Reconstruction - a 0.23[.5][.24.2] career mode story

[S4qFBxkFFg]

Hey nice satalite network I can never synchronize mine so well.

It's easy enough with this: http://forum.kerbalspaceprogram.com/threads/54533-0-23-VOID-Vessel-Orbital-Informational-Display . What I did was get them in a roughly circular 250km altitude, then thrusted back-and-forth prograde/retrograde until their orbits were exactly 44 minutes (sort of - in reality 43:59.9 was easier to get). I used the Vesta engine tweaked in-flight to 5% for the fine manoeuvres.

I relly enjoyed reading all of this, nice writing! Hope we'll see some other mission

Definitely - I want to get some progress before 0.24!

Edited February 11, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

Third Münar flyby, this will probably be the last time we use this flight profile as we want to actually enter Münar orbit at some point.

Some minor changes have been made, including the removal of the Communotron 16 antenna.

Bartdrin is taking a well-deserved rest; Jim and Mildred have been selected for this flight - their first to the Mün.

MISSION REPORT

Crew: Jim Kerman, Mildred Kerman

Result: Success

Status: Recovered

Details:

This mission proceeded largely as planned although it appears there are diminishing scientific returns from Münar flybys - to increase mission productivity, the next mission should involve a (preferably polar) orbital insertion, requiring more fuel on the upper stage.

Atmospheric re-entry was again problematic - it was impossible to orient the capsule in a tail-first direction but fortunately neither the capsule or its parachute appeared to sustain damage.

Edited February 17, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

Intended to enter polar Münar orbit, the 4d design is essentially a 4c with additional boosters and more life support supplies.

Making its début is the dust sensor which we expect to provide more information about the interplanetary medium.

The celebrity (Jeb) is finally back in the Kerbonaut roster, and will be joining our Münar veteran, Bartdrin.

MISSION REPORT

Crew: Bartdrin Kerman, Jebediah Kerman

Result: undetermined

Status: Orbiting Mün

Details:

Due to the six solid fuel boosters, thrust was extremely high - aerodynamic heating was observed for much of the ascent so it is likely much delta-v was wasted fighting atmospheric drag. Nevertheless, the fairings held up and no damage was apparent, allowing a (higher than usual at about 300km) stable parking orbit to be achieved. The Münar transfer was performed with a significant normal component so that the vehicle would go "over the top" of the Mün, entering a polar orbit.

However, the resultant orbit was not as inclined as expected, and it was necessary to expend more fuel to increase inclination such that most of the Mün's surface could be overflown at approximately 30km altitude.

An extensive altimetry scan was carried out, during which several observations of unfamiliar areas of the Mün were made from EVA. In total, 82.8% of the Mün's surface has now been mapped at a low resolution, the exceptions being the polar regions.

Throughout the flight, samples were collected by the dust experiment, this appears to have collected moderately useful data.

Due to the limited delta-v available, the vehicle appears to be stranded in Münar orbit until some sort of rescue mission can be attempted; this has been given maximum priority.

Edited February 23, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

This is as far as this one goes - I pigged out on mods, so the save game is essentially broken and irretrievable and I've no idea which (if any of them) is to blame.

[Orionkermin]

Aww man that's horrible! What about the save you sent me, no way to revert from that?

[S4qFBxkFFg]

Yes, I've still got that game on the hard disk somewhere, and it's possible I could recover from it - I'm having less time to play KSP at the moment (overtime at work) though and the prospect of going through all the mods I had installed and studying debug text wasn't that appealing.

Perhaps when I've got a bit more free time I'll load it up again and scour the logs to try and identify exactly what's causing it.

(The issues were weird - if I switched to the spacecraft there were no crew portraits, no orbit showing in the map view, some controls weren't working, all the navball symbols were in the same position, if I tried to move another spacecraft into a rendezvous with it, the game almost stopped dead due to lag...)

Hmm. I think I will go back to it within a few weeks - if only so I can get a useful bug report for whichever mod was to blame; no promises though.

