JPRS ID: 8352 FRANCE: NUCLEAR, MISSILE, AND SPACE DEVELOPMENTS

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• Content Type: REPORTS

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~PRS L/8352
26 March 1979
~ FRANC~; NUCLEAR, MISSILE, AND SPACE vEVELOPMENTS
s ~ .
FOUO No, 456
U. S. ~OINT PUBLICATIONS RESEARCH SERVICE
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NOTC
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BIOi,lOORAPNIC DA7A 1~ Repore No. 2 Recipl~nt'~ Acceuloo No.
SH88T JPRS L/ 8352
~ t� ~n u t t ~ epott ~te
I~'RANC~: NUCLEAIt, MISSILC, AND SPAC~ DCVCLOPMCNTS~ 26 Ma~' h 1979
F~UO No. 456 6'
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Tt~e eQrial report contains information primerily from French ma~or daily newapapers
and pertinent epecialized ~vurnals on French nuclear, miasile~ and epace technology,
reeearch and development.
. 1C~y � ~ ~od Doeum~ot Aa~ly~i~. D~~eeipton
France .
Weapona
Aerociautica
Mieailea
Nuclear Technalogy
17b. W~ctlti~n/OpeaEoded T~~m~
- 17e. COSATI FieW/Geoup 16D, 18I, 19F, 22B
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JPRS L/8352
26 March ~.979
FRANCE; NUCLEAR, MISSILE, AND SPACE DEVELOPMENTS ~
FOUO No. 456
CONTENTS PAGE
Activitiee in Nuclear Ftizel Cycle Reported ~
( C~ . LurF; ATOI~JTRTSCHAFT-ATONaECHNIK, Feb 79 ) � � � � � . � � � � � � � � � � 1
Develo,panent of Ariane Propulaion Systema Detailed
(J. P. Livi, D. Thevenot; L~AE'~ONAUI'IQUE FT L~ASTRONQAU.PIQUE, _
~978) ~7
- a - [III - WE - 151 FOUO]
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roR o~~icr~., us~ ornY
ACTIVITIES IN NUCLEAR FUEL C'tCLE REPORT~D
Duesseldorf ATOMWIRTSCHAFT-ATOMTECHNIK in Getman Feb 7y pp 76-82 `
(Article by G. Lurf, Hanau: "French AcCiviCies in Fuel Cycle")
[Text] The comprehensive Frenct~ nur,l.ear energy program ~
calls for a fuel cycle industry which can meet require-
ments in all phases of supply and waste removal. This
applies not only to lighC-water reactors but also, in a
preparatory manner, to sodium breeders which in Fr~nce -
are already a firm parC of inedium-range planning.
, Natural uranium aupply, conversion, enrichment, and
reproce3aing w~re or are being developed with the goal
of aecuring not only domestic needa but also being
' able Co make offers on the world market. The develop-
ment stages attained $nd the contr.actual ties reveal
already today that France is pureuing this objective -
- through close partnerahip between government and industry.
1. Introduction ,
The start of technical development in nuclear fuel aupply in France goes
back about 30 years. High priority was assigned to a program which was
supposed to make France independent in all component sectors of the fuel
cycle. The organization of this activity pro~vided that all research and
development work was to be done by th~ CEA (French Atomic Energy Cammission).
Afeer most of theae activities--which, by the end of the ~~ixties, had been
geared toward the gas-graphite reactor line and since ther~ to the light-
water reactors and aodium breeders--~?ad reached the stage of industrial '
maturity, the Fren~h government in 1975 authorized the CEA ta eatgblish a
company of its own to handle the entire fuel cycle. This company, called ,
Cogema (General Nuclear Materials Company) then was formally founcled
in January 1976 as a corporation (a company with limited liability]. It
is a 100-percent affiliate of the CEA and its competence today alreAdy
extends over 80 percent of the entire sales volume in the field of the fuel
~ycle in France. Parallel to that, pr~vate companies are active mostly in
the natural uranium sector and in fuel element production. The sales
1
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volumea of the fuel cycle ant~rprisea currently douhl.es every 5 years. In~
1978, iC came to about F2.25 billion and for 19~5 it hae been estimaCed at
about F8 bi111on. The production and manufaaturing facilities in thie
group are diatribu~ed all over Franc~ (Figure 1). "
. . . o.~.i ~I -'I
- 8e1~(en
~':71
L~ H~pue
_ ~ ~ Vmd~e ~
~ Ur~nmin~ und ~ _
� � Aufb~reitun9~� � � � V~uny .
