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UCIRP Liquids Team Q2 Report for 2024

Written by Kai Meyers

UCI Rocket Project (UCIRP) Liquids Team

Overview of the UCI Rocket Project Liquids Team:

The UCI Rocket Project (UCIRP) Liquids team is a group of undergraduate students building a bi–propellant liquid rocket with our sights set on breaking the collegiate methalox altitude world record of 13,205 feet above ground level (AGL).

In Q2 of 2023, the Project launched our first bi–propellant liquid rocket Preliminary Test Rocket (PTR) 9,100 feet into the air but failed to recover the rocket. Through the learnings of this experience, the team has clearly defined objectives for how we will accomplish our goal of breaking the collegiate methalox altitude world record. 

 

These include:

  1. Decreasing the weight and size (decreases drag)
  2. Decreasing horizontal velocity (fly straighter)
  3. Increasing thrust (by optimizing engine efficiency

 

Q2 Management Overview:

Q2 of 2024 has brought about many new internal changes and dynamics between our relationship with the UCI Administration.

From a managerial perspective, we are happy to welcome our new Project leads and are extremely thankful for the Seniors who have graduated this school year.

The new Management Officers are:

– Kyle Deck: Our new Project Manager (PM)

– Quincy Barnes: Our new Liquids Chief Engineer

– Michael Krinsky: Our new Liquids Chief Engineer

 

We thank Noelle, Hudson, Zejun, and Michael for their hard work and leadership over the past year and are excited with what you and the other Seniors will accomplish within the upcoming years.

 

The project leadership is cultivating an environment that balances efficiency with uncompromising quality standards, aiming to launch MOCH4 by Q2 2025. At the year-end Full Team meeting, which welcomed numerous new members, the leads emphasized the critical importance of stringent deadline adherence and agile methodologies to drive progress. While acknowledging the impossibility of anticipating every contingency, they stressed the need for adaptability and unwavering commitment in the face of challenges.

Our guiding principle: Innovate, adapt, and excel.

In the second quarter of 2024, we failed to conduct our goal of a Dry Flow and Cold Flow test due to a hazard conflict between the Project and UCI’s Environmental & Health Safety (EH&S) Office. Even though we were devastated by the news, we focused on preparing all the equipment needed for a Dry Flow and Cold Flow as soon as we received regulatory approval. Furthermore, we are working on fostering our relationship with the school so that we can test in the safest manner possible. 

Cold Flow: A test conducted on the rocket’s propellant feed system to verify that all propulsion components function nominally in a fully integrated system, simulating test fire / launch conditions as close as possible without using actual reactive propellant. Cold flows allow us to verify system pressure and temperature profiles, test operations, and check for leaks or other potential issues.

Propulsion

The Propulsion subteam is responsible for developing the dual cryogenic propulsion system, which combusts liquid oxygen (LOX) and liquid natural gas (LNG) to generate thrust, enabling our rocket to overcome Earth’s gravitational pull. Their primary objective for Q2 of 2024 was to attempt a Dry Flow and Cold Flow test of their system.

Dry Flow: The primary purpose of a Dry Flow is to test and verify that all the components of the rocket’s systems (like the valves, pumps, sensors, etc) are working correctly and to identify any potential issues or glitches before attempting a live launch.

Following supply chain delays in Q1, the Propulsion team encountered unexpected obstacles from the Environment, Health & Safety (EH&S) department. A planned Dry Flow test, scheduled for late April, was postponed due to testing restrictions imposed by EH&S. While this delay jeopardizes the project timeline, it may yield long-term benefits by fostering a stronger relationship with the school’s health officials. This improved connection could prove invaluable for future rocket development projects.

To achieve the goal of breaking the collegiate methalox altitude record, the Propulsion team focused on significantly reducing the rocket’s weight. The previous rocket, PTR, was considered too heavy and bulky. Working within an 8-inch diameter constraint for MOCH4, the team implemented several innovative solutions to create a more compact and efficient feed system, resulting in a remarkable weight reduction of over 20 pounds.

Key weight-saving measures included:

  1. Transitioning to a single Dome Loaded Pressure Regulator (DLPR)
  2. Upgrading to more efficient fittings
  3. Implementing Hudson’s new vent valve
  4. Relocating the Manual Valve Actuation System (MVAS) off-board

Feed System: The feed system is responsible for delivering propellants (fuel and oxidizer) to the rocket engine. By making the Feed System more compact and efficient, the overall weight of the rocket is reduced, allowing it to potentially reach higher altitudes.