[Sovek]

Sounds like the Hell Kraken.

[Dodgey]

Awww This was a good read. Good luck!

[S4qFBxkFFg]

So, as suggested, I decided I should maybe try an old savegame backup - I lost some of what I'd done, but it wasn't as bad as starting from scratch.

So without further ado:

[S4qFBxkFFg]

Blatantly over-engineered, this is how we're going to get Jeb and Bart back home. The plan is that Jim will rendezvous with Vulcan 4d and refuel it, allowing both ships to return to Kerbin.

We're introducing several new technologies and techniques (RCS, fuel transfer ports, orbital rendezvous) without the chance to test them first, but there seems to be no other option.

Kodspeed, all of Kerbin is behind you.

MISSION REPORT

Crew: Jim Kerman

Result: Success

Status: Recovered

Details:

When it works, it works well. Despite the circumstances, Jim and the whole ground team performed to an exceptional level.

Ascent to low Kerbin orbit, and Münar transfer were, as is now usual, uneventful and two upper stages with plenty of fuel were retained. During transfer, Jim made one EVA to attach a fuel port to the spacecraft's upper tank.

After a capture burn, orbital inclination was matched with Vulcan 4d before a sequence of burns into a roughly circular but faster orbit were made. After a few orbits, the two craft were within 500m and the orbit was adjusted to match as closely as possible with 4d, before RCS burns were used to get within fuel hose distance.

After orienting the craft suitably, Jeb made an EVA to move a fuel port to 4d's tank and then connect a hose between the spacecraft; Vulcan 4d was then fully refuelled, allowing Jeb to disconnect the hose and return to 4d's capsule.

X1 then backed off under RCS power and made a short burn to lower periapsis below the surface; fuel was then pumped into the upper stage before stage separation and escape burn.

After escape, another burn was made to move Kerbin periapsis into atmosphere; the only other manoeuvre of the flight was expending the last of the fuel to augment aerobraking.

Re-entry, capsule separation, splashdown and recovery were all as expected, similarly to past missions.

Edited March 9, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

TOP SECRET - KSP SENIOR STAFF EYES ONLY

MISSION REPORT - CONTINUED

Crew: Bartdrin Kerman, Jebediah Kerman

Result: Success

Status: Recovered

Details:

Despite there eventually being a successful conclusion to the mission, this has not been, to put it mildly, our finest hour; indeed, multiple serious errors in mission planning and execution have been identified which will be detailed in this continued report. A "sanitised" version has also been appended, for wider distribution, and in case it leaks to the press.

In earlier missions, solid rocket booster thrust was reduced from the maximum possible values, so as to give a smoother ascent which would not fight atmospheric drag to an unnecessary extent. This was not done on this occasion as the technician concerned claimed to be under the impression he was entering values for simulation purposes.

This was despite the fact that he was entering these values into the actual boosters' avionics.

While working on a rocket obviously being prepped for launch.

Six times.

Therefore, right from the start of the mission, problems were apparent; acceleration was severe, and aerodynamic heating was obvious from ground observation. We don't think the payload fairing was in danger of failure due to overheating, but the delta-v wasted was likely significant. Also partly as a result, the Kerbin parking orbit was considerably higher than intended.

The second notable error (the blame here can be fairly shared between the crew and mission control) took place while plotting the Münar transfer. Somehow, a highly inclined trajectory was not achieved but this was not apparent until entering the Münar sphere of influence. At this point, the mission was probably still salvageable without necessitating emergency refuelling, but it was decided to perform an inclination change at the same time as the Münar capture burn, i.e. periapsis. It has since been discovered that this was the least efficient point in the orbit to make inclination changes.

It appears that this was about the time Bartdrin became worried about the vehicle's fuel state, but did not take any action to address it due to the time being occupied with the primary mission objectives (which were, on the whole, achieved). After the science, EVA, and mapping operations were complete the crew and mission control were fully aware of the predicament and started studying possible solutions. While Bartdrin was concentrating on orbital calculations, Jeb started venting resources (breathing oxygen, water, and food) so as to "increase delta-v by reducing mass". By the time Bartdrin was aware of this, the approximately 40 days worth of supplies had been reduced by over half. Voice recordings from mission control for this time have been deleted, but apparently indicated a severely deteriorating mental condition on Bartdrin's part and blasé chatter from Jeb.