M~ni and M~II u C~outill~ Fom Q
Konversiom� ~Rortuns
~nlipe
Com~ruon
Plant
~ Ma?toul~ ~ P~errtl~:te
~ ( Anreichuunqs� 'friusnn
~N~ye ~pdev~ �
Em~thment Pl~nt � �
8renn~lem~nt�
~ 1lftigunq , G
~ fi~d f ~bne+tion Pl~nt M~Ivesi
~ i',r Wiednau~Der~ilunqt
~nl~qt
Repransinq Pl~nt
Figure 1. Fuel Cycle Plants in France~2~.
2. Natural Uranium
France's extractable natural uranium deposita have been estimated at a
total of 95,900 t U. This can be broken down ae followa: proven reserves
- of 37,000 t U which can be extracted at a cost of up to $80/kg U and
estimated additional resources of 24,100 t U in the same cost category.
In the $80-130/kg U cost category, the proven reserves have been reported
at 14,800 ~lU and the additional eatimated reserves have be~n given at
_ 20,000 t U
Figure 1 presents an overview of the geogr~phic location of uranium deposits
in France: La Crouzille and Forez in the Central Massif; Vendee in Brittany,
- and Lodeve in Southern FNance.
The enterprises shown in Figure 2 are active in the field o~ natural
uranium production in France. Cogema controls more than 80 percent of
French uranium production. PUK (Pechiney Ugine Kuhlmann), together with
CFP (French Petroleum Company) are private French firms active in thia
2
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field vi~ Che ~oint nfil.liate of Minatome concerned with uranium mining -
Ag we11 as Che Dong-Trieu French Ttea1 Estate nnd Minitt$ Company, controlled -
by Empain-Schneider, and the Penarroya and Mokta firms which belong to the
Imetal group; Che laCCer two companies puraue Cheir uranium inCerests via
. a~oinC partnerahip in CFMU (French Uranium Mineral Compnny) in which
Cogema however 3s also n partner. SMUC (CenCer Uranium Mines Company), in
which Cogema, CFMU, and, indirec~tly, ImeCal share to the extenC of 33-1/3
percent, each, operaCes the La Besae uranium mine; SCUMRA (CettCral Uranium �
- and Radioactive Minerals and Metal~ Company), a 100-percent A~filiate of
MinaC~me, is mining the depoait in 5t. Pierre, in the Central Masaif. A
_ new mine is scheduled to go inCo production a~ Mailhac in 1979. The
Dong-Trieu French Real Eetate and Mining Company is planning on an initinl
output capacity of 230 t U/a [Cona of uranium per yearJ, which is to be
- expanded to 500 t U/a by the early eighties.
~A PUK 4'P Ln:ral Fhp~iin '
Schneider
� I__-_ 100 i~-+--- 50 Z 50 i~----J~ 59 1 94 e ~2~ i Cd. 80 1
I
~ Oogmu tttn~trnie Pe,vrroya MokW ~ esd~ Dong 'fYieu
( t~e[c~sc
_ i
~ too 1
~ 9~ 51 42,2 t
~ SL`D 3CL~'FA
j3) 1/Ji~
~ ~�~y 76~
:SiJ~: ~ 27; Scf�:VR lS i
Ni cr
]3 1/3i 1: CF~u
].ti 15 i
C~�11\;Jf d?I i CU'�I.'! 7,5 1 SO ~
Niqcr ~--'19 G~u:i 21 ! ~
~ ~
~o a
Laournren .lSd 25 iti~L~K .
