tripoli Rocketry
Association (TRA), and/or the
Canadian Association
of Rocketry (CAR).
1.11.1. Final motor choices The final motor choices will be The CDR has the final
must be made by the Critical presented in the CDR motor choices included
Design Review (CDR).
1.11.2. Any motor changes We will only have any motor Reviews can be made
after CDR must be approved changes after CDR if the sole to assure that we abide
by the NASA Range Safety reason for changing is for safety, by this
Officer (RSO), and have them approved by the
and will only be approved if NASA RSO
the change is for the sole
purpose of increasing the
safety
margin.
1.12.1. The minimum factor of No pressure vessels are on board N/A
safety (Burst or Ultimate the vehicle
pressure versus Max Expected
Operating
Pressure) shall be 4:1 with

supporting design
documentation included in all
milestone
reviews.
1.12.2. The low-cycle fatigue No pressure vessels are on board N/A
life shall be a minimum of 4:1. the vehicle
1.12.3. Each pressure vessel No pressure vessels are on board N/A
shall include a solenoid the vehicle
pressure relief valve that sees
the full
pressure of the tank.
1.13. The total impulse The total impulse of the launch The Impulse of the
provided by a College and/or vehicle will be 4895 Newton- L1395 is 4895 Newton-
University launch vehicle shall seconds seconds
not exceed 5,120
Newton-seconds (L-class).
1.14. The launch vehicle shall Launch vehicle currently has static Shown through
have a minimum static stability stability of 4.44 simulations on Open
margin of 2.0 at the point of Rocket that find center
rail exit. of mass and pressure
within the LV through
imputed data about the
design
1.15. The launch vehicle shall Launch vehicle currently has a Shown through Open
accelerate to a minimum exit velocity of 73.8 fps. Rocket simulations of
velocity of 52 fps at rail exit. flight based on design
and motor choice
details
1.16. All teams shall We will launch our subscale and Subscale data is
successfully launch and record data to submit included in section 3.2
recover a subscale model of of this report
their launch vehicle prior to
CDR.
1.16.1. The subscale model We will design our subscale to be Design is outlined in
should resemble and perform similar to the full-scale in the section 3.2 of the CDR
as similarly as possible to the stability, mass distribution, and and in the PDR. The
full-scale model, however, the thrust to weight ratio subscale is similar to
full-scale shall not be used as the full-scale but is not
the subscale model. identical.
1.16.2. The subscale model A working altimeter is part of the The altimeters can be
shall carry an altimeter capable subscale design; there are multiple seen in the electronic
of reporting the model’s altimeters included in each of the bays and there apogees
apogee altitude. electronic bays. can be heard via
StratoLoggers
1.17. All teams shall We plan to launch a full-scale Full scale flight data
successfully launch and before the launch shall be provided at
recover their full-scale launch FRR
vehicle prior to FRR in its final
flight configuration.
The launch vehicle flown at
FRR must be the same vehicle
to be flown on launch day. The
purpose of
the full-scale demonstration
flight is to demonstrate the
launch vehicle’s stability,
structural integrity,
recovery systems, and the
team’s ability to prepare the
launch vehicle for flight. A
successful flight is
defined as a launch in which
all hardware is functioning
properly (i.e. drogue chute at
apogee, main chute at a lower
altitude, functioning tracking
devices, etc.). The following
criteria must be met during
the full scale demonstration
flight:
1.17.2. The payload does not The full scale will adhere to all Data will be submitted
have to be flown during the requirements set forth by the from the flights at FRR
full-scale test flight. The NASA student launch competition
following
requirements still apply:
1.17.2.1. If the payload is not The mass of the vehicle launched Data from the flights
flown, mass simulators shall be for the full scale test launch will will be submitted as
used to simulate the mass of be equivalent to the expected mass part of the FRR report
the payload of the full-scale launch vehicle. In and compared to that at
order to simulate this, a mass will launch
be used to simulate the payload.
1.17.2.1.1. The mass The mass distribution on the Data from the flights
simulators shall be located in vehicle used for the full-scale will be submitted as
the same approximate location launch will be the same as that of part of the FRR report
on the expected mass distribution of
the launch vehicle as the the full-scale launch vehicle
missing payload mass.
1.17.3. If the payload changes The payload will not change N/A
the external surfaces of the external surfaces of the launch
vehicle
launch vehicle (such as with

camera housings or
external probes) or manages
the total energy of the vehicle,
those systems shall be active
during the full-scale
demonstration flight.
1.17.5. The vehicle shall be We will have the ballast mass Data from the full-scale
flown in its fully ballasted design completed for the full-scale test flight will be
configuration during the full- test flight submitted in the FRR
scale test flight. Fully ballasted report
refers to the same amount of
ballast that will be flown
during the launch day
flight.
1.17.6. After successfully The launch vehicle and its This can be verified by
completing the full-scale components will not be modified comparing the final
demonstration flight, the without the agreement of the design to submitted
launch vehicle or any of its NASA RSO designs
components shall not be
modified without the
concurrence of the NASA
Range Safety Officer
(RSO).
1.18. Any structural We will design the vehicle such We will find the center
protuberance on the launch that all protuberances are aft of the of gravity without the
vehicle shall be located aft of burnout center of gravity motor and all
the burnout center of gravity. protuberances shall be
located aft of that point
1.19.1. The launch vehicle The launch vehicle will not use N/A
shall not utilize forward forward canards
canards.
1.19.2. The launch vehicle The only motor will be the initial This can be verified
shall not utilize forward firing launch L1395 visually
motors.
1.19.3. The launch vehicle The motor being used does not The L1395 is not a
shall not utilize motors that expel titanium sponges skidmark motor; it is a
expel titanium sponges blue streak motor
(Sparky, Skidmark,
MetalStorm, etc.)
1.19.4. The launch vehicle We are not using a hybrid motor, The L1395 is a solid
shall not utilize hybrid motors. only a solid motor motor
1.19.5. The launch vehicle The launch vehicle is designed for The launch vehicle is
shall not utilize a cluster of only one motor only big enough for one
motors. L1395; It can be
verified that only one
motor is being used