After the (obvious) decision was made to mount an emergency refuelling mission, mission control decided the remaining fuel should be used to reduce the orbital inclination as much as possible, to aid rendezvous. Thanks to Jim, the Vulcan X1 mission was a complete success, in spite of Jeb's fumbling with the fuel line.

After refuelling, the return home was uneventful, with re-entry requiring an extra pass through the atmosphere. The capsule again showed some undesirable aerodynamic behaviour, but the manufacturers have assured us that this will be rectified soon.

In any case, our priorities for the next few missions will be extending our communication network to support (potentially unkerballed) missions to the Mün and Minmus. Bartdrin and Jeb have been grounded indefinitely for evaluation.

The following text has been approved for inclusion in the official mission logs:

Due to a random and unforeseeable failure in the upper stage fuel transfer lines, the vehicle was unable to make the burns necessary to leave Münar orbit and return to Kerbin. Having planned for unexpected events, we were able to quickly dispatch a repair mission (Vulcan X1) which carried the required spare parts to perform a repair in Münar orbit. Despite their unexpectedly long flight, Bartdrin and Jeb were comfortable, well supplied, and used the extra time to perform useful scientific studies and observations while maintaining a good state of morale. Together with Jim, they speedily and professionally carried out repairs to the fuel transfer system and returned to Kerbin none the worse for their experience.

Edited March 22, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

The Program's attention has shifted to focus more on Kerbin and its immediate area, therefore the next objective is to carry out a full altimetry scan of our home planet - which is expected to be useful for all sorts of reasons.

Greater attention has been paid to survivability compared to previous missions; to remain fully operational during re-entry and recovery, the capsule has its own solar panels and battery, and is equipped with comms antennae and strobe lights to aid recovery. Life support is sufficient for up to 80 days in orbit.

To compensate for poor visibility from the capsule window, forward and ventral cameras have been attached. A camera has also been fitted to the outside of the fairing.

The mission calls for a highly polar orbit, therefore the vehicle is intended to pitch over southwards shortly after launch.

Bob will be the pilot, his sanity appears sufficient for coping with a mission long enough to map the planet.

MISSION REPORT

Crew: Bob Kerman

Result: Success

Status: Recovered

Details:

The spacecraft easily achieved near-polar LKO, with a small amount of fuel remaining in the second stage. Mapping then commenced, throughout which the vehicle's performance was exemplary over the course of several days. After this time, all of Kerbin's surface, apart from small areas at each pole, had been mapped at a low resolution so several manoeuvres were made to increase orbital inclination and enable 100% of surface to be covered. Firstly, for debris management, periapsis was lowered to ~65km and when reached, a burn was made to raise apoapsis until second stage burnout and separation (it is therefore expected that this stage will eventually re-enter the atmosphere). Once at apoapsis, inclination was increased until the orbit was almost perfectly polar and mapping was then completed. The two cameras attached to the capsule appear to have greatly aided pilot situational awareness (Bob was heard to comment I can't believe I ever flew that thing without them!).

Re-entry was without any problems, despite the extra mass of the capsule, and no parts sustained any damage from atmospheric heating. The parachute had been modified to ensure a slower descent and Bob described splashdown in this instance as "firm - but not uncomfortable". Both the strobes and antennae were then activated, and were considered very useful by the recovery team.

While all anticipated data was recovered, it proved to be less valuable than hoped for - apparently most of Kerbin has already been mapped from the ground, at a higher resolution. The Pan-Kerbin Journal of Interesting Cartography took no small pleasure in explaining this fact in their rejection of Wernher's latest paper.

It should be noted that the LOCOM relay satellites could not be used while near Kerbin's poles, but this had no impact on the mission.

