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From:
[email protected] (Wolfram v.Kiparski)
Newsgroups: rec.models.rockets,rec.answers,news.answers
Subject: rec.models.rockets FAQ Part 09 - Competition and Records
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Summary: This posting contains a list of Frequently Asked Questions
(and their answers) about Model and High Power Consumer Rocketry
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Archive-name: model-rockets/competition
Rec-models-rockets-archive-name: rockets-faq/part09
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Last-modified: 1999 December 3
URL:
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Rec.Models.Rockets FAQ : PART 09 of 14
COMPETITION AND RECORDS
-----------------------------------------------------------
9.1 Are there any manufacturers making kits specifically designed for competition?
There are several sources of kits designed primarily for competition.
Some of the manufacturers are:
Apogee Components rocket motors 1/4A - F
630 Elkton Drive Micro Motors (10.5mm) 1/4A - B
Colorado Springs, CO 80907-3414 Composite 13mm B motors
[email protected] Long burn D, E, and F motors
(Timothy Van Milligan) Kits and supplies
(719) 535-9335 Educational materials and books
http://www.ApogeeRockets.com Catalog - $2.00, or see website
Eclipse Components Competition model rocket parts
570 Buckeye Dr. Blackshaft (phenolic) tubing
Colorado Springs, CO 80919-1212 inexpensive
(719) 598-6105 Catalog - $1.00
[email protected]
(Todd Schneider)
Pratt Hobbies CMR-style nose cones and
2513 Iron Forge Road egg capsules
Herndon, VA 20171 Catalog: FREE
(703) 689-3541 (voice/fax)
[email protected]
http://ourworld.compuserve.com/homepages/pratthobbies
Qualified Competition Rockets Offers a wide variety kits for
c/o Kenneth Brown competition rocketry
7021 Forest View Drive piston launchers, tubing, and
Springfield, VA 22150 misc. supplies
Catalog: SASE
-----------------------------------------------------------
9.2 What are the major categories of competition model rocketry?
The NAR sanctions model rocketry contests throughout the USA, and
throughout the year. The contest year runs from July 1 - June 30.
The final contest for a given contest year is NARAM, usually held
in August, after the end of the contest year. The complete list
of event and rules for model rocketry may be found in the NAR
"United States Model Rocket Sporting Code," also known as the 'Pink Book.'
It is available free to NAR members, and may be ordered from NARTS.
Some of the event types are:
- Altitude (1/4A - G)
The purpose is to get the maximum altitude from a model using a
specified class of engine.
- Streamer Duration (1/4A - G)
The purpose is to get the maximum flight duration from a model with a
specified engine type using streamer recovery.
- Parachute Duration (1/4A - C)
The purpose is to get the maximum flight duration from a model using
a specified motor type.
- Eggloft Altitude/Duration (B - G)
In this event the competitor must launch either one to two large raw
hen's eggs, depending on engine type and specific event, and recover
it/them, intact, crack-free. The goal is either to reach the highest
altitude or have the longest duration flight, depending on the event.
- Rocket Glider and Boost Glider Duration (1/4A - G)
In these events the competitor launches a glider using a rocket engine
and tries to achieve the longest flight duration of the glider. In
boost glider the pod containing the motor may be ejected and recovered
separately. In rocket glider all parts, including the expended engine,
must stay with the model. Rocket glider is considered to be the more
difficult event because the model must be both a rocket and a glider
without loosing any parts. The CG and CP requirements for the two
phases of flight are very different. See Part 08 of this FAQ.
- Helicopter Duration (1/4A - G)
In these events the model ascends as a rocket. Rotor arms then extend
by some mechanism and the rocket slowly descends like a helicopter which
has lost power.
- Payload Altitude (A - G)
In these events the competitor must launch one or more standard NAR pay-
loads (1 ounce each of fine sand) and recover the model. The number
of payloads increases with larger engine sizes.
- SuperRoc Altitude/Duration (1/4A - G)
These events are for rockets that have a minimum and maximum length
requirement based on engine class (0.25 - 4.5 meters). There are
both altitude and duration variations. The trick to these events is
that the model may not bend or crimp during flight.
- Scale Events
These are craftsmanship events where competitors build scale models of
real military or commercial rockets. Fine craftsmanship is emphasized.
* Scale: exact replicas of rockets, with major scale dimensions
verified by judges.
* Sport Scale: adherence to scale is judged from a distance of 1 meter.