visually
1.19.6. The launch vehicle All deployable sections will be This can be verified
shall not utilize friction fitting secured with 2-56 nylon sheer visually and through
for motors. screws schematics
1.19.7. The launch vehicle The launch vehicle does not Our altimeter data will
shall not exceed Mach 1 at any exceed mach 1 at any point during show that we do not
point during flight. the flight at max velocity break mach 1 at any
point during flight
1.19.8. Vehicle ballast shall The ballast mass in our current This can be verified by
not exceed 10% of the total design does not exceed 10% of the weighing the LV and
weight of the rocket. total weight, the exact ballast mass comparing that weight
and the percentge of the total mass to all ballast weights
will be given in the FRR. within the LV
2.1. The launch vehicle shall Our booster and payload sections Data from full scale
stage the deployment of its will deploy an 18 inch diameter flights will be
recovery devices, where a drogue at apogee and, also a 60 submitted at FRR
drogue parachute is deployed inch diameter main chute for the
at apogee and a main parachute payload section and a 66 inch
is deployed at a much lower diameter main chute for the
altitude. Tumble recovery or booster section at 500 ft and 300 ft
streamer recovery from apogee respectively.
to main parachute deployment
is also permissible, provided
that kinetic energy during
drogue-stage descent is
reasonable, as deemed by the
Range Safety Officer.
2.2. Each team must perform a We will have ground ejection tests To proceed to launch
successful ground ejection test for both drogues and main these tests must be
for both the drogue and main parachutes prior to each initial successful thus the
parachutes. This must be done subscale and full scale launches application of these
prior to the initial subscale and tests can be verified by
full scale launches. the proceeding of the
planned launch
2.3. At landing, each We will size our parachutes such Calculations will be
independent sections of the that the maximum kinetic energy submitted at PDR and
launch vehicle shall have a is under 75 ft-lbf data will be submitted
maximum kinetic energy of 75 at CDR in section 3.4.3
ft-lbf. and FRR to prove we
are under the limit
2.4. The recovery system The recovery system components This can be verified
electrical circuits shall be will be in a separate section from visually and via
completely independent of any the payload and its circuits schematics
payload electrical
circuits.
2.5. The recovery system shall The motor electronic bay contains Design will be
contain redundant, four StratoLoggers and the submitted at FRR
commercially available payload electronic bay will have
altimeters. The term two StratoLoggers, which are
“altimeters” includes both commercially available altimeters
simple altimeters and more
sophisticated flight computers.
2.6. Motor ejection is not a The launch vehicle will have no The system has blast
permissible form of primary or motor ejection charges to separate the
secondary deployment. sections
2.7. Each altimeter shall be Our design is made so that each The design will be
armed by a dedicated arming altimeter is armed by its own submitted at FRR and
switch that is accessible from arming switch accessible from the can be verified visually
the exterior of the launch exterior of the launch vehicle’s by NAR
vehicle airframe when the frame when it is on the launch
vehicle is in the launch configuration on the launch pad
configuration on the launch
pad.
2.8. Each altimeter shall have a Each altimeter will be powered by The design will be
dedicated power supply. an external battery. submitted at FRR
2.9. Each arming switch shall The arming switch will be consist The design will be
be capable of being locked in of a locking rotary switch . submitted at FRR and
the ON position for launch. can be visually verified.
2.10. Removable shear pins Our design has removable shear Design will be
shall be used for both the main screws used for the drogue submitted at FRR
parachute compartment and the parachute compartments and the
drogue parachute main parachute compartments
compartment.
2.11. An electronic tracking The motor section will contain a The design will be
device shall be installed in the BigRedBee and the payload submitted at FRR and
launch vehicle and shall sections will have a GPS that will with CDR
transmit the position transmit the the location to a
of the tethered vehicle or any ground receiver
independent section to a
ground receiver.
2.11.1. Any rocket section, or Each launch vehicle section will The design will be
payload component, which have a tracking system. submitted at FRR and
lands untethered to the launch with the CDR
vehicle,
shall also carry an active
electronic tracking device.
2.11.2. The electronic tracking The tracking system will be set up It will be tested before
device shall be fully functional the same way as has worked launch through the full
during the official flight on during the tests. scale launches to
launch day.
guarantee proper
functioning
2.12. The recovery system The recovery system electronics Design will be
electronics shall not be will be shielded by a Faraday cage submitted at FRR and
adversely affected by any other to protect from all other electronic in CDR
on-board electronic systems.
devices during flight (from
launch until landing).
2.12.1. The recovery system Our design has each recovery Design will be
altimeters shall be physically system altimeter physically submitted at FRR and
located in a separate separated from all other radio in CDR
compartment within transmitting/magnetic wave
the vehicle from any other producing devices with their
radio frequency transmitting respective compartments
device and/or magnetic wave
producing
device.
2.12.4. The recovery system The design is such that the All electronic bays are
electronics shall be shielded electronic bays will be shielded protected and separated
from any other onboard from other devices that may badly by wood bulkheads and
devices which may adversely affect the operations of the Faraday cages.
affect the proper operation of recovery systems.
the recovery system
electronics.
3.1.1. Each team shall choose We chose option 3, the fragile N/A
one design experiment option material protection project option.
from the following list.
3.4.1. Teams shall design a Have created a “payload We will run tests to
container capable of protecting protection system” to cushion the assess the
an object of an unknown received payload. The payload protectiveness of the
material and of unknown size protection system is able to be the payload protection
and shape. adapted to many different shapes system
and sizes of objects utilizing foam
spacers and bands around the
inside of the container.
3.4.1.1. There may be multiple In the case of multiple objects, N/A
of the object, but all copies they will be separated using foam
shall be exact replicas. spacers to minimize collisions,
and compressed if able using the
locking screw caps
3.4.1.2. The object(s) shall The object(s) will be placed This will be
survive throughout the entirety within the payload protection verified visually post
of the flight. system. The cushioning systems flight
will allow for the payload to
remain intact and survive the
flight
3.4.1.3. Teams shall be given The set screws securing the Verified visually
the object(s) at the team check Electronics Bay above the payload
in table on launch day. area can be removed and the
Electronics Bay can be taken out.
This allows us to access the
Payload area and place the object
we receive on launch day into it.
We will not have any knowledge
of the payload before the day of
check in.
3.4.1.4. Teams may not add We will not add any supplemental Will be verified by
supplemental material to the material to the protection system NASA on the day of the
protection system after flight that we receive
receiving the object(s). Once the payload objects.
the object(s) have been
provided, they must be sealed
within their container until
after launch.
3.4.1.5. The provided object Our payload protection system can Verified visually
can be any size and shape, but fit at a maximum an object with a
will be able to fit inside an height of 6 inches and a diameter
imaginary cylinder 3.5 inches of 3.5 inches. It can be
in diameter, and 6 inches in additionally compressed to fit an
height. object with less than these
measurements.
3.4.1.6. The object(s) shall Our payload protection system can The unloaded payload
have a maximum combined support an object with a maximum will weigh 3.75 lbs, and
weight of approximately 4 weight of approximately 4 ounces we expect the loaded
ounces. payload to weigh 4 lbs.
4 additional ounces
from the material will
get us very close to this
estimate.
4.1. Each team shall use a We will construct and use the Checklist will be
launch and safety checklist. checklists and include them in the included in the FRR
The final checklists shall be FRR and LRR. report
included in the FRR report and
used during the Launch
Readiness Review (LRR) and
any launch day operations.
4.2. Each team must identify a We have appointed a safety Can be verified based
student safety officer who shall officer who will be responsible for on information included
be responsible for all items in the following items. in section 1.1 of the
section 4.3. CDR
4.3.1. The role and Our safety officer shall monitor Team activities do not
responsibilities of each safety the safety of the team during the take place without
officer shall include project safety officer present
monitoring team activities with
an emphasis on Safety during
the scope of the 8 month
project
4.3.2 The role and Our safety officer will implement Team procedures were
responsibilities of each safety team developed procedures only implemented with
officer shall include the safety officer
implementing procedures
developed by the team for
construction, assembly, launch,
and recovery activities
4.3.3. The role and Our safety officer will lead the Can be verified through
responsibilities of each safety safety analyses included in the data included in section
officer shall include managing team reports, and handle the 4 of the CDR
and maintaining current chemical inventory data
revisions of the team’s hazard
analyses, failure modes
analyses, procedures, and
MSDS/chemical inventory
data
4.3.4. The role and Our safety officer will lead the Can be verified through
responsibilities of each safety safety analyses included in the data included in section
officer shall include assisting team reports 4.1 in the CDR
in the writing and development
of the team’s hazard analyses,
failure modes analyses, and
procedures.
4.4. Each team shall identify a Our team has an identified mentor Can be verified based
“mentor.” A mentor is defined who is not affiliated with the on information included
as an adult who is included as school, and meets the in Section 1.1 of the
a team member, who will be requirements report
supporting the team (or
multiple teams) throughout the
project year, and may or may
not be affiliated with the
school, institution, or
organization. The mentor shall
maintain a current
certification, and be in good
standing, through the National
(NAR) or Tripoli Rocketry
Association (TRA) for the
motor impulse of the launch