Edited April 17, 2014 by S4qFBxkFFg

[Xaelath]

Such a good and nice read. Makes me wanna restart my career save from scratch.

[S4qFBxkFFg]

Looking to the future, we have plans to incorporate horizontal landing and take-off craft, as well as those powered by air-breathing jets, into the space program.

To this end, the AeroX program has been initiated, the 1a design is (we hope) conservative, but (we also hope) capable. It's mission objective is merely to carry out a controlled flight and landing, any significant distance flown from KSC will be a bonus.

Macny and Seanfurt have been recruited as aircraft test pilots; Macny gets first flight.

MISSION REPORT

Crew: Macny Kerman

Result: Failure

Status: Vehicle Destroyed, 1 Fatality (Macny Kerman)

Details:

The flight started with a brakes-on throttling up of the engine (an action unnecessary with our rockets, which provide full power well within one second); once the wheels started to slip, brakes were released and acceleration down the runway was brisk. Rotation appeared to start once speed reached ~100m/s with actual take off several seconds later (well before the end of the runway would have been reached).

The aircraft entered a gentle climb, remaining on an approximately eastward heading while control response was evaluated; pilot reports indicate that roll response (using ailerons and canards) was excellent, yaw (using the rudder) was adequate, and that pitch (using the canards) was "barely" adequate. It should be noted that the range of movement for the canards was reduced from their maximum capable and that deactivating all reaction wheels did not significantly worsen controllability.

The small blade antenna was used effectively for communication, including transmission of temperature data from the thermometer added just before flight.

The aircraft easily climbed past 10km in altitude, although instruments indicated the engine developing less power than at sea level. After turning in the region of the island airfield, fuel was pumped forward in an attempt to improve handling. The aircraft then made a power-off descent and positioned for landing on runway 27.

On final approach, control authority appeared limited and Mission Control suggested a go-around to evaluate options (even with only a moderate increase in altitude, jettisoning the cockpit and descending by parachute, or ejection, would have been viable) but the pilot elected to continue the approach.

Initial touchdown was gentle, without flaring, at approximately 180m/s, but was not on the centreline and flight was still not straight. When attempting to straighten the approach, the aircraft left the runway for a few seconds; on the second touchdown, brakes were applied and control was lost with one wingtip contacting the runway. The aircraft then broke up and was destroyed, resulting in the death of the pilot.

Initial investigation suggests that excessive landing speed, an unstable approach, and narrowly spaced landing gear were the main factors responsible for this accident. Contributory factors include flight crew culture, lack of pitch control authority, and lack of effective braking mechanisms.

Therefore, the following general recommendations are made for future flights:

1. Pilot training should emphasise that, wherever practicable, a go-around should be made if any aspect of the approach appears unsatisfactory and that for flights of untested aircraft, at least one go-around should precede any landing attempt. It should also be emphasised that the use of emergency descent systems are available if a safe landing does not appear possible.

2. The addition of drag chutes should be considered as a method of quickly decelerating aircraft during landing.

3. Narrowly spaced landing gear should be avoided in aircraft design unless doing so is infeasible.

Specifically to further flights of this aircraft design:

4. Pitch control authority should be increased significantly.

Edited April 12, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

With lessons learned, several changes have been made to the 1a design; a stronger cockpit module has been used, the main gear are wider spaced, drag chutes have been added, pitch control authority has been increased, and the unnecessary reaction wheel has been removed.

The flight will focus on approach handling, with the initial stage similar to 1a.

Seanfurt Kerman is the pilot, we have emphasised the abort option in this series of craft - better to bring some of the aircraft back than none.

MISSION REPORT

Crew: Seanfurt Kerman

Result: Success

Status: Landed at KSC

Details:

As before, the aircraft took off from runway 09 before climbing over the ocean and making a wide right turn towards the mountains east of KSC. Another right turn was made after a few minutes to establish an approach to 09, a go-around was performed before making a left-hand circuit with the downwind leg at between 1500-2000m altitude. Throughout flight, control response was excellent and predictable, albeit noticeably less responsive at slow speeds. After the second approach, a successful landing was achieved, during which drag chutes were deployed.

