IAC-06-C4.1.

04

MAIN ENGINE ASSEMBLY FOR THE UPPER STAGE

OF EUROPEAN LAUNCHER VEGA
V. Shnyakin
Yuzhnoye State Design Office
3, Krivorozhskaya St., Dniepropetrovsk, 49008, UKRAINE
E-mail:info@yuzhnoye.com
www. yuzhnoye.com

Abstract
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The paper considers preliminary results of qualification tests of the main engine assembly
(MEA) to be used at the upper stage of European launcher Vega. Main characteristics of the
MEA are presented on the basis of test results of qualification model # 1.

Creation of the main engine assembly Table 1

(MEA) for the upper stage (AVUM) of
European launcher Vega is an example of
effective cooperation between Yuzhnoye
State Design Office (SDO) and European
partners. The main components of MEA,
such as combustion chamber, valves, filters
and elements of general assembly are elabo-
rated by Ukrainian specialists. Actuators of
the thrust vector control system and struc-
tural frame-plate are elaborated by European
partners.
The basic unit determining an appearance of
the engine is combustion chamber. It is a
modified version of RD869 engine’s cham-
ber. Unique characteristics of chambers used
in engines RD866 and RD869 (see Table 1)
attract attention of European space special-
ists for a long time. First evaluation was
made in 1999, when the Yuzhnoye SDO and
Yuzhmash plant elaborated, manufactured
and fire-tested two versions ME-A and ME-
B of these chambers of 1850 N thrust under
a contract with Fiat-Avio, Italy [1]. The ob-
jectives of the fire tests were: demonstra-
tions/confirmation of basic characteristics in
steady-state mode; demonstration of stability
ranges in terms of inlet pressure and tem-
perature; verification of startup/shutdown at
“hot” restarts.
Engine Mode
Thrust, pcc, pa,
MR Isp, sec
kgf kgf/cmP2 kgf/cm2
M 514.5 41.8 0.0225 1.92 318
RD869
T 213.3 17.3 0.0096 2.0 310
RD866 M 513.5 41.5 0.0245 2.31 323.1
MEA - 249.8 20.4 0.011 2.0 315.5
Note: M is main mode
T is throttle mode
The fire tests were performed at the test
bench of Yuzhnoye SDO provided with a
vacuum cell and gas-ejecting device. The
units ME-A and ME-B were obtained by
improvement of available hardware.
Later on the requirements upon the MEA for
Vega LV were refined: in accordance with
Avio’s Technical Specification [2] its thrust
shall be 2450 N. One of additional Avio’s
requirements was utilization of only newly
manufactured hardware, especially, combus-
tion chambers. Resumption of chambers
production, manufacture and development
of new engine components was carried out
under contract with Avio.
In conditions of small-scale production the
hardware cost grows considerably, as well
as the cost of preparation and performance
of fire tests. So, for the MEA development,
at Avio’s urgen request only a single unit
was used, and for qualification – only two