While the switch to a single DLPR contributes to weight reduction, it raises concerns about the regulator’s ability to deliver sufficient pressurant at the required rate during operation. To address this potential issue, the team recognizes the importance of conducting Dry Flow or Cold Flow tests to evaluate the system’s performance and determine if an additional DLPR is necessary.

DLPR (Dome Loaded Pressure Regulator): A DLPR controls the flow of high-pressure gas (pressurant) into the propellant tanks, ensuring proper pressure for fuel delivery. Testing is crucial to verify that one DLPR can meet the demands of the propulsion system during flight.

The project received significant support from Allan Aircraft Supply Company, which generously donated over $6,000 worth of high-precision fittings. This contribution not only enhances the quality of MOCH4’s feed system but also aligns the project with industry standards, as Allan Aircraft Supply Company’s products are trusted by leading aerospace organizations such as NASA, Northrop Grumman, and Lockheed Martin.

At the end of Q2, the team conducted a Pressure Decay Test to assess MOCH4’s ability to maintain pressure without leakage. This test is critical for ensuring system integrity during various phases, including Dry Flows, Cold Flows, Test Fires, and Launch.

The test procedure involved:

  1. Pressurizing the MOCH4 COPV (Composite Overwrapped Pressure Vessel) to 200 psi
  2. Holding pressure for 3 minutes while checking for leaks
  3. Isolating the system and monitoring pressure loss over 3 minutes

Results indicated overall system reliability, particularly in the LOX (liquid oxygen) section. However, minor issues were identified, including the need to replace a tube in the COPV section and calibrate the LNG (liquefied natural gas) pressure transducer.

Despite facing regulatory challenges, the MOCH4 project has made significant progress in Q2 2024. The Propulsion team’s innovative approaches to weight reduction and system efficiency, combined with successful preliminary testing, position the project well for future milestones. As the team continues to refine the design and conduct further tests, they remain focused on their ultimate goal of breaking the collegiate methalox altitude record.

Avionics

The Avionics (AV) team is tasked with the development and implementation of the Engine Control Unit (ECU: manages engine functions for optimal performance and safety) and the Avionics Flight Sensors (AFS: controls flight operations, navigation, and data management).

Over the course of the past quarter, the AV team stuck to hard deadlines so they could see whether they made progress based on the lessons they learned from the first solid rocket test launch, SR–1 (Q1 of 2024), through the SR–2 launch. 

Some of the tasks that AV set for themselves included: 

  1. Develop and test the Ground System Electronics (GSE) printed circuit board
  2. Program an algorithm to detect apogee such that recovery parachutes are properly deployed
  3. Wrote software to control valves and monitor data from Graphical User Interface (GUI)

In order to complete the Cold Flow by the end of the Q2, the AV team needed to develop a working version of the Ground System Electronics (GSE) that allows the Propulsion subteam to attempt a dry flow and cold flow of their feed system. After spending much of Q1 designing the GSE, they received two Printed Circuit Boards (PCBs) at the beginning of Q2. They quickly diagnosed problems with the voltage regulators and bypassed these regulators. Although specific failure cause is still unknown, they are currently replaced with commercial regulator modules.

Traditionally when a rocket is launched in the air, the AV team will design and implement an Engine Control Unit (ECU) within the rocket to act as the ‘brain of the rocket.’ However, building the ECU is extremely complicated and therefore the AV team made one of their GSE’s act like an ECU such that the data being collected during a Dry Flow or Cold Flow is transmitted and received via ethernet.

Furthermore, the AV team developed embedded software that controls valve states through the commands of the ground station’s Graphical User Interface (GUI). The playful interface of the GUI has two sections for the controls to the GSE and ECU (which is another GSE for dry flow and cold flow). After clicking a few toggles, users can read live pressure and temperature data.

Benefits of the GUI: Users can easily turn on and off solenoid states and read temperatures and pressures at a glance of the screen

On another note, the AV team tested AFS 2.1 (updated version of AFS 2.0) with the launch of SR–2. Unlike the live data we can see on the GUI with the ECU, all of the altitude, acceleration, and orientation data collected is stored on the PCBs flash memory and processed post-launch. After analyzing, we concluded major improvements need to be made for apogee detection (the code is too simple) and AFS 2.1 may have lost power briefly during flight, leading to the GPS losing connection. We have attributed the loss of power most likely due to faulty wiring that loosened during drogue deployment.

