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So, since it's 20 hours or so...
...until my Minmus transfer window, I decided to land my boosters.
I don't mind confessing that this took me several tries to a. get the range bracketed and b. avoid driving off the end of the runway. As such I only have one down for now. The other will come in the next update.
Anyhow!
Parked:
...until my Minmus transfer window, I decided to land my boosters.
I don't mind confessing that this took me several tries to a. get the range bracketed and b. avoid driving off the end of the runway. As such I only have one down for now. The other will come in the next update.
Anyhow!
Planning the deorbit burn. The wings give me a great deal of control over how much distance my reentry covers. It works out -- as planned -- that I can put my periapsis for the deorbit burn directly above KSC, and adjust my angle of attack to correct (somewhat) for different initial altitudes or burn timings. That provides a useful landmark for consistent entry profiles:
One of the things I did to ensure that the re-entry burns were consistent was to add a small tank of fuel that wasn't turned on during the ascent. It provides roughly 30m/s of deltaV:
Burn starts:
Hitting the atmosphere:
Through the uppermost atmosphere, the booster's reaction-wheel stabilizers, mostly used for torquing the full assembly around in orbit, are more than adequate to keep the booster's attitude locked. As the atmosphere thickens that's no longer the case, but in a post-stall angle-of-attack (as I am flying) the aerodynamic controls are not useful. So the booster carries an RCS system to provide extra control authority (and translation, if trim of the deorbit burn is required). The reentry visual effects are my cue to turn it on:
Peak thermal:
Navball switches to surface velocity:
Chosing when to pitch down into a low-drag glide configuration is a tricky bit of timing. Too soon and aggressive manouvering is needed to spill energy to avoid overshooting the runway, which can overstress the airframe; too late and the high-drag stall has burned so much energy that the booster drops short. Glide begins:
Approach:
Lining up:
Unfortunately at touchdown I was a little busy, so I don't have a picture of that. My next screenshot comes after I'd touched down, slowed down, and done a 180 by driving off the runway and back up and on to it.
Direction reversed:
Taxiing to hangar:
One of the things I did to ensure that the re-entry burns were consistent was to add a small tank of fuel that wasn't turned on during the ascent. It provides roughly 30m/s of deltaV:
Burn starts:
Hitting the atmosphere:
Through the uppermost atmosphere, the booster's reaction-wheel stabilizers, mostly used for torquing the full assembly around in orbit, are more than adequate to keep the booster's attitude locked. As the atmosphere thickens that's no longer the case, but in a post-stall angle-of-attack (as I am flying) the aerodynamic controls are not useful. So the booster carries an RCS system to provide extra control authority (and translation, if trim of the deorbit burn is required). The reentry visual effects are my cue to turn it on:
Peak thermal:
Navball switches to surface velocity:
Chosing when to pitch down into a low-drag glide configuration is a tricky bit of timing. Too soon and aggressive manouvering is needed to spill energy to avoid overshooting the runway, which can overstress the airframe; too late and the high-drag stall has burned so much energy that the booster drops short. Glide begins:
Approach:
Lining up:
Unfortunately at touchdown I was a little busy, so I don't have a picture of that. My next screenshot comes after I'd touched down, slowed down, and done a 180 by driving off the runway and back up and on to it.
Direction reversed:
Taxiing to hangar:
Parked:
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