It is apparent that the modifications to the 1a design have been beneficial and will therefore be retained for future flights, for which the 1b shall serve as a template.

Edited April 14, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

Our first attempt at a Minmus mission, hence the large delta-v.

The primary objective is to carry out initial close-range observations of Minmus, with any more detailed study being subject to available delta-v and life support.

Mildred will be the next holder of the furthest-kerbal-from-Kerbin record.

MISSION REPORT

Crew: Mildred Kerman

Result: Failure

Status: Recovered

Details:

While control was difficult, it appeared that ascent was satisfactory until separation of the strap-on boosters, after which stability was lost and the vehicle started tumbling end-over-end. It was decided that continuing the flight as planned would be impossible, so engines were shut down and all stages were sequentially jettisoned.

A normal splashdown was then made in the sea east of KSC.

It appears that stabilising fins are necessary for this new design.

Edited April 17, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

Identical to 2a, apart from the six tail fins added at the base; Mildred is still ready for a flight, so launch will be as soon as the vehicle gets to the pad.

MISSION REPORT

Crew: Mildred Kerman

Result: Success

Status: Recovered

Details:

Our first encounter with Minmus has been instructive; the body's small mass and distance from Kerbin makes a little fuel go a long way - a low polar orbit was easily achieved, and the entire surface of the moon was quickly surveyed. Initial observations (which include "Ooh - pretty!") suggest that there are several areas of great scientific interest which would merit actual landings. The low gravity, and extensive flat areas, suggest that landings on Minmus would be considerably easier than similar attempts on the Mün; during debriefing, Mildred commented "I'm sure I could have landed that thing tail-first if it had been fitted with landing legs and some RCS." Despite Mildred's exemplary performance, we will be reverting to our two crew member minimum rule for future missions outside LKO. Given that Gene and Wernher have actually come to an agreement here, it's nearly certain that Minmus will be our first landing on another world - the HGR factory have informed us that their upgrades to the Spud and Radish capsules are still in progress and should be ready in time for any launch attempt.

Due to problems with data transfer, significant upgrades are planned to our communication satellites before further Mün/Minmus missions; initially, this will involve raising the LOCOM satellites' altitude to better take advantage of their antennae range, before launching a HICOM network consisting of three Kerbosynchronus satellites equipped with four directional antennae each (two targeting the other satellites in the constellation, one focused on Kerbin, and the last tasked with targeting the current mission of interest).

Also of note is that recent upgrades to the tracking station radars have allowed us to detect several asteroids, some of which will be closely approaching Kerbin in the near future - the situation is being monitored, both to determine potential research opportunities, as well as to provide warning of potential impacts.

Edited April 26, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

To make better use of their Communotron antennae, which have a range of 2,500km, it was decided to raise the LOCOM satellites to a 1,400km altitude in a pentagonal configuration (involving the de-orbiting of the less sophisticated 1b satellite).

It soon became apparent that this would result in excessive separation between satellites, so the 1h mission was approved (using the same design as 1c to 1g).

MISSION REPORT

Crew: n/a

Result: Success

Status: Orbiting Kerbin

Details:

As with previous LOCOM flights, 1h has been successfully placed in the constellation at the new higher altitude. While each satellite appears to have sufficient fuel remaining for a de-orbit, it is anticipated they will remain in the present configuration indefinitely.

Also of note is that new test pilots - Philrick, Rory, and Gerford - have joined the aviation program.

Edited July 6, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

The next major component of our communication network will consist of three HICOM satellites orbiting in as near a kerbostationary orbit as possible, each separated by 120° to form an equilateral triangle. Each satellite will be equipped with two fixed dish antennae, capable of communicating right across the Kerbin system, three folding dish antennae (which will target the other two satellites and Kerbin itself) and two omnidirectional antennae as backups.

These launches will also serve as testbeds for several other new technologies - the powerful Skipper engine, with 2.5m diameter tanks to match and a docking port, to enable servicing missions if they become necessary.