Developing the algorithm that detects apogee for Launch Vehicle’s (LV’s) recovery system to deploy is dependent on data. In simple terms, building a good algorithm is built around large samples of data, and this algorithm will serve as a filtration system for when recovery should begin. After conversing with other established Rocket Projects around the country, AV estimates that around 100 test flights worth of data would be a relative baseline for developing an accurate algorithm. Unfortunately, they are nowhere near this 100 benchmark as UCIRP–Liquids has 1 Solid Rocket Launch (SR–1) before SR–2. By the end of this quarter, AV will have 3 data samples to refine their algorithm for arguably one of the most important parts to building a rocket: recovery.

While Launch Vehicle is in charge of creating a recovery system, there is a lot of pressure on the AV team with developing this algorithm and additional questions can be raised on whether the data collected through the Solid Rocket tests will be relevant when we launch MOCH4. Because the dynamics of the solid rockets they use to test and the real rocket are so different, the apogee detection may be less accurate. Therefore, it will be interesting to see whether these various differences make a significant impact on the Avionics Flight Sensors ability to detect apogee.

Operations

The Operations (Ops) subteam is responsible for supporting pivotal initiatives such as MOCH4, driving foundational developments for future rocket projects, and fostering enhanced integration with the Liquids team at UCI. The subteam is dedicated to propelling the project toward innovative achievements and ensuring seamless integration across different project phases.

From the last quarterly report, it was highlighted how critical Dry Flow and Cold Flow tests were scheduled. These tests are essential for verifying the functionality of our feed systems and injectors. However, the project faced setbacks early in the quarter due to EH&S concerns, classifying our Dry Flow test as hazardous. We are actively working to strengthen our relationship with university administration to ensure safe and compliant operations. Gaining these approvals is crucial as it directly affects the project’s ability to proceed with essential testing phases and maintain project timelines.

Despite extensive meetings with EH&S and safety officials, approval for the Dry Flow tests remains pending. This delay poses a risk to our timeline for launching MOCH4 by Q2 2025, as it impedes our ability to validate project direction and progress. Additionally, the project has encountered significant supply chain delays, impacting critical components. Resolving these issues is imperative to avoid further delays and ensure the readiness of essential components for upcoming tests.

The financial review of the Project from 2013 to 2023 has been instrumental in shaping our understanding of the project’s economic landscape. It is evident that strategic partnerships with corporate sponsors are essential to mitigate financial risks and avoid operating at a deficit. Establishing these connections not only bolsters our financial resources but also integrates industry expertise into our development process, enhancing project outcomes.

For Q2 of 2024, the Ops team has successfully established vital partnerships. These collaborations are not only pivotal for immediate project support but also for long-term viability. Each partnership plays a strategic role in either reducing costs, providing technical resources, or opening new opportunities for innovation and growth.

Thank you to our corporate partners:

  • 3 Established aerospace companies: ~$6,000 / year
  • Baker Industries: Significant discount on tanks
  • Alan Aircraft donating $6,000 worth of fittings for our feed system

For Q2 of 2024, the Ops team has successfully established vital partnerships. These collaborations are not only pivotal for immediate project support but also for long-term viability. Each partnership plays a strategic role in either reducing costs, providing technical resources, or opening new opportunities for innovation and growth.

Thank you to our corporate partners:

  • Blue Origin and Northrop Grumman: ~$2,500 / year
  • Baker Industries: Significant discount on tanks and fuel injector
  • Alan Aircraft: donating $6,000 worth of fittings for our feed system
  • Digikey: Donating $2,000 in store credit
  • SecoSeals: Donating seals for our feed system
  • SourceGraphics: Donating large scale 3D printed prototypes
  • Airmo: Donating cryogenic quick disconnects (QDs) for our feed system
  • ANSYS: Providing Granta licenses for material selection

The financial analysis highlights that the Propulsion subteam accounts for the majority of the budget. In response, both the Operations and Propulsion teams are devising a cost reduction strategy with set timelines to enhance financial health and project sustainability. Effective cost management is critical to maintaining the project’s long-term viability and ensuring that financial resources are allocated efficiently to maximize innovation and development.

The Ops team is committed to overcoming current challenges through strategic planning, robust safety compliance, and enhanced corporate relationships. Our focus remains on ensuring the successful deployment of MOCH4 and laying a solid foundation for future innovations. These efforts are essential for maintaining project momentum and achieving the long-term goals of our aerospace endeavors.

Launch Vehicle

The Launch Vehicle (LV) subteam is responsible for designing and building the rocket’s aerostructure (body) and recovery system. For Q2, the LV subteam focused on redesigning the aerostructure (any component of the aircraft’s airframe) such that the structural integrity is improved and weight is reduced.