* Peanut Scale: Sport Scale for small models (<30cm long or <2cm dia.)
* Giant Scale: Sport Scale for large models (>100cm long or >10cm dia.)
* Super Scale: must include a scale launcher as well as model of rocket;
judged same as scale
* Space Systems: Sport Scale model and optional launch complex.
Model must complete a predetermined mission with the purpose of
duplicating in miniature the full-scale operation of the prototype.
- Plastic Model Conversion (PMC)
This event is either loved or hated. Competitors enter plastic models
of rockets or other aero-vehicles that have been converted to fly as
model rockets.
- Precision Events
These include spot landing, random duration, predicted duration,
precision duration, and predicted altitude.
- Drag Race
Multi-round, elimination tournament where contestants gets points for:
* FIRST lift off
* LOWEST altitude
* LAST to land
- Research and Development
A non-flying event where contestants enter results of research projects.
Entries are judged for completeness, contribution to rocketry
knowledge, degree of difficulty, etc.
The Tripoli "Member's Handbook" currently lists one competitive event for
high power models:
- Altitude Records
The purpose is to get your rocket to the highest possible altitude with
a given motor power range. Verify the altitude achieved.
In 1995, Tripoli added official altitude records for F through O powered
consumer rockets. Some Tripoli records are listed later in this section.
-----------------------------------------------------------
9.3 What are some good events to try when first getting into competition? Any
'sage' advice?
From
[email protected] (Buzz McDermott):
I just started competition this year. I must have asked 30 experienced
competitors where to start. I got 30 COMPLETELY DIFFERENT ANSWERS!!
They ranged from 'keep it REAL simple' to 'try everything'. Here is
a summary of the most prevalent advice. It seems to have worked for me.
- Competition requires a large stable of rockets, given all the
possible events and engine categories; start with some of the
simpler ones where a single model might be competitive in more
than one event (for example, the same model might be used for 1/2A-A
streamer or parachute duration, another model might be competitive in
any of A - C streamer or chute duration)
- Try single eggloft (B-C, duration or altitude) before trying the
multi-egg categories (such as D or E dual egg).
- Go for a good, qualified flight first; then decide if 'going for
broke' is appropriate on your second flight (this is for multi-
flight events).
- Get a teammate and enter as a team. There are too many models you
need to compete to be able to build all of them your first year.
Entering as a team let's you pool time, talent, experience, and models.
- Don't get discouraged if you aren't immediately competitive.
Remember, the main goal is to enjoy yourself and HAVE SOME FUN.
If you are new at this, you're going to learn A LOT about rocketry by
doing it the fun way.
- KEEP A LOG OF ALL FLIGHTS. RECORD WHAT WORKS AND WHAT DOESN'T.
NOTE YOUR FLIGHT TIMES, ALTITUDES, ETC. Your biggest weapon
in many events is in being able to predict how your models
will perform.
- Make a model preparation checklist for each event (i.e., a detailed,
step-by-step list of everything necessary to prep the model). Use this
list for your first few competitions. Comp models are often prepared
a little differently from sport models. The difference between winning
and losing is often just attention to detail, or lack of it, in the
heat of competition.
From
[email protected] (Mark Bundick)
Note: This is a condensed version of some competition strategies for
individual and team competitors, written by Mark 'Bunny' Bundick and
posted to r.m.r. Check the r.m.r archive server for the complete posting.
The full posting points out that there are many ways to win, and the
following is just what has worked for some individuals.
Some Individual Competition Strategies:
(a) Read the Pink Book. If you don't know the rules for the event,
you can't know how to win and how to improve. Figure out the
scoring for each event, how many flights are allowed, required
number of returned flights, the reasons for disqualification, etc.
Reading the rules will also give you some insights into how the
contest will be run. Start with the general rules then review the
event-specific rules.
(b) Practice for all events where your experience is low. If you
already know how to fly parachute duration (PD), don't waste time
practicing that at your club's sport launch. Instead, suppose you
don't do well in streamer duration (SD). Build a couple different SD
models with different streamers, and fly each of them at least a
couple of times BEFORE the contest. Take a notebook to the field
and write down what happened, or at least write it down after you
get back home. Such notebooks can be the lifeblood of your
competition model and strategy development.
(c) Improve one event a year. At the start of the season, it helps if
you pick one of your weak events for special attention during the
year. Review the existing models and strategies for the event, look
over the competition carefully during the contest year, and practice
this key event each and every sport launch or test flying session
you attend.