1
 units. At this, in order to decrease still more
the development cost of the Vega AVUM as
a whole, the first MEA is to be used after
qualification tests for two additional thermal
tests that will allow refinement of the tests
with due regard for thermal reradiation from
the AVUM’s heat insulation. The second
MEA will be subjected to qualification fire
tests with shortened service life duration and
number of restarts in order to use the re-
maining life for fire test of this engine in
AVUM LPS composition.
The MEA was designed on the basis of pre-
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viously developed units (including combus-
tion chamber), well-proven technical solu-
tions supported by experimental develop-
ment and flight tests of numerous space en-
gines created by Yuzhnoye SDO.
The MEA tests were preceded by autono-
mous development and qualification tests of
MEA components. In order to reduce cost of
these tests a differential approach was ap-
plied to their volume with allowance for the
novelty level of respective technical solu-
tions. All the MEA components were di-
vided into four categories (see Table 2).
The first category combines units adopted
without modification. Compliance of their
characteristics with consumer’s require-
ments is accepted at a level of the unit by
similarity.
The second category includes adopted with-
out modification units that are proven, but
not qualified. In this case it is necessary to
complete their qualification under respective
additional program.
The third category combines adopted units
with some negligible modification. They
need additional or full qualification depend-
ing on results of the previous tests and de-
gree of modification.
As to the units of the fourth category, they
are completely new or need to be redesigned
significantly, so they have to go through
both development and qualification.
Table 2
Category Name of units
of units
1 Combustion chamber
2 Cutoff valve
3 Solenoid valve, filter
4 Gimbal mount
Specifically for the MEA a solenoid valve
(SV) was elaborated to be installed into oxi-
dizer/fuel lines in order to provide MEA
startup and shutdown, as well as propellants
discharge from the chamber’s cavities.
For decreasing consumption of electric
power during MEA operation and improving
stability of dynamic characteristics a formed
electrical signal is delivered to the terminals
of solenoid valve’s electric magnet. The
amplification scheme of SVs allows to regu-
late liquid flows of 0.6 kg/s at rather small
mass (0.7 kg).
The SVs have high and stable characteristics
of low dependence on voltage, temperature
and pressure at their inlets within the work-
ing range from 29 to 36 kgf/cm2. Their de-
sign is such that typical influence of outlet
cavity’s volume on time of action is ex-
cluded and identity of repeated startups and
shutdowns is ensured.
SV design is characterized by reliable opera-
tion, for instance, the high pressure-tightness
of the valve-seat contact (not more than
1⋅103 cm3/s at air test) is ensured by applica-
tion of fluoroplastic seals and special shape
of seats. For increasing the service life and
preventing generation of metallic particles at
movement of valve’s moveable elements
they slide on fluoroplastic inserts.
The SVs have gone through a complete cy-
cle of verification – development and quali-
fication tests. Their serviceability is con-
firmed within a range of inlet pressures from
15 to 65 kgf/cm2 at stable dynamic charac-
teristics, a large number of actions is en-
sured (exceeding 350), serviceability is con-
firmed during and after thermal-vacuum
tests.
2
 In the course of MEA development and
qualification tests the SVs provide their ser-
viceability and stability of characteristics at
influence of propellants and their vapors
within 50 days.
The development tests were performed at
the bench # 2 of Yuzhnoye SDO.
This test bench was designed and used for
autonomous tests of combustion chambers
intended for operation in high-altitude envi-
ronment. As to the Vega AVUM MEA, the
bench systems had to be adapted to speci-
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ficities of propellants expulsion feeding, es-
pecially for the startup/shutdown processes
and post-test technological operations. In
order to reduce cost of fire tests under Vega
program they were planned as multi-mode
tests with considerable cutting down of their
number. The major part of the fire tests had
7 working modes plus initial technological
run, at this the nominal mode was realized
2-3 times – initial, final and one of middle
modes – to get additional evaluation of the
bench systems operational stability. The
multi-mode type of tests is provided by the
bench’s throttles that change of propellants
flowrates in accordance with respective pro-
gram through a change of propellant differ-
ential at the throttle’s working element.
The change of propellants flowrates is being
specified in advance (before the test) with
allowance for individual specificity of each
MEA in order to ensure required by [2] test
modes in terms of inlet pressures. The
bench’s systems provide required flowrates
of propellants, and values of inlet pressures
are only registered.
The fire test is final and the most important
verification of the MEA manufacturing
process.
Duration of the fire tests campaign may con-
sist of up to 1.5 months. Such prolonged im-
pact of propellants onto the SV increases
significantly initial requirements and may
lead to deterioration of SV characteristics
and serviceability. So, the bench systems
shall ensure high-quality decontamination of
MEA cavities, including SV, after shut-
down. In the course of development model
fire tests the technology of MEA post-test
treatment without removal from the working
place was refined. This treatment ensures
effective decontamination of both MEA and
bench startup lines.
In order to ensure SV functioning, the post-
test decontamination of MEA lines and pos-
sibility to perform the before-test checks the
bench was equipped with additional lines
and valves, and with dampers at MEA inlet.
The selection of the bench’s optimal
scheme, time sequence of bench systems
operation before and during startup, at speci-
fied and transitional modes, at shutdown,
during post-run and post-test treatment – all
this required experimental confirmation that
was realized during fire tests of MEA devel-
opment model. Besides, in comparison with
tests of ME-A and ME-B chambers, as well
as autonomous tests of chambers-
predecessors at the bench # 2 the volume of
measurement for MEA tests was increased
significantly. Consequently, the bench was
equipped with additional sensors, transduc-
ers and modified cable network. The soft-
ware complex had to be adapted to these
changes respectively. The above changes
had to be experimentally verified at tests of
MEA development model.
For performing MEA tests without combus-
tion gases separation from the chamber noz-
zle the bench is equipped with gas-dynamic
tunnel (GDT) and gas-ejecting device
(GED). Al first, the GED is being activated,
and then, after achieving stable preliminary
evacuation inside the vacuum cell (not more
the 80 mbar) the MEA startup follows. At
joint operation of the GED and MEA a rare-
faction of about 4…5 mbar is established in
a region of the nozzle exit, which ensures
efflux of combustion gases without separa-
tion from the nozzle.
The bench is equipped also with an after-
burner and dissipation outlet tube for provi-
sion of ecological safety. The plume, toxic
liquids and gases are afterburned in products
of kerosene combustion in air.
3
 The special attention was directed to The static loads were generated by centri-
strength tests, in the course of which the fuge in three mutually orthogonal directions.
MEA was tested statically and dynamically
for confirmation of design strength margins At dynamic tests of qualification models the
of safety. The tests were performed on the vibration loads were in compliance with the
MEA development model additionally to the modified technical specification.
contractual conditions, for own expenses of
Yuzhnoye SDO. These tests revealed critical Results of both static and dynamic tests have
areas of MEA design and allowed refine- confirmed sufficiency of safety margins for
ment of dynamic loads specified by the Con- MEA parts and units.
sumer.
The most completing phase of MEA qualifi-
The vibration survival capability was deter- cation are fire tests.
mined on vibration equipment ensuring per-
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formance of tests in good approximation to
the actual flight conditions.
On the basis of our extensive experience and
proven methodical approach the vibration
tests are to be conducted at the first step of
development, so Yuzhnoye SDO has per-
formed additionally to the Contract condi-
tions, for their own means, static and dy-
namic tests on the MEA development
model. In the course of these tests some
critical points of hardware were determined
and dynamic loads specified by the Con-
sumer in low-frequency range were refined.
For evaluation of vibrational loads influence
onto MEA stiffness and serviceability its
amplitude-frequency characteristics were
determined, pressure-tightness of MEA
channels was checked and functional tests of
valves were performed.
40
38
36
34
Рfu in, bar
The MEA development model has gone
through 9 fire tests of 1739 sec total burn
time at 20 runs including 11 hot restarts. The
tests have confirmed MEA serviceability
and main characteristics. In the course of
tests some critical design areas were re-
moved. The tests were performed in the de-
velopment envelope and extended one (see
Figure 3) in comparison with specification
(max development value of POX IN plus
21.5%; min development value of POX IN
minus 10% and max development value of
PFU IN plus 19,6%; min development value
of PFU IN minus 15%). Performance of fire
tests within extended envelope of PIN/MR
increases reliability at limited number of
units and tests.
The tests of development model have al-
lowed verification of test procedures and
cyclograms for both multi-mode tests and
hot restarts.
K2
314.8
314.6
314.4
314.2
314
K1 D1 Isp 313.8