Niqcr ic~ir
n'a 25 1 -
S'cr ~Oa I 10 ~1 NL;, 3~ 9 37 / 50 t
Niqcr P:amibia (1Ft,1yF]f
16,7 ~ ~
34 t
2entralafrika ~16~7 ~ itrlirdcto Detellirn.rrJ
- - - - indirect Shamh~lciing
Figure 2. Natural Uranium Production Partnership Setup. Key: 1--CenCral
Africa; 2--Potash Mines.
The uranium ore processing plants in Limous{n, Forez, and Vendee are being
operated by SIMO (Western Industrial Minerals Company) in which, among
othere, Cogema participates with 51 percenC and PUK with 9 percent.
~
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Until ~ogema wr~s founded enrly in 1976~ Uranex was France's cenrral naCur~l ~
uranium puxchaeing organizatiion. Par.allel to Che tranafer of all natural
uxanium activities of Che CEA Co Cogema, PUK and CFP combined xheir share-
holdings in thi.s ~ield in the newly-founded Minatome. Thie aeparaCion wae
made ~inal ear~.y in 1978 when Minatome ceded to Cogema its aharee in Che
_ holding �irm of SMPM (Pechiney MokCa Mi.ning Company) wt~ich, in turn, ia -
a parCner in Uranex. Tt was agreed on thati occasion Chat Uranex uranium
' delivery contracta would be filled by Cogema and Chae Min~rome would eupply
Cogema with certain quanCitiea of uranium for Chis purpoae.
In addition to operaCions in their own home country, French firme are also
involved ~n uranium pxoduction in Niger, Gabon, Central Africa, Namibia, -
and Canada. Mor~over, there are numeroua partnerships in exploraCion
companiea in the above~mentioned countries which are not shown. in Che
illuatration. Cogema by the way is involved in uranium exploration in
Canada, Auetralia, and Che United SCates via 100-percene affiliates. .
O~yexall, a toCal of more than 27~000 t U has been mined so �ar in France;
aince 1972 iC has been poseible Co increase the outpuC slightly each year
(Table 1). Out of 1977 uranium production, 1,700 t U come from Che mines
controll.ed by Cogem . The other~ private uranium producera mined 400 t U
in France in 1977~2~.
Table l. French Uranium Output So Far~l'2~
Jahr ~1~
vor 197Z (kumulirn) ~ 2~ 16 600
1972 1'S45
~ 97 1616
t9~4 1673 `
1975 1 742
1978 ' 2 ~
1977 2100
~ ~ 27 999
Gesamt ( 3 ) �
Key: 1--Year; 2--Prior to 1972 (cumulative); 3--Total.
The future development of uranium production in France as well as the
poseible uranium imports into France were comptled in Figure 3. Here of
course in each case we coneidered only those uranium mines which are already
in production or where we can expect production to be a~arted (Table 2).
It is therefore probable that the output will, after 1984, increase to a
greater extent than illuetrated in Figure 3. Along wfth the output from
French minea (curve 1), we also considered here the production in keeping
with the French ahares in foreign mines in Niger, Gabon, Namibia~ and -
Canada (curve 2). France furtherntore in the past also maxketed the
, productifln sharea of the national government partnerships in mines in Niger
and Gabon.
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_ ~eooo
tVU ~
i
- 10000 ' ~
,.r z '
aoao ,
- '
o -
+9ia ~9ea ~~~q~ iae~ ~eee +cee ~9eo
Jahr
~ Figure 3. France's AnCicipaLed Natural Uran::um Output, Plua French Partner- -
ahips Ab~oad. Key: 1--NaCural Uranium OutpuC in France; 2--Spain ae 1,
Plus OutpuC in Canada, Gabon, Namibia, and Niger, Coxresponding to the Capital
_ Sharea o� Che French Partnera; 3--Same ae Plus Output of Gabon and Niger, e
Corresponding to the Capital Shares of Shareh~lders in Those Countries;
4--Tona of Uranium per Year; S--Year.
Table 2. French Shareholdings in Foreign Uranium Mines
(1 ~ B~I~uipunqa ~ 2 ~ Produktloni�
wrhlpnl~� kipud~hn
Fnn- (~nt~d ~nden InDetneb~
( 3) ~MI�(4 ) von Suyt~n n~nrrN
_ ~eM Nfy~r ~ S ~ ~ 6 ~
firm~n btw.
