Yes I would agree. However, that rocket was a Apogee Zephyr and I have no plans on going real crazy on it.Threaded Plugged Forward closures are your friend...![]()
Yes I would agree. However, that rocket was a Apogee Zephyr and I have no plans on going real crazy on it.Threaded Plugged Forward closures are your friend...![]()
I am trying to figure out how this happened? CTI motor or pre-glued grains?Forget to use motor case...
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In aviation; I am just trying to learn from this mistake because we are all subject to error.Forget to use motor case...
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I am trying to figure out how this happened? CTI motor or pre-glued grains?
That's what I was thinking and I use both Aero-Tech and CTI.In my experience, usually it's a CTI motor when this happens. Unfortunately the reloads can be mistaken for ready-to-fire motors by people who are either inexperienced or are experienced but not paying attention.
Not sure of the details yet as I had already left the event when this occurred. Wasn't my rocket. The finish on this rocket was flawless! As good as any custom car in a car show.I am trying to figure out how this happened? CTI motor or pre-glued grains?
Been there my friend !!Forget to use motor case...
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Not reefing your shock cord enough
- High Power Rocketry is not a race to get all the certification levels as fast as possible. If you do "speed run" it, then you're only hurting yourself. The time spent between the levels is where you should be getting to know everything there is to know about that level. If someone wanted me to certify them level 2, I'd like to see that they've had at least 1 successful flight on a nearly-full or full impulse I motor.
- High Power Rocketry is not a race to get all the certification levels as fast as possible. If you do "speed run" it, then you're only hurting yourself. The time spent between the levels is where you should be getting to know everything there is to know about that level. If someone wanted me to certify them level 2, I'd like to see that they've had at least 1 successful flight on a nearly-full or full impulse I motor.
I was almost hoping someone would mention it so I could elaborate, because I totally come across as a hypocrite.Do you regret doing your L1 and L2 two months apart? (No judgment from me, I'm just curious about the appearance of "do as I say, not as I do.")
This one is important. When I was flying RC airplanes we said "Take-off is optional, Landing is Mandatory". Same as flying a rocket.Just because you planned a flight for a launch day doesn't mean you have to do it. If conditions aren't favorable, or something about the rocket is uncertain or concerning, don't launch it. Figure out what's wrong, and only launch something you're 100% comfortable and confident you rocket will operate nominally. We all get "launch fever." Don't let it be the reason you don't get a rocket back.
Glad you like it. I started it after not flying for a season (life got in the way) and when I came back I inadvertently placed the spacers under the motor instead of above it and watched a motor burn without creating pressure.I'm going for my L1, also on a LOC 4" Goblin, in a few weeks and like Aleks (akrachanko) I have been flying LPR & MPR rockets on reloads from D to G motors, Dual deploys, composite 2-stage airstarts and have been through both NAR & Tripoli L2 practice exams. Feel ready for L1 and L2 isn't far off.
Then do want to fly a range of H and I motors before L2. Earliest I see doing L2 is this autumn when MDRA is back at Higg's farm but may just be doing H & I flights then L2 in the spring. Was at Red Glare as an observer and crew for my local club members and did get the HP bug.
I have a few rockets that fly on an F67 as minimun but better on G's so want to fly these on H motors.
This is a great thread.
This one is important. When I was flying RC airplanes we said "Take-off is optional, Landing is Mandatory". Same as flying a rocket.
I would say this is conditional and each level is an accomplishment that should be sought after. I did my level 1 and 2 in the same day due to COVID-19 and after guidance from my club's president. If the method and knowledge level are at the right level I do not see why not. I am currently seeking my Level 3 but have talked with my TAP on what steps should be taken to get there. I like the idea of being mentored and providing mentorship to others. I am a pilot by profession so good CRM (Crew Resource Management) is the key to success in all things aviation with safety being priority. I think many folks get caught up in forgetting that we use an RSO and LCO. Going back to the theme of this thread the LCO saved my butt by a simple question "Did you power on your electronics?" Which went from a possible lawn dart to a beautiful parachute touch down.This is something I don't understand, and I've seen it in most hobbies I've participated in. Like the person who's never flown an RC plane but wants their first one to be a turbine jet. To me, those people aren't really interested in the hobby, just chasing accomplishments. And/or perhaps they don't realize that part of the aspect that makes those high-level things so cool and interesting is because of the journey it takes to gain that experience to successfully pull it off.
I have lost a few on the lines and I called entergy and they was happy to come get it down for me. All it cost me was a demo flight for the crew.Well, last month I was oblivious to the changing and increasing winds. I was so obsessed with flight prep and going "HSF" (high, straight, fast) that I overlooked the warning signs that the transmission lines were now in play. The launch angle was actually downwind a little so it would weathercock back to vertical. Lost 2 cameras, an RRC3, a JLCR, brand new CTI 6XL case and spacers, Aeropack tailcone, and a Marco Polo tracking unit.
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I understand your concern, but I've been flying DD without backup for 15 years and although I've had an issue or two, it's never been a safety issue where something came down hard inside the flight line, which I consider a launch angle/wind conditions issue. If it comes in hard farther out than the launch pads, I consider that a definite issue, but not a safety issue since it was farther out than the safe distances. I certainly wouldn't consider that a rookie mistake. Just my thought on it.Not flying with backup charges. I ground tested ejection charges using a flight proven altimeter even had a flawless flight the day before. Then on the second flight the ejection charge, same size as the day before, didn’t push the drogue and main out all the way (I had a jlcr on the main). Not a lawn dart but hit hard enough to scare people and wreck a lot of the eBay including a featherweight GPS. I still can’t believe it.
Not a safety issue if it comes down further out?If it comes in hard farther out than the launch pads, I consider that a definite issue, but not a safety issue since it was farther out than the safe distances.
I don't think that one needs to worry too much about getting all the shavings out of the drilled hole and the motor. It's an extremely small amount of propellant with a trivial amount of surface area when compared to the area of propellant exposed to the flame. Also, assuming that AT delays are still plain vanilla Black Jack, the shavings do not burn fast even under pressure, so overpressurization should not be a concern.Need to make sure to thoroughly get the delay grain shavings out of the motor (hope I am saying that right) before adding the BP and not trust the RocSim 100% on the delay - well at least for the first flight. If the delay is 7 seconds or so - then that means it is not going to coast very much before it starts the descent The ejection charge blew after it hit the ground. No worries - my backup LOC 4” Goblin saved the day and I completed my NAR Level 1.
I don't think that the shavings make a 7-10 second difference in deployment time, but they definitely can make a 1-2 second difference. Our TARC team found that clearing shavings made the delay times far more predictable.I don't think that one needs to worry too much about getting all the shavings out of the drilled hole and the motor. It's an extremely small amount of propellant with a trivial amount of surface area when compared to the area of propellant exposed to the flame. Also, assuming that AT delays are still plain vanilla Black Jack, the shavings do not burn fast even under pressure, so overpressurization should not be a concern.
Wow, I didn't expect that to be the case; thanks! And that gives another possible research project for anyone in HS/college: "Effect of delay propellant shavings on delay time in model rocketry". Thesis statement: Shavings left in a drilled delay decrease (or increase?) delay time due to <insert suspected reason>I don't think that the shavings make a 7-10 second difference in deployment time, but they definitely can make a 1-2 second difference. Our TARC team found that clearing shavings made the delay times far more predictable.
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