vehicle, and the rocketeer shall
have flown and successfully
recovered (using electronic,
staged recovery) a minimum of
2 flights in this or a higher
impulse class, prior to PDR.
The mentor is designated as
the individual owner of the
launch vehicle for liability
purposes and must travel with
the team to launch week.
4.5. During test flights, teams Our team will abide by the rules Safety officers at RSO
shall abide by the rules and of the local club’s RSO. will ensure rules are
guidance of the local rocketry enforced
club’s RSO. The allowance of
certain vehicle configurations
and/or payloads at the NASA
Student Launch Initiative does
not give explicit or implicit
authority for teams to fly those
certain vehicle configurations
and/or payloads at other club
launches. Teams should
communicate their intentions
to the local club’s President or
Prefect and RSO before
attending any NAR or TRA
launch.
5.2. The team shall provide The team has and will continue to Details of the plan are
and maintain a project plan to maintain a project plan covering included in sections of
include, but not limited to the the necessary aspects of the CDR
following items: project project
milestones, budget, community
support, checklists, personnel
assigned, educational
engagement events, risks and
mitigations.
5.3. Foreign National (FN) The team has no Foreign National Information on Foreign
team members shall be members National team members
identified by the Preliminary would have been sent
Design Review (PDR) and when the PDR was
may or may not have access to submitted
certain activities during launch
week due to security
restrictions. In addition, FN’s
may be separated from their