Initial simulations indicate that RCS capability and large amounts of solar power are required for this vehicle; solar panels intended for our shuttle and space station programs will be tested here. More batteries have been added and booster thrust has also been slightly reduced; no more changes are anticipated before the first flight.

MISSION REPORT

Crew: n/a

Result: Success

Status: Orbiting Kerbin

Details:

Ascent to the target altitude went smoothly, with the satellite functioning as intended. The main boost stage was retained until circularisation, being discarded while periapsis was still within the atmosphere (at which point very little fuel was remaining).

After several hours, more adjustments were made to bring the orbital period as close to six hours as possible; the satellite is now in a kerbostationary orbit, able to communicate with KSC.

The only issue encountered is that the batteries are insufficient to power the craft for all the time it is in the shadow of Kerbin - when more antennae are activated this problem is expected to worsen.

Therefore, at least one servicing mission will probably be necessary to attach more batteries - this operation will be simplified as there is a docking port available for use.

Edited June 1, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

With the only change being halving the RCS fuel tankage, 1b and 1c are ready to launch.

MISSION REPORT

Crew: n/a

Result: Success

Status: Orbiting Kerbin

Details:

The HICOM constellation is now complete, able to support communication with any spacecraft in the Kerbin system; it may, however, still be necessary to augment the satellites' battery capacity.

Edited June 14, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

We're going back to Minmus, this time (thanks to new components from the HGR factory) with a craft capable of landing. The lander is constructed around the Spud capsule, with the main spacecraft (here referred to as the "CSM" - command/service module) consisting of a Radish command module (CM), which also serves as a re-entry vehicle, atop a service module (SM) containing fuel, power and life support systems, and scientific/communication components.

While the mission profile is the most complex yet, requiring the use of several new techniques and components, an outline is as follows:

1. Ascent to circular parking orbit at 70-100km altitude involving the separation of SRBs, then the aerodynamic fairings, and finally stage 1 separation.
   
2. Lander pilot (LP) transfer to lander, activation and checking of lander systems.
   
3. Separation of lander from interconnector to CSM.
   
4. Docking of lander to CSM.
   
5. LP transfer to CM.
   
6. Apoapsis lowered into atmosphere, interconnector jettisoned.
   
7. Minmus transfer burn using remaining stage 2 fuel.
   
8. Insertion into equatorial Minmus orbit and circularisation at ~20km altitude.
   
9. Surface observations to identify landing site, ideally one of the equatorial flats.
   
10. LP transfer to lander.
    
11. Initial descent burn from SM engine.
    
12. Separation.
    
13. CSM burn to recircularise orbit.
    
14. Lander uses RCS for braking and landing.
    
15. Surface study and EVA.
    
16. Lander ascent to orbital rendezvous and docking.
    
17. LP transfer to CM.
    
18. Apoapsis lowered below surface, lander undocked, orbit recircularised.
    
19. Minmus escape burn.
    
20. Kerbin transfer burn, apoapsis just within atmosphere.
    
21. Re-entry, retrograde burn at apoapsis until fuel exhaustion.
    
22. Separation of CM/SM.
    
23. Aerobreaking, parachute descent, recovery.
    

James has been selected as CM pilot with Mildred as commander and lander pilot.

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MISSION REPORT

Crew: Mildred Kerman, James Kerman

Result: Success

Status: Recovered

Details:

Funding: SECURED -- at the time of writing, freshly recovered parts of another world are being studied in our laboratories, the media is praising us 6 hours a day and morale has probably never been higher.

The initial launch to an inclined orbit was as planned, apart from reaching a higher altitude than intended. Separation and docking were also achieved without problems. A minor issue was noted during Minmus transfer burn - the crew stated that using the second stage engine to burn in "reverse" was uncomfortable and slightly disorienting and admitted to being worried the spacecraft would suffer from wobbling at the docking port. Despite encountering no problems in this case, it has been decided to avoid this spacecraft configuration in future, where practicable.

