Dear reader.

What a weekend! Beautiful Betty finally flew and Copenhagen Suborbitals is truly much wiser on many things – and one step further in our mission to launch a human being into space on a DIY rocket.

In short, we almost made it!

The entire operation at sea had to be performed early (announced on this blog) due to bad weather coming. It was a correct decision, especially when we saw the high waves approaching on our way back to Space Port Nexoe. It was our last official launch window until 2013.

We still have a lot of inspections to perform and videos and images to look through before we have a full understanding of what happened and why. So, this blog is based on what I know so far and speculations.

Summary

All check-out procedures went smoothly and at approximately 9:15 AM local time, Beautiful Betty was launched. It went straight up but began to tumble and made a nice 360-degree loop. The LES tower separated down toward the water and the drogue and main parachutes were released, but Betty hit water hard with its main parachutes not fully deployed. In short, all systems worked but the tumbling ate our potential energy and altitude for full main parachute deployment.

Betty on its way. Image: Thomas Pedersen Betty on its way. Image: Thomas Pedersen

How high we flew is still unknown to me, but at this moment the highest measured number is 347 meters, based on a pressure sensor on Betty. I don’t know if the measurement is valid during high speeds, and I don’t know the frequency of the recording or if there was data drop-out, which might not have recorded bigger numbers. Steen Andersen, who has most of this data, will take a close look during the coming weekend.

From a long list of things that could have gone wrong… we are very happy!

Flight sequence

From what we can tell, all flight systems worked fine except deploying the uprighting bags, which we could not activate by radio after high-impact splash down. I was not allowed to separate the LES tower until it finished burning – or else it could fly somewhere outside the range safety area. When commanded, the separation took place and all explosive bolts worked and the tractor engine fired.

Right after the drogue was released, the capsule top-part descended slowly toward the ocean using a tiny parachute. Since there was no time to get Betty stabilized using the drogue, I had to release the main parachutes, which worked fine as well. The bags were simultaneously pulled by the drogue but the tumbling of Betty seemed to have some kind of effect on the synchronous deployment of the parachutes. One parachute was almost deployed completely. The rest barely made it outside the bags. Two of the parachutes are still intact but one is slightly torn and melted in some areas. Why? I do not know yet.

I urge you to take a look at our gallery in high-resolution, where you are able to perform your own investigation and conclusions. Please post them below or E-mail me.

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Engine and stability

In most newspaper articles, I read that we had troubles with the engine causing low apogee and mission failure. I do not believe this is quite true. Even though we haven’t made a full investigation on engine performance, based on video and images I would like to conclude (so far) that the tumbling of the entire configuration was due to basic rocket instability.

We had a perfectly smooth launch, but when the propellant mass is decreasing during burn, the center of gravity (Cg) moves slowly towards the center of pressure (Cp), causing instability. This was a known potential problem for this launch and it happened. The tumbling eats up all potential energy and high apogee cannot be reached.

We did observe some rather strange phenomena with the LES engine. The oxidizer tank has seven caps, which are released when the large block of pyrotechnic is ignited (thus releasing the nitrous oxide). The caps were held back using high strength webbing, but one cap was still in place without webbing when recovered engine at sea. How this is possible is a mystery so far.

Since we have a pre- and post-burn chamber, it might not be an issue that one of seven oxidizer openings was closed but it is likely to have some kind of effect. One could speculate that this would cause uneven grain burning, but the pre chamber would normally prevent this. One effect could be that the engine did not burn at full thrust, but less for a longer time, releasing the same amount of energy in total.

We also observed different lengths of LES nozzle flames which could indicate uneven burning.

Oxidizer cap remaining and flame length. Image: Thomas Pedersen

Betty Status

Betty was recovered and had only minor breaches to its hull on the bottom. The overall inspection shows that she remained intact. However, the bottom dish was completely dented as well as the side cone panel (by the feet of Randy). A quick look inside Betty showed that the seat and most structure (battery-frame and electronics panels) were also dented.

Betty during recovery with Per Siebeneicher in the chute chamber. Image: Thomas Pedersen

We had approximately 400 liters of Styrofoam pellets to save Betty in case of a total hull breach. The pellets decided to leave the vacuum bags and turn the cabin into a snowy Xmas eve. I will bring more detailed photos of Betty when she arrived to Copenhagen soon.

Betty on mission control vessel MHV903. Image: Thomas Pedersen

Betty impact angle and human acceleration ref vectors. Image: Kristian von Bengtson

Did Randy survive?

Well, this seems to be the question. Using the LES system will always be a rough ride. None of us would really like to test the air bags in our car or the jet pilot the ejection seat. But in a situation of certain death, it is quite OK for that last chance of survival. However, our safety system is not perfect yet.

Considering the many ways Betty could have crash-landed, Randy had some luck. Randy could have landed upside-down or head-first, which is a bad way to be orientated when exposed to high deceleration. The impact, based on images and capsule buckling, seems to have been feet first (+Gz).

Betty splash down angle. Image: Thomas Pedersen & Morten Bulskov

Betty damage towards astronauts feet. Image: Thomas Pedersen

Using the Impact Survival Experience diagram by NASA MSIS I have tried to plot the Betty area based on the terminal velocity of Betty (450 Kg) at app 60 m/s. However, she was slowed down by the drag of semi-deployed parachutes and would have carved herself into the water to unknown depth using her geometry. With these considerations it seems to me that Randy just might have made it, considering he was still strapped tightly into his seat. Perhaps he would need 24-hour diaper- and drool-care the rest of his life, but nonetheless…

Wi-Fi freeloaders? Not in our house! Photo: Institut Polytechnique de Grenoble Figure 5.3.2.4-1 Impact Survival Experience. Credit: NASA MSIS

Figure 5.3.3.1-1 Linear Acceleration Limits for Unconditioned and Suitably Restrained Crew members. Credit: NASA Figure 5.3.3.1-1 Linear Acceleration Limits for Unconditioned and Suitably Restrained Crew members. Credit: NASA

Looking at “Linear Acceleration Limits for Unconditioned and Suitably Restrained Crew members” on the right, we might go beyond the limit for Randy, but we will get more substantial data soon.

In other words: In lack of better options, I would choose this ride – but I am glad we have Randy to (potentially) kill over and over again. He is truly a friend.

So, we are still examining data, video and images. This mission was in many ways a success but we never reached the ultimate goal, in which case we might aim to perform another LES test in the future on a coming boilerplate capsule.

The mission to fly into space remains and we will continue our quest for rockets with active guidance and more capsule development.

So far, I can only say thanks to everyone that took part in all areas of development and the operation at sea. It was truly and adventure – and still just the beginning.

Ad Astra

Kristian von Bengtson