team during these activities.
5.4. The team shall identify all See Below See Below
team members attending
launch week activities by the
Critical Design Review
(CDR). Team members shall
include:
5.4.1. Students actively Team members at launch will Documentation of
engaged in the project consist of members who are active active participants
throughout the entire year participants who attend meetings included in reports, and
weekly we are submitting a list
of launch attendees
5.4.2. One mentor (see The team has one mentor as Mentor’s information
requirement 4.4). described in section 4.4 will be sent to officials
5.5. The team shall engage a The team has STEM outreach The team submits
minimum of 200 participants coordinators to create and run Educational
in educational, hands-on STEM events for youth in the Engagement Reports in
science, technology, Boston/Cambridge community order to document
engineering, and mathematics successful STEM
(STEM) activities, as defined outreach and record
in the Educational Engagement number of participants
Activity Report, by FRR. An engaged
educational engagement
activity report shall be
completed and submitted
within two weeks after
completion of an event. A
sample of the educational
engagement activity report can
be found on page 28 of the
handbook.
5.6. The team shall develop The team has and will continue to Can be verified through
and host a Web site for project maintain a website for project the Northeastern AIAA
documentation. documentation website
5.7. Teams shall post, and The team will continue to upload Can be verified through
make available for download, the required documents to the the Northeastern AIAA
the required deliverables to the team website website
team Web site by the due dates
specified in the project
timeline.
5.12. All teams will be The team will be only using the Can be confirmed
required to use the launch pads launch pads provided visually at launch
provided by NASA Student
Launches launch service
provider. No custom pads will
be permitted on the launch

field. Launch services will
have 8 ft. 1010 rails, and 8 and
12 ft. 1515 rails available for
use.
7.2.2. Team Derived Requirements
Table 25: Team Requirements Matrix

Team Derived How We Will Meet Them Verification
Requirements
All edges must be sanded The edges of objects will be sanded The Launch Vehicle
down to be smooth so there will be inspected to
are no protrusions make sure no sharp
edges are present, this
can be verified visually
Recovery forces should not The parachutes will be deployed at Calculations provided
exceed 2500 lbf times such that the change in velocity in Section 3.1.5
will not result in a force greater than
2500 lbf
There will be at least two Building and launching a full scale The data will be
test launches for our full launch vehicle, then it will be rebuilt or submitted at FRR
scale before the actual prepped for a second full scale launch,
competition and launched a second time
The electronics bays will The electronics bays will be designed This can be verified
have neat, organized, and and built in such a way that their visually
compact wiring components’ wiring is easy to follow
and does not impede the installation of
the launch vehicle
We will have extra keys to Purchasing and maintaining extra keys This can be verified
the key switches in the to the key switches visually
case that any are lost.
Our electronics bays will We will design the electronics bays in This can be verified
be designed so we can SolidWorks and print them with ABS visually
optimize storage of wiring
and ease of access
The antennae of the Xbee When the Xbee and BigRedBee This can be verified
and the BigRedBee will antennae are being installed, they will visually and through
point downwards so they be pointed towards the bottom of the schematics
will transmit towards the launch vehicle
ground when the main
parachute has deployed
The antennae will be far When the electronics bays are being The electronics bays
from StratoLoggers and the designed and built, they will be will be inspected to
StratoLoggers will be designed in such a way that the make sure they are in
shielded from the antennae antennae are far from the compliance with these
using Faraday cage StratoLoggers. Shields for the requirements
materials StratoLoggers will be constructed and
installed.
Both switches on each The electronics bay will be designed The switches will be
electronics bay will turn on and built in such a way that when the tested to make sure that
all components contained switches are turned on, the electronics when they are turned
within the electronics bay bay turns on on, all components
within the electronics
bays turn on
The electronics bays will When the electronics bays’ housings This can be verified
be printed solid where the are being designed on the computer, visually
tapping inserts are needed they will be made sure to include the
to mount components positions of the tapping inserts
The top and bottom bases When the electronics bays’ housings The electronics bays
of the electronics bays will are being designed on the computer, will be inspected to
be printed 30% fill to keep the top and bottom bases will be make sure that they are
it light designated as being 30% fill printed at 30% fill for
the top and bottom
bases
The payload protection The PPS will be made out of materials Will be verified
system must be able to with high durability, medium density visually post testing
withstand multiple trials foam, etc. and have a 3-D printed and launch
and have some form of canister design
reusability
The protection system will The only protection systems are foam This can be verified
be passive and not have and soft straps visually and through
any active system once the schematics
payload is added to the
launch vehicle
Payload protection system There will two separate electronic Verified by success of
must support live telemetry bays, one specifically for payload data transmitted on day
to record data from test and section. The payload electronics bay of launch
actual launch features an accelerometer as well as
other sensors that our XBee will send
to us on the ground during the flight.
The PPS should be fully The electronics bay above the payload Verified visually
removable from the launch area can be taken out allowing access
vehicle to the payload. Nothing in the payload
is set or glued to the launch vehicle,
and can be removed entirely.
Have an inner system The PPS has soft, stretchy straps on the This can be verified
within the PPS that can inside that can secure certain objects visually and prior
adjust size to deal with any including small ones. Screw caps can testing of PPS for
sized object smaller than also compress total internal size of the various objects
the maximum size. canister.
The loaded PPS should be The PPS is designed to weigh 3.75 lbs We will weigh the
as close to 4 lbs as possible empty, so with the variable massed payload protection
payload, the fully loaded PPS should system once it is fully
weigh around 4 lbs. constructed
The PPS should be able to The payload protection system has Energy amounts
protect the payload when it horizontal and vertical dampening that verified using sensors
experiences an energy of is designed to withstand a maximum located in Electronics
75 ft lbs or less energy of 75 ft lbs experienced upon it. Bay. Protection of
payload verified
visually post launch
Payload should be able to The payload protection system will Verified visually
adequately secure long and feature straps going along the inside of
skinny objects the canister that will secure long and
skinny objects flush against the wall of
the canister to keep them secure
7.3. Budgeting and Timeline