During Minmus transfer, communication was maintained via the HICOM satellites, an improvement over Athena 2b in combating crew boredom.

On arrival in a circular low Minmus orbit, a landing site was identified on an area of equatorial flats between two areas of high ground to the east/west. The plan for the landing sequence did not specify when stage II would be jettisoned; on this occasion the crew chose to do this just after de-orbit burn (from the CSM). Post-mission analysis has determined that using the (unexpectedly) remaining fuel in stage II for de-orbit (and possibly for terminal descent) would have been the better option as it would not have required the CSM to enter a sub-orbital trajectory. In the event, the lander's monopropellant was sufficient to ensure a safe landing, with the four RCS jets having adequate acceleration in Minmus's gravity.

The final stages of landing were affected by significantly reduced visibility caused by the clouds which appear to blanket the flats of Minmus, threatening a mission abort; Mildred however considered that the radio altimeter allowed a safe descent until the last few hundred metres, when the surface could be directly observed.

Mildred's stay on Minmus, despite having sufficient supplies for several days, was not intended to last more than an hour or so; once a flag had been planted, basic observations made, and samples had been collected from the various points between the flats and nearby slopes, the scientific work was considered complete. Unfortunately, Mildred was distracted by events, and forgot to take any photographs while on the surface, and nobody else thought to remind her. Due to the low gravity, EVA on Minmus required very little effort, but could barely be considered walking or running as on Kerbin; using the EVA pack to make long hops was quite easy, despite a couple of low-speed tumbles.

When the CSM was in a suitable position, the ascent to orbit was started and initial rendezvous easily achieved but monopropellant was exhausted during docking manoeuvres. With difficulty, the CSM used its engine to complete the final rendezvous and docking. This issue will require resolving before any similar flights.

After docking, and transfer of samples and data, Mildred returning to the CM before a de-orbit burn to jettison the lander. Shortly afterwards, the Kerbin transfer burn was made; the transfer itself was uneventful, and by chance, atmospheric entry was made at a point where the landing would be approximately at KSC's longitude. It was attempted to use the last of the CSM's fuel to de-incline the trajectory to give a touchdown as near KSC as possible, but by this point altitude had reduced to where CM separation seemed advisable.

Once able to descend on its own, the CM's much improved aerodynamics were demonstrated, orienting its heat shield to the airflow without any crew input. After a smooth parachute descent, touchdown was made far north of KSC and capsule/crew recovery quickly followed.

Edited July 8, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

The T1 Toucan is a result of our need for a cheap(ish...), simple, aircraft suitable for training aviation test pilots in the basics of horizontal take-off and landing.

Designed with extensive pilot input, it is hoped this aircraft will be easily (and enjoyably) flown.

Also, given the affordability of most of the components, it will not be a financial catastrophe if we lose a few; pilots have been reminded they are issued with parachutes.

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A total of four flights have been made with this aircraft (there would have been more, but Gerford wrecked it on his landing), with Seanfurt, Philrick, Rory, and Gerford all having completed one flight.

As intended, pilots have described it as a pleasure to fly, with the controls being responsive during all phases of flight, Gerford's experience notwithstanding.

Despite the positive reception, more will probably not be built -- to improve safety and increase versatility, a twin-engine, multi-crew aircraft is now being designed to serve in both the trainer and utility role.

Edited July 8, 2014 by S4qFBxkFFg

[S4qFBxkFFg]

While the T1 has served its basic purpose, and provided our pilots with valuable experience, it was only ever a stopgap before something more useful could be made available. Capable of carrying three crew members, the T/U 2 (the 'U' indicates usefulness!) is the next aircraft in the "Toucan" series.

From the start of the design process, versatility has been a major consideration -- some particular aspects of the design worth mentioning are:

• Flaperons and heavier gear should allow the use of short and/or rough landing strips, the inclusion of a small tail wheel should help avoid tail strikes during take-off and landing.
  
• Food and water supplies for up to 11 days are carried.
  
• Ventral and rear cameras cover blind spots.
  
• Batteries are capable of providing power for several hours of engine-off operation.
  