At the beginning of the quarter, the MOCH4 rocket’s calculated weight was 190 pounds, significantly exceeding the target weight of 160 pounds and the maximum limit weight of 170 pounds. To address this issue, the LV team implemented several modifications while ensuring the rocket could withstand a 5,000 lb shock force at apogee.

Key modifications included:

– Redesigning the rocket’s top section (stringers, bulkhead, and skins)

– Making the Mid sections stringers CNC mill machinable

– Reducing the skirt thickness from 1/4 inch to 1/8 inch

– Incorporating weight-reducing holes

– Decreasing the bottom section skin thickness from 1/16 inch to 1/32 inch

These changes were validated through Finite Element Analysis (FEA) to ensure structural integrity while achieving weight reduction goals.

Finite Element Analysis (FEA): A computerized method for predicting how a product reacts to real-world forces, vibration, heat, and other physical effects. It helps engineers test designs without building multiple prototypes, saving time and money.

The LV team’s work frequently involves close collaboration with the Avionics and Propulsion subteams. While this cooperation is crucial for the project’s success, it also introduces additional constraints to the LV team’s design process. For instance, the LV team must accommodate the mountability of Avionics components and the size of the Avionics bay. Similarly, they must ensure accessibility to plumbing and access panels, as well as consider the size of the engine and injector for the rocket’s bottom section, in coordination with the Propulsion team. The LV engineers must meticulously coordinate their efforts to ensure their sections do not adversely affect those of the other subteams. Additionally, the back-and-forth communication with the other subteams necessitates seamless integration of design modifications and a collaborative problem-solving approach.

SR–2 Launch: On May 11, 2024, the LV team launched Solid Rocket-2 (SR-2), reaching an altitude of approximately 2,000 feet Above Ground Level (AGL). SR rockets serve as proof-of-concept vehicles, allowing the team to validate designs applicable to MOCH4.

Two main issues were encountered during the SR–2 launch:

– Load cell integration problem: Due to circuit problems, the force sensor intended to measure thrust was not flown.

– Main parachute deployment failure: Either the shock cord tape was too strong or the body tube’s size and friction prevented proper deployment.

Load Cell: A a sensor that measures force, in this case, the rocket’s thrust. The shock cord connects the parachute to the rocket body, and its proper function is crucial for safe parachute deployment.

The SR–2 experience provided valuable insights for future launches:

– Parachute system upgrades: The team increased the diameter of both the drogue (1 foot to 3 feet) and main (3 feet to 5 feet) parachutes.

– Deployment bag redesign: To accommodate the larger main parachute, the deployment bag was modified with an additional loop to secure the parachute under the opening flap.

– Assembly time optimization: The team reduced assembly time from SR-1 to 1 hour and 30 minutes for SR-2. The LV team ensured that difficult components like recovery harness, recovery bay, bulkheads, and circuits were already pre–assembled and integrated to reduce on-site assembly time.  Further improvements are planned by reducing the number of bolts and creating a full CAD model of the SR.

The Launch Vehicle team has made significant progress in optimizing the MOCH4 rocket design through weight reduction initiatives and structural improvements. The SR-2 launch provided valuable data and insights for future development. As the team continues to refine their designs and processes, they remain focused on achieving the project’s objectives while maintaining safety and performance standards.

Moving forward, the LV team will continue to collaborate with other subteams, implement lessons learned from SR-2, and further optimize the MOCH4 design to meet weight and performance targets.

Conclusion

The UCI Rocket Project’s Liquids team has made significant progress in Q2 2024 towards their goal of breaking the collegiate methalox altitude world record. Under new leadership, the team is focusing on weight reduction, improved flight dynamics, and increased thrust. The Propulsion subteam has implemented innovative solutions to reduce the rocket’s weight by over 20 pounds, while the Launch Vehicle team has redesigned the aerostructure to improve structural integrity. The Avionics team has developed crucial systems, including the Ground System Electronics and a new algorithm for apogee detection. Despite facing challenges with EH&S restrictions and supply chain delays, the team conducted a successful Pressure Decay Test and launched Solid Rocket-2, providing valuable data and insights.

The Operations team has been instrumental in establishing vital partnerships with corporate sponsors, securing both financial support and technical resources. These collaborations are crucial for the project’s long-term viability and have helped mitigate financial risks. The Avionics team’s work on the Engine Control Unit and Graphical User Interface has improved data collection and system control capabilities. Meanwhile, the Launch Vehicle team’s experiences with SR-2 have led to important improvements in parachute design and assembly processes. As the project moves forward, the team remains focused on overcoming regulatory hurdles, refining designs, and conducting further tests to meet their ambitious launch target of Q2 2025 for MOCH4.