7.3.1. Budget
Table 26: Overall Project Budget
Item Vendor Quantity Price Total Price

FALL 2016 SPENDING
LAUNCH VEHICLE
98mm Blue Tube Apogee Rockets 3 $38.95 $116.85
98mm Full Length Coupler Apogee Rockets 2 $39.95 $79.90
4 inch 98mm Fiberglass Nosecone Apogee Rockets 2 $39.95 $79.90
54 mm blue tube mmt Apogee Rockets 2 $23.95 $47.90
Animal Motor
54mm 3-Grain Motor Case Works 1 $65.00 $65.00
54mm end closure Apogee Rockets 1 $42.75 $42.75
54mm aeropack retainer Apogee Rockets 1 $31.03 $31.03
Shock Cord Apogee Rockets 150 $0.97 $145.50
Perfectflite StratoLogger Perfectflite 5 $46.99 $234.95
18x18 Black Nomex Parachute Protector Apogee Rockets 4 $10.49 $41.96
60" Frutiy Chute Fruity Chutes 2 $275.00 $550.00
Tracking Powder Apogee Rockets 1 $6.25 $6.25
18" Fruity Chute Fruity Chutes 2 $53.00 $106.00
G10 Garolite Mcmaster 2 $56.69 $113.38
Quick Links Mcmaster 4 $11.20 $44.80
Animal Motor
J355-Red Lightning Works 2 $93.00 $186.00
Animal Motor
SMS GPS Works 3 $100.00 $300.00
Rail Buttons for 1010 rail Apogee Rockets 2 $3.22 $6.44
2-56 Nylon Shear Screws Mcmaster 2 $5.50 $11.00
3/8-16 Flex lock Nuts Mcmaster 2 $7.29 $14.58
3/8 Washers Mcmaster 1 $12.36 $12.36
808 Keychain Camera Apogee Rockets 1 $41.35 $41.35
Limit Switches Mcmaster 10 $3.81 $38.10
3/8-16 U bolt Mcmaster 4 $2.16 $8.64
Spring Pin Mcmaster 4 $2.37 $9.48
Remove before flight tags Amazon 1 $9.95 $9.95
Insert Before Flight Tags Amazon 1 $5.95 $5.95
Adjustable Polyprolene Strap, Steel Hooks,
10-54" Long McMaster-Carr 1 $3.22 $3.22
Polypropylene Covered Elastic Adjustable

Tie-Down Cord with Plastic Coated Steel
Hooks, 22" to 32" Overall Length McMaster-Carr 1 $3.09 $3.09
Extra-Stretch Extension Spring with Ultra-
High Resistance, 12" Long Band McMaster-Carr 1 $23.50 $23.50
PAYLOAD
10-DOF IMU Adafruit 3 $29.95 $89.85
Xbee FTDI breakout board Adafruit 2 $10.00 $20.00
2mm female headers Adafruit 2 $0.95 $1.90
Extra long male headers Adafruit 5 $3.00 $15.00
Micro SD card breakout Adafruit 2 $7.50 $15.00
GPS Adafruit 2 $39.96 $79.92
Halfsized Protoboard Adafruit 2 $12.50 $25.00
ZIPPY Compact 1300mAh 2S 25C Lipo
Pack Amazon 2 $7.26 $14.52
Shipping Amazon $5.20
Xbee Pro SC3 Digikey 3 $42.00 $126.00
Xbee antennas Digikey 2 $7.63 $15.26
Shipping Digikey $12.80
Tax Digikey $8.83
Shredded Latex DiyNaturalBedding 1 $8.00 $8.00
Shipping DiyNaturalBedding $2.00
NinjaFlex® Flexible 3D Printing Filament FennerDrives 1 $41.99 $41.99
Shipping FennerDrives $8.51
PLA Filament Makergear 1 $35.00 $35.00
Shipping Makergear $12.00
Polycarb Tube Replacement McMaster-Carr 1 $23.17 $23.17
Super-Cushioning High-Strength EVA
Foam Sheets McMaster-Carr 1 $86.05 $86.05
High-Temperature Silicone Foam Sheets McMaster-Carr 1 $28.47 $28.47
Ultra-Strength Wear- and Weather-
Resistant Ionomer Foam Sheets McMaster-Carr 1 $5.71 $5.71
1/4" dia. AL6061 rod, 12" length McMaster-Carr 1 $2.00 $2.00