• Basic scientific instruments are included.
  

Expected missions include:

• Flight Training -- multi-crew, multi-engine operations
  
• Search/Rescue/Recovery -- locating crew and capsules on Kerbin's surface, with the ability to land on reasonably level ground and recover one kerbal (two in emergency situations)
  
• Transport -- ferrying crew between airfields, supporting planetary science work
  
• Flight Research -- serving as a testbed for new aircraft technologies
  

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One flight has been made so far, with Seanfurt commanding and Philrick/Gerford serving as pilot/co-pilot respectively; after a (surprisingly) short take-off roll, the aircraft turned north, remaining in cloud for most of the flight, turning back to KSC after approximately 20 minutes. An altitude of 6000m was achieved fairly easily, and could be maintained. At all points, control response was crisp, visibility (before entering cloud) was good, and most aircraft systems performed effectively (once exception being making use of satellite-generated maps). On approach (by this time, in darkness), the new ILS system was tested and found to be helpful, if difficult to make use of its full capability. Despite this aircraft's greater size, landing was easier than in the T1.

Possible future modifications to the design include:

• one or two small solar panels
  
• a third, nose-mounted, engine to increase cruise speed and altitude
  

[S4qFBxkFFg]

We think our new design for a basic utility aircraft is now mature enough for extended use; noting crew reports after flying the Toucan 2, several changes have been made:

• Trimotor -- It was felt that speed and altitude could be improved, let's see what an extra 50% of power does.
  
• Wing Extensions -- Previous glide performance was disconcerting, to put it mildly, so more lift is called for.
  
• Drop Tanks -- Nobody ever made great claims about the efficiency of the radial engines, the addition of disposable tanks gives us more flexibility in mission planning. The fuel feed system ensures the outboard tanks will be depleted/jettisoned first.
  
• Enlarged Rudder -- After the above changes, yaw stability was slightly reduced, a larger rudder should rectify this.
  
• Crew Escape System -- It hasn't been needed so far, but an automatic ejection system has been fitted.
  

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[S4qFBxkFFg]

Orbital debris is a problem. We've known this for a while, and have recently tried to ensure that spent stages always impact a body (often by aerobraking in Kerbin's atmosphere), but there are still four spent stages in orbit around Kerbin, any one of which could destroy a spacecraft if they collided. The furthest out is in an orbit which crosses that of the LOCOM satellites.

Fortunately, we now have the funding to actually do some things that the public has little to no interest in - debris management being relevant here.

Several options appear available to us, roughly in ascending order of complexity, they are:

1. Do Nothing! -- Not that crazy, it's a big sky, so the chances of any collision are remote, even if we never took any avoiding action.
   
2. Pushing -- A simple probe could be launched, rendezvous with the debris, and physically push it into a decaying or intersecting orbit.
   
3. Grabbing -- Similar to the above option, except the probe attaches to the debris so that they become locked together.
   
4. Towing -- A kerbonaut attaches a cable from their spacecraft to the debris which is then towed into the desired orbit.
   

1. was quickly rejected, it may be workable at the moment, but with more debris it could lead to Kerbin orbit becoming too dangerous.

2. seemed plausible, but...

With the Advanced Grabbing Unit (AGU), we can easily implement option 3. - we expect that it will give us practice for altering the orbit of an asteroid.

Option 4. has been shelved until/unless the previous idea fails -- we don't want to risk kerbals on a mission like this unless it's obviously necessary.

Apart from the AGU, this is nothing we haven't done before, so we're feeling optimistic.

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The design has turned out to be successful with the only problem being the difficulty in getting the AGU to attach to the spent booster (often, the claws would not engage properly with what they bumped into). After some manoeuvring to ensure thrust reasonably close to the combined CofG, the debris was successfully deorbited.

So far, two spent boosters (the ones in the highest orbits) have been dealt with, requiring two separate Scarab missions - it is hoped that it may be possible to deorbit more than one piece of debris per mission in future.

Edited August 24, 2014 by S4qFBxkFFg