(d) Strive for consistent flights. Rob Justis, my old teammate from
the 70's, always reviewed our DQ's after the meet and separated
them into "DQ's for the right reason" i.e no return, and "DQ's for the
wrong reason", i.e. separation. We strove to avoid the latter
obviously. This made us terribly consistent, and with today's "two
flights count" rule, this is even more important.
(e) Fly all the events. Sounds simple, but many people don't do
this. You don't have to win the event, but if you don't fly it, you're
sure to get behind because you're conceding flight points right off
the bat to your competition. Over the course of a contest year,
you can concede 10% of your yearly total this way.
(f) Concentrate on events with high individual event weighing
factors (WF). If you have to choose events to fly, or are short of
preparation time for some of the scheduled events, prepare for and
fly the highest WF events first. Simple again right? But how many
people go to a contest and fly PD first thing in the AM cause the
wind is calm, and ignore BG which has a WF two to three times that
of PD?
(g) Refine, don't abandon, your models and strategies. Rarely do
you get super performance improvements from forgetting all you
know to adopt a totally different strategy. I've seen so many people
hop onto a design when it didn't fit their flying style and then get
burned. They switch because some guy had a super performance
at a contest, so he must have the "Holy Grail" of models. Right
after Tom Beach placed highly at a NARAM with a flexie RG, I saw
lots of folks try them, and crash. Tom had lots of flexie experience
that helped, and when regular BG flyers tried to adopt his style
without the background, BOOM! If you're serious about switching
to a completely different model, say from swing wings to slide wing
rocket gliders, then take the time to practice, practice, practice and
build up the background in the new method. There are no quick
fixes to the winner's circle.
(h) Pick your contests carefully. If you can't fly helicopter duration
(HD) all that well, and the next regional you plan to attend has two
HD events, find another contest! Sometimes, this isn't possible. But
if two contests compete for your participation at the same time,
take the one that has more of your "strong" events.
(i) Casting Your Bread: Share what you've learned with others. A
three time national champion who shall remain nameless positively
stomped every challenger in his sight. But his desire for keeping
secrets and his unwillingness to share left him with few friends, and
after a brief time, he left our hobby, poorer himself and leaving our
hobby poorer for failing to let us learn from him. The benefits of
making new friends and sharing far outweigh any short term
competitive advantage you might think you have from being
secretive. As a quotation I once read went "We have all drunk
from wells we did not dig and been warmed by fires we did not
build." So go ahead. Cast your bread on the waters. You won't be
sorry.
Hope this provides you competition types some food for thought.
I'd love to hear from anyone with comments, questions, brickbats,
etc. at
[email protected].
-----------------------------------------------------------
9.4 What is a 'piston' launcher? Does it really help?
From:
[email protected] (Roger Wilfong)
Pistons offer several advantages and a couple of hassles.
+1) They eliminate the need for launch lugs and therefore reduce drag.
+2) They keep ignition leads from fouling in glider wings.
+3) They can increase lift off velocity (see below).
+4) They recover an otherwise lost portion of the whoosh generator's
impulse.
-1) They require additional maintenance.
-2) Ignition can be a hassle.
A launch piston is usually made of cylinder of 12-18" of BT-5 or PT-13
and a fixed piston made of an old 13mm motor casing or brass tubing.
In practice, the support shaft is attached to a tripod or other launcher,
an igniter is inserted into the tubing on the top of the piston. The
bottom 1/4" of the motor in the model is friction fitted to the top of
the piston tube and lowered onto the igniter (I use 2-3 short pieces of
thin 1/4" masking tape across the joint of the piston/body tube to
reinforce the friction fit - actually I've found it easier to use a
looser fit and the masking tape than to get just the right friction fit).
The micro clips of a launch controller are attached to the bare ends of
the zip cord. When the motor ignites, exhaust gas pressurizes the
cylinder and pushes the piston down. Since the piston is fixed, the
effect is that the cylinder is pushed up. When the stop ring at the
bottom of the cylinder hits the bottom of the head, the cylinder stops
and the model pops off the cylinder.
In effect the piston has acted as the launch lug for the fist 12-18" of
motion.
Roger's Piston Theory (developed through observation and tinkering, it
is not based on a mathematical analysis):
For performance events, pistons offer an advantage over launch lugs or
towers primarily because they convert an otherwise unusable portion of
motors total impulse into motion. There is a startup time at the
beginning of the burn where the motor is not producing enough thrust
to lift the rocket - it is this portion of the burn that the piston is
making use of.