1/2" dia. AL6061 rod, 12" length McMaster-Carr 1 $3.08 $3.08
Steel bracket (Pkg of 50) McMaster-Carr 1 $4.64 $4.64
Spring (1 pkg of 12) McMaster-Carr 1 $7.26 $7.26
Springs (1 pkg of 12) McMaster-Carr 1 $7.26 $7.26
Elastic fabric McMaster-Carr 1 $9.85 $9.85
Instant Expanding Package Foam McMaster-Carr 2 $5.59 $11.18
Shipping McMaster-Carr $39.19
Sd cards Newegg 2 $19.98 $39.96
SD card reader Newegg 1 $14.99 $14.99
Purple cushion Purple 1 $39.99 $39.99
Xbee breakout board Sparkfun 3 $2.95 $8.85
XBee Dongle Sparkfun 1 $24.95 $24.95
Shipping Sparkfun $4.60
Teensy 3.6 PJRC 2 $33.25 $66.50
Teensy 3.5 PJRC 1 $28.25 $28.25
Shipping PJRC $9.75
MPU 6050 Sparkfun 2 $39.95 $79.90
LIS 331 Sparkfun 2 $9.95 $19.90
Discount Sparkfun -$9.96
2" Thick, 12" x 12" McMaster - Carr 1 $30.00 $30.00
24" x 18", Coarse Polyethylene, 2" Thick,
Extra Soft McMaster - Carr 1 $31.63 $31.63
1" Thick Antistatic Polyurethane, 24" x 24 McMaster - Carr 1 $14.05 $14.05
1" Thick, 24" x 24" Cubed Sheet McMaster - Carr 1 $22.97 $22.97
1/2" Thick, 12" x 12" McMaster - Carr 1 $8.15 $8.15
3/4" Thick Antistatic Polyurethane, 24" x
24" McMaster - Carr 1 $11.45 $11.45
Polyurethane Foam, 2" Thick, Set of Two
18" x 24" Sheets McMaster - Carr 1 $28.71 $28.71
Shipping McMaster - Carr $26.12
PROJECTED SPRING 2017 SPENDING
(SGA REQUEST)
LAUNCH VEHICLE
.5 In Kevlar Harness Giant Leap 2 $63.93 $127.86
1//4 inch tubular kevlar, 15 feet pre sown
loops Giant Leap 2 $17.41 $34.82
Mouser 538-63828-0200 1 $269.99 $269.99
Molex Microfit 3.0 Au Male term Digikey 100 $0.11 $10.81
Molex Microfit 3.0 Au Female term Digikey 100 $0.12 $11.90
Molex Microfit 3.0 Male Housing Digikey 25 $0.42 $10.44
Molex Microfit 3.0 Female Housing Digikey 25 $1.55 $38.80
72 inch Iris Ultralight Chute Fruity Chutes 1 $315.00 $315.00
60 Inch Iris ultralight chute Fruity Chutes 1 $275.00 $275.00
24 inch Ellipitcal parachtues Fruity Chutes 2 $67.00 $134.00
Swivels 5/16 McMaster - Carr 2 $26.93 $53.86
Swivels 1/4 McMaster - Carr 2 $23.13 $46.26
Hoist Rings 3/8-16 McMaster - Carr 2 $55.19 $110.38
Hoist Rings 1/2-13 McMaster - Carr 4 $73.14 $292.56
8-32 Truss Screws McMaster - Carr 1 $5.36 $5.36
1/2-13 Flexlock Locknut McMaster - Carr 2 $9.07 $18.14
3/8-16 Flexlock McMaster - Carr 2 $7.29 $14.58
Nylon Machine Screws 2-56 McMaster - Carr 3 $5.55 $16.65
5-Layer Aircraft Plywood (12x24 sheets) Aircraft Spruce 4 $16.85 $67.40
Spray Paint (Gray) Amazon 4 $7.66 $30.64
Primer (for spray paint Amazon 2 $11.20 $22.40
Color Puddy (oil based wood filler) Amazon 1 $7.68 $7.68
3/8-16 Stainless Steel Washer McMaster - Carr 2 $7.14 $14.28
1/2-13 Stainless Steel Washer McMaster - Carr 4 $6.59 $26.36
Quick Link 3/8 McMaster - Carr 4 $14.31 $57.24
Quick link 1/2 McMaster - Carr 4 $8.82 $35.28
3/8-16 Aluminum Threaded Rod McMaster - Carr 4 $17.83 $71.32
Animal Motor
75mm Motor Casing Works 1 $209.00 $209.00
Animal Motor
75mm 4grain Blue Streak Works 3 $271.70 $815.10
Perfect Flite StratoLogger CF PerfectFlite 6 $46.99 $281.94
BRB 900 Mhz Transmitter Big Red Bee 2 $199.00 $398.00