K D
32 313.6
F C M M2
H M1 313.4
30 G A 313.2
B I
L1 L
313
28 E N 312.8
L2 E1 N1
26 1.85 1.9 1.95 2 2.05 2.1 2.15

MR
24 N2

22 Figure 4 Dependence of Isp on MR

24 26 28 30 32 34 36
Рox in, bar
The qualification model MEA QM-1 has
Figure 3 Test envelope of MEA gone at the time being through 7 fire tests of
development model 2376 sec total burn time at 15 runs. There

4
 are no any negative remarks, the tests are pellants pressure oscillations upstream of
progressing. In the course of tests the fol- injector posts, and through measurement of
lowing dependences were obtained: Isp vs vibration accelerations of the chamber in
MR (Figure 4), Isp vs Pcc (Figure 5), Isp vs lateral direction near the injector.
MR and Pcc (Figure 6) and Isp vs PIN (Fig-
ure 7). During development of the predecessor a
scheme of propellant mixing was chosen
315 ensuring low-frequency combustion stability
314.5 at comparatively low pressure drops on in-
314
jector posts. So, at Pcc≥15.5 kgf/cm2 and
Isp MR=1.62…3.0 the low-frequency oscilla-
313.5
tions inside predecessor’s chamber did not
313
appear.
312.5
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18.5 19 19.5 20 20.5 21 21.5 22

Pcc
In order to increase margins of high-
frequency stability anti-oscillation baffles
Figure 5 Dependence of Isp on Pcc were installed on the injector’s fire face. The
processor was developed within envelope of
Pcc=36…62 kgf/cm2 and MR=1.6…2.6 as
315
well as at Pcc=11.4…23.5 kgf/cm2 and
314.5
314
MR=1.39…3.0.
313.5
313 314.5-315
Isp 312.5
314-314.5
There were no high-frequency instability
312
311.5 313.5-314 initiation.
311
310.5 313-313.5
310 312.5-313
18 The said design measures have provided
19 high reliability as to the high-frequency and
1.8

20
low-frequency combustion stability.
1.9

Pcc 21 MR
2.0

22

Figure 6 Dependence of Isp on MR and Pcc The MEA operational modes are within a
development range of the chamber-
predecessor, combustion of which was sta-
ble in relation to both low and high gas os-
cillations.
318
316 316-318
On the basis of substantial volume of ex-
314 314-316
312 312-314
perimental data on combustion stability in
Isp
310 chambers-predecessors the criteria were es-
308
306 28 tablished for the MEA combustion stability.
304 29
302
300 30 Pox
An analysis of the measurements has shown
28
29 31
that propellants pressure oscillations up-
30
31
32 stream of injector posts do not exist at natu-
Pf
Figure 7 Dependence of Isp on propellants ral frequencies of axial, tangential and radial
inlet pressures modes of gas oscillations inside the cham-
ber. It is confirmed by low level of chamber
The obtained results meet requirements of vibration, spectra of which are characterized
Consumer’s Technical Specification. by noise nature. In general, operation of the
combustion chamber is distinguished by low
Combustion stability at qualification tests level of high-frequency pressure oscillations
was evaluated through measurement of pro- and vibration accelerations.

5
 Thus, values of high-frequency pressure os-
cillations upstream of injector posts at quali-
fication model fire tests do not exceed
0.15 kgf/cm2 during startup and steady state
mode, and vibrational accelerations are
equal to 4g; those values are considerably
lower than allowable levels (stability crite-
ria).

There were no any defects and losses of ser-

viceability due to vibrations.

All the said above is a witness to combus-

tion stability during startup, transitional and
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steady state modes of MEA operation.

In general it is possible to conclude with cer-

tainty that MEA qualification progresses
successfully in compliance with the techni-
cal specification.