Since the piston gets the model moving before the motor generates enough
thrust to lift the model, it is possible that at the instant of
separation, the motor may no be developing sufficient thrust to keep
accelerating the model and the model may decelerate for the next few
feet after leaving the launcher. This is not a problem for PD/SD models
and most gliders - they are typically light enough that the piston has
accelerated them to a high enough speed for the fins to work properly;
however, it can be a real problem for payloaders and egglofters (I have
seen egglofters almost come to a stand still after leaving a short
piston). So for heavier models, a piston/tower combination provides
additional guidance and helps prevent tip off.
The tower is of only small advantage with SD/PD models; however, it can
help if there are other disturbing forces at separation that could cause
the model to tip.
Because they affect the gas flow during the ignition of the motor, pistons
don't work well with composite motors. My experience has been that
composites either cato or chuff when used with a piston. (If someone
has worked out using a composite on a piston, how did you get it to
work?)
Pistons are a real advantage in any performance event. For eggloft and
payload, they typically allow you to use the next longest delay. For
instance, a B6-2 is needed for a conventional eggloft model. On an 18"
piston, a B6-4 ejects at apogee. Earlier I referred to using a piston
on a Big Bertha - an A8-3 gives a marginal flight without the piston;
with the piston, ejection is at apogee.
There are a couple of variations and modifications to conventional pistons
that can further enhance their performance. The diameter of the head
(6, 13, 18 and 24mm) is one parameter to play with. Jeff Vincent and
Chuck Weiss presented a floating head piston as an R&D project at NARAM-
28 that further increased performance.
-----------------------------------------------------------
9.5 Aside from hanging around 'old timers', how can I learn more about
competition strategies and techniques without re-inventing the wheel
many times over?
The best place to start looking would be the NAR Technical Services
(NARTS) catalog. NARTS has several documents of particular interest to
competitors. The NARTS catalog can be browsed at the NAR web site -
http://www.nar.org/
Look for the NARTS catalog, and when browsing through it, look for these titles:
US Record Setting Designs
CMASS Plan Book
MIT Competition Notebook
Journals of the MIT Rocket Society...
Proceedings of the MIT Model Rocket Conventions...
NAR Technical Reviews, Volumes 1 - 7
Boost Glider Analysis-"A Free Flight Method For Boost Glider Analysis."
Streamer Duration Optimization
Basic Design Rules for Boost and Rocket Gliders
-----------------------------------------------------------
9.6 Tripoli Altitude Records
The following is a list of altitude records based on motor class. These
are all official Tripoli Altitude Records as determined by the Tripoli
Contest and Records Committee. Further information on Tripoli Altitude
Records and specific requirements can be found in the Altitude
Competition portion of the Tripoli Handbook.
Motor Class Altitude Name Date
------------------------------------------------------------
F 1387 meters Mark Clark 3/10/96
G 1483 meters Mark Sims 11/02/96
H 2221 meters Dave "Fritz" Katz 11/05/95
I 3997 meters Pius Morozumi 9/09/95
J 3006 meters Chet Geyer 5/18/96
K (unclaimed)
L (unclaimed)
M (unclaimed)
N 9431 meters Walter Blanca 8/14/95
O (unclaimed)
The above list of official Tripoli Altitude Records is current as of
January 20, 1997.
Robert Gormley, Chairman
Tripoli Contest and Records Committee
-----------------------------------------------------------
9.7 NAR Competition Records
NAR competition records can be viewed using your web browser at:
http://www.nar.org/
-----------------------------------------------------------
9.8 Some Unofficial High Power Altitude Attempts
Some of the high power records come by way of a posting from Chip Wuerz
(
[email protected]). Chip is part of the University of Central Florida's
high altitude rocketry project. Additional information has been taken from
several issues of _Tripolitan_/_High Power Rocketry_ magazine.
* * Some current records for NON-METALLIC NON-PROFESSIONAL Rockets: * *
---Top altitude holders:
Altitude: 27,576 (altitude by Adept altimeter)
Set by: Pius Morozumi
Event: Black Rock V, Black Rock Dry Lakebed
Date: July 16-18, 1993
Altitude: 24,771 feet (11.7% tracking error)
Set by: Chuck Rogers and Corey Kline
Event: Lucerne Dry Lake Bed, Lucerne, Ca.