75mm Aeropack Motor retainer "P" Aeropack 1 $44.00 $44.00
Giant Leap
Parachute Protecter Rocketry 4 $12.45 $49.80
PRM/EXT Carbon Fiber 6 inch NC Public Missiles 1 $199.99 $199.99
Remove Before Flight Keychain Amazon 4 $4.99 $19.96
PAYLOAD
Arduino Uno R3 (Atmega328) Adafruit 2 $24.95 $49.90
BMP180 Barometric
Pressure/Temperature/Altitude Sensor Adafruit 2 $9.95 $19.90
Cheetah 3D Printer Filament - 1.75mm
Diameter 0.5kg - Midnight Adafruit 2 $59.95 $119.90
High-G Triple-Axis Accelerometer
(ADXL377) Adafruit 4 $24.95 $99.80
Raspberry Pi 3 - Model B - ARMv8 with
1G RAM Adafruit 2 $39.95 $79.90
Triple Axis Accelerometer (ADXL345) Adafruit 1 $17.50 $17.50
Triple-Axis Gyro Breakout Board Adafruit 2 $12.50 $25.00
3 Gallon Vacuum Chamber & 3 CFM
Single Stage Vacuum Pump Best Value Vacs 1 $215.00 $215.00
Low Density Polyurethane Mix and Pour
Foam BJB Enterprises 1 $55.00 $55.00
High Density Polyurethane Mix and Pour
Foam BJB Enterprises 1 $55.00 $55.00
1" Thick Polyethylene Foam (Density
2.2~2.3 lbs./cu. ft) McMaster - Carr 1 $60.39 $60.39
3/4" Thick Polyurethane Foam (Density 6
lbs./cu. ft.) McMaster - Carr 4 $17.97 $71.88
2" Thick Egg Crate Polyurethane Foam
Sheets (Density 1.5 lbs./cu. ft.) McMaster - Carr 2 $28.71 $57.42
2" Thick Super-Cushioning Polyethylene
Laminated Sheet McMaster - Carr 1 $36.24 $36.24
PROJECTED COMPEITION TRAVEL
COSTS
Hotel Room for 5 Nights (2 Double Beds)
April 14th - 19th
Embassy Suites by Hilton Huntsville Hotel
& Spa 4 $519.15 $2,076.60
Gas (2 Vans) $1,000.00

Tolls (2 Vans) $2,000.00
GRAND TOTAL $13,910.55
FUNDING SOURCES
SGA Equipment Fund (Fall 2016) Request Approved $4,029.49
SGA Equipment Fund (Spring 2016) Request Submitted $5,099.63
COE Scranton Fund Request Submitted $5,333.40
Total Requests $17,462.52
7.3.2. Funding Plan
AIAA at Northeastern has planned and secured several channels of funding to be utilized
in preparation for the 2017 NASA SLI competition.
Our first source of funding is received from Northeastern’s Student Government

Association (SGA), which provides us the majority of our funding. We have followed
throughout with the required procedure to apply for funding through SGA, which
includes presenting to their finance board and following up with their requests. This was
done once in the fall semester and then again in the spring semester. Our requests were
granted, with $4,029.49 being granted in the fall and $5,099.63 being granted in the
spring.
Our second source of funding comes from Northeastern’s Provost Undergraduate and
Research and Creative Endeavors Grant. We have applied for this grant to the amount of
$3000 with a detailed proposal and a recommendation from a faculty member. We are
confident that we will be able to secure this funding due to our success in applying for
this grant in the past.
We have also applied to the Richard J. Scranton fund, which supports the activities of
student groups in the College of Engineering. To apply, we submitted a proposal
detailing how the money would be spent, the mission of the project, and how the
spending would further the mission. We have requested $5,333.40 from this source.
Lastly, there is the catalyst crowd funding program. This is exclusive to Northeastern and
allows the NU community to support the projects that they are interested in. In the case
that our present funding plan does not fully cover our expenses, we plan to enter into the
program to garner further funding. To apply, we will need to submit an online application
which stipulates that we further document our project as it progresses with either video or
photo coverage.
In addition, we have sought corporate sponsorship and assistance. So far, we have

received support from Dassault Systèmes in the form of 40 keys for the student version of
SOLIDWORKS. We are still looking for further opportunities for cooperation and with
AIAA’s successes, we believe this is possible.
7.3.3. Timeline
Figure 64: NUHOPE Timeline

Appendix A: MATLAB Calculating Optimal

PPS Foam Modulus (Axial and Radial)
function foamDesign_CDR
%foamDesign Outputs foam modulus given geometric constraints
% Units in slinches (English-2 in table linked below)
% http://www.quartus.com/resources/white-papers/nastran-units/
%% Geometric Parameters
OD = 6; % Outer diameter of radial foam padding
ID = 4; % Inner diameter of canister-- assumed diameter of axial foam
L0 = 18; % Height of axial foam support
h = 8; % Height of canister (and radial foam support)
comp = .5; % Allowable compression of foam (.5 = 50%)
% LOOK UP COMPRESSIVE RATE
%% Impact Parameters
w_lb = 1; % Weight of canister (lbs)
m = blobs(w_lb); % Mass of canister
v_mph = 42.5; % Impact velocity (mph) ~ 19 m/s @ apogee
v = ips(v_mph);
Uk = .5*m*v^2;
%% axial foam
A = pi/4*ID^2;
da = comp*L0; % compression distance
Ua = A*da^2/(2*(L0-da)); % Ustrain/E
Ea = Uk/Ua; % Modulus
ka = Ea*A/(L0-da); % Equivalent spring stiffness
[aa, ta] = dynamics(ka, m, da);
Fa = Uk/da;
%% radial foam
ro = OD/2;
ri = ID/2;
dr = comp*(ro-ri); % compression distance
%% x strain energy (without E)

xo = @(y) sqrt(ro.^2-y.^2);
xa = @(y) sqrt(ri.^2-y.^2);
xb = @(y) sqrt(ri.^2-y.^2)+dr;
ux = @(y)(xb(y)-xa(y)).^2./(xo(y)-xb(y));
%% y strain energy (without E)

yo = @(x) sqrt(ro.^2-x.^2);
ya = @(x) sqrt(ri.^2-x.^2);
yb = @(x) sqrt(ri.^2-(x-dr).^2);
uy = @(x)(yb(x)-ya(x)).^2./(yo(x)-yb(x));
%% get E
Ur = h*(integral(ux,0,ri)+integral(uy,0,ri));
Er = Uk/(Ur);
%% old code below

%{
denom = @(y)(sqrt(ro.^2-y.^2)-sqrt(ri.^2-y.^2)-dr).^-1; %Ustrain/E
Ur = h*dr^2*integral(denom,0,ri);
Er = Uk/Ur; % Modulus
%}
%% get spring stiffness & force -- remember, the forces aren't quite
accurate.
% based on these equations, you can do a bit more work to get a better F.
% get a stiffness K for a variable L, then integrate (k*x)x*dx
% just a thought, if that doesn't make sense it's probably wrong.
kr = 2*Uk/dr^2; % Equivalent spring stiffness
[ar, tr] = dynamics(kr, m, dr);
Fr = Uk/dr;
%% output results
format short
property = {'Modulus (psi)', 'Modulus (kPa)', 'Acceleration (G''s)', 'Stop
Time (s)', 'Force (lb)'};
axial = [Ea; kPa(Ea); grav(aa); ta; Fa];
radial = [Er; kPa(Er); grav(ar); tr; Fr];
T = table(axial,radial,'RowNames',property);
disp(T)
end
%% Helper Functions
% get max acceleration and half period

function [a, t] = dynamics(k, m, d)
a = sqrt(k*d/m);
t = pi*sqrt(m/k);
end
% convert mass to consistent units

function m = blobs(lb)
m = .00259*lb;
end
% convert acceleration to Gs
function g = grav(a)
g = a/386.1;
end
% convert mph to in/s

function ips = ips(mph)

ips = 17.6*mph;
end
function kPa = kPa(psi)

kPa = 6.895*psi;
end

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4.3. Safety and Environment (Vehicle and Payload) ................................................................ 80

1. Summary of CDR Report

1.2 . Launch Vehicle Summary

The Milestone Review Flysheet can reviewed in detail in Section 9.

1.3 . Payload Summary

2. Changes Made Since PDR

2.2. Changes Made to Payload Criteria

2.3. Changes Made to Project Plan

2.4. PDR Action Items

 Reach the projected apogee of 5318 feet as one unit

3.1.2. Picking Final Design Alternative

3.1.2.2. General Design Choices

Figure 1: Body Tube Construction

Table 1: Blue Tube Mechanical Properties (Always Ready Rocketry.com)

Material Type Laminate Composite, Linear Elastic Orthotropic

Young’s Modulus 12,000,000* PSI

Tensile Strength 16,000 PSI

Compression Strength 35 PSI

Flexural Strength 15 PSI

3.1.2.3. Booster Design Choices

Figure 2: Motor Section Dimensions

Body Tube and Coupler Tube

Centering Rings and Motor Mount Tube

Table 2: MIL-P-6070 Aircraft Mahogany Plywood Material Properties

Young's Modulus (Longitudinal) 1.39 - 1.7 x 10 psi

Young’s Modulus (Transverse) 0.119 - 0.133 x 10 psi6

Tensile Strength (Longitudinal) 8.96 - 10.9 ksi

Tensile Strength (Transverse) 0.479 - 0.595 ksi

Shear Strength (Longitudinal) 1.35 - 1.65 ksi

Shear Strength (Transverse) 4.06 - 4.95 ksi

Flexural Strength (Longitudinal) 9.63 - 11.8 ksi

Flexural Strength (Transverse) 0.479 - 595 ksi

Figure 3: Centering Ring Type "A"

Figure 4: Centering Ring Type "B"

Figure 5: Centering Ring Assembly

Figure 6: Motor Parachute Recovery Bulkhead

Figure 7: Forged Steel Hoist Ring

Figure 8: G10 Fiberglass Fins

Table 3: G10 Fiberglass Material Properties

Tensile Strength at Break 38000 psi Crosswise

45000 psi Lengthwise

Flexural Strength 65000 psi Crosswise

75000 psi Lengthwise

Aft Parachute Subsystem

Figure 9: Launch Vehicle Recovery Diagram

Figure 11: Launch Vehicle Interstage Cross Section

3.1.2.4. Payload Section

Payload Protection System

3.1.3. CAD (LV, Subsystems, Components)

Figure 12: Full Launch Vehicle

Figure 13: Motor Section

Figure 14: Interstage System/Aft Parachute Subsystem

Figure 15: Motor Section

Figure 16: Payload Section, Payload Electronics Bay

Payload Electronics Bay

Figure 17: Motor Avionics Bay

Figure 18: Transparent Motor Avionics Bay

Figure 19: 3-D Avionics Bay

Figure 20: Cross Section of Motor Avionics Bay

3.1.4. Meeting Requirements / Level of Risk

Table 4: Launch Vehicle Meeting NASA Requirements / Level of Risk

1.2.1. The official scoring The perfectflite stratologger No Risk