Date: June 1989, USXRL-89
Altitude: 24,662 (tracking error unknown)
Set by: Tom Binford
Event: LDRS XI, Black Rock Dry Lake Bed, Nevada
Date: August 16, 1992
Altitude: 22,211 feet (5.3% tracking error)
Set by: University of Central Florida
Event: LDRS X, Black Rock Dry Lake Bed, Gerlach, NV.
Date: August 1991
Highest tracked flight at LDRS-X / BALLS 1.
Second all-time highest track of a non-metallic high power rocket.
University of Central Florida's research project and altitude attempt
to break the current high-power rocketry altitude record of 24,771 feet
set by the KLINE/ROGERS team in 1989. Altitude attempt had been based on
3850 NS L-engine, new Vulcan L-750 engines deliver 3,000 (now known to be
less from motor testing results) newton seconds. In an attempt to make
up power loss and to provide margin on the goal altitude of 25,000 feet,
the upper stage was delay-staged by several seconds. Altitude predictions
computer simulation program predicted 28,500 feet. Upper stage flew
substantial trajectory, reaching apogee nearly 2 miles downrange.
Rocket used microprocessors / timer-controlled staging and ejection,
on-board flight data measurement package, and a radio beacon system to
locate upper stage. Track was accomplished using red carpenters chalk.
Both stages were recovered.
-----------------------------------------------------------
9.9 Biggest Non-metallic Rocket Flights
1) Rocket: Down Right Ignorant
Weight: 800 pounds +
Set by: Dennis Lamonthe, Chuck Sackett, and Mike Ward
BlackRock Dry Lake Bed, Gerlach, NV.
August 17, 1992, FireBALLS experimental launch
Description: Super scale based on Esoteric rocket designed by Ron Schultz
Height: 34' 7"
Diameter: 24"
Power: 1 O-class custom motor
5 Energon L1100 motors
8 ISP K1100 motors
(around 76,000 NS total impulse)
Materials: 24" fiberglass tubes for main body tube
1/8" aluminum plates for coupler bases and fin
mounting boxes
1/2" aluminum plate for motor thrust plate
2x5" oak boards for tube coupler assemblies
2x5" pine boards for body tube strengthening
plywood centering rings
3/4" birch fins
14" paper tubing for upper body tube hard resin/fiberglass
nose cone (originally a sounding rocket nose cone shroud)
Note: The definition of 'non-metallic' traditionally has meant
'no substantial metal components' as well as no structural
components being metal. DRI appears to push that definition
to its absolute limit, or a little beyond.
-----------------------------------------------------------
9.10 Other Non-professional Flights of Note
1) Rocket: Frank Kosdon metal rocket
Date: LDRS XII
Argonia, Kansas
15 August 1993
Power: Kosdon non-certified O10000 (that's O-10,000)
Materials: All metal rocket with custom manufactured motor
Altitude: 35,407 feet AGL; closed optical track
Notes: This is a special-case flight. The rocket does not
follow the rules for high power because metallic rockets
are expressly prohibited by both the NAR and Tripoli.
It also uses a custom made motor. The motor was made
by a manufacturer with other high power motors certified
by Tripoli. It was pre-manufactured and solid propellant,
within the total NS limits of high power consumer rockets.
Tripoli does not recognize this flight, or any other flight,
for altitude record purposes unless a successful deployment
of the recovery system is observed or the rocket can be
recovered to show successful recovery system deployment.
-----------------------------------------------------------
9.11 Some other highest verified altitudes
Robert (Bobby) Gormley has gathered the following F through Open (i.e.,
unlimited) altitudes. These are not official records, but the highest
verified altitudes of CONSUMER ROCKETS for each motor class.
From:
[email protected] (Robert Gormley)
Class By Motor(s) Altitude Launch
-----------------------------------------------------------------
O Frank Kosdon O10,000 37,978 feet Fireballs 005
M Univ. Cen. FL L750/L750 22,211 feet LDRS-X
L Pius Morozumi K550/K250 27,576 feet Black Rock V
K *Deb Schultz K250 21,659 feet LDRS-XI
J Mike Keller J125 15,062 feet LDRS-X
I Mark Clark I132 11,873 feet LDRS-X
H Mike Vaughn H125 8,435 feet Fireballs 005
* The K250 has been tested to be in the L range and I am looking for
another entry to replace it.
---------------------------------------
Copyright (c) 1996, 1997, 1998, 1999 Wolfram von Kiparski, editor.
Refer to Part 00 for the full copyright notice.