' O~bun
ltlpN
SOm~i~ S4 ~7 1~ 1971 1979: T000 t U
Comin~k 5/ ~1 95 1978 1980: 2100 t U
Imounnn . ~S ~0 ~5 19b2/8J 2500 t U
Aml 100 - - 1983/B1 1900 I U
aa,~
cort,~r ~ ~ > >a rs - ~oe> >9~e: ~ooo ~ u
wn.a. ( )
Amok 100 - - 19Et/a2 1500 t U
:oa.rnk, (9 )
Rbu7np 10 - 00 1978/77 1979: 4000 t U
Key: 1--Shareholding Conditiona; 2--Output Capacities; 3--French Firms;
_ 4--Share of Niger or Gabon; S--Other Countries; 6--Opening Date; 7--Gabon;
B--Canada; 9--South Africa.
On the other hand, the non,French foreign partners consisting of ENUSA
[National Uranium Enterprise, Inc.j, of Spain, and OURD, of Japan, will, for
the firat ti~ae, take larger output shares than would correspond to their
percentage eh~re~ ae such with respect to the output of COMINAR [Akouta
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~ Mining Company~, of Niger, which began experimental operation in the Autumn
- of 1978. But if we sCart with the assumption thati France, in the case o�
the other pro~ecta, in the future likewise, wi11 get Che share of Che govezn-
ment-owned firms of Gabon and Niger, ehen France, over the next several yeara,
would have available the naCural uranium quantity illustrated in curve 3.
Of that amounC, of courae, one wouZd have to deduct the requiremenCs for _
miliCary purpoeea and research as well as Che export obligations underCaken
up Co the year ~.974. After thaC, France did not sign any new export con-
- CracCs. The ecope of the delivery conCracCs with supply enterpriaes in
Belgium, the FRG, Ho lland, Japan, and Iran, as we11 as WesCinghouse--agreed
- upon regarding the s ale of a part of the share of Westinghouse in FramaCome--
can be eatimated at a total of 19,000 t i~ for the period of 1978-1987.
Figure 4 ehows that, even after deduction of theae delivery obligations and
- the military requirements, France will have enough uranium available during
Che coming yeara in order to meet the natural uranium requirement from existing
enrichment conCracts and for the supply of the natural uranium reactors-- -
provided that France also geta ahai~:~s from the uranium output coming from _
the governmenC-owned firms in Gab~Yi and Niger on the basis of partnerahip '
- terms. After 1983 however, under the assumpCions made here, the outpuC
will be so great.that France will be able to meet its requirements also
without these government shares. Not considering existing stockpiles in
France, we Cherefore will have a cumulative natural uranium surplus of
about 50,000 t U by 1990 (Figure 5). If additional plants should atart -
- pxoduction during that period of tiine, then the stockpile would go up
accordingly or more uranium would be available for export to other countries.
,~ooo '
. ~
E Ulo -
~ ~
~ 4 I
5~~~ y1~ ~``~2 I _
1
~
0
~916 i9B0 196: t9Aw t9B6 t9C6 1990
_ , (5) ,~an~
" Figure 4, Fxance's Uranium Supply. Key: 1--Actual Annual Natural Uran3.um
' Requirement of French Power Reactors; 2--Theorectical Annual Natural Uranium
Requirement to Ful�ill Existing Enrictiment ContracCs and to Supply the
Natural UrBnium Reactors; 3--Natural Uranium Output in France Plus Output
of Canada, Gab~n, Namibia, and Niger, Corresponding to the Capital Shares
of the French Partners, as well as the Output of Gabon and Niger, Corresponding
to the Capital Shares of the Partners in Those Countries; 4--Same as 3,
M~nua French Natural Uranium Exports and EstimaCed 'Requirements for Research
and Mi,litar}r Purposes; S--~Year.
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_ , ~ ~ --r
50000; ~
? Theoretluher Uberuhu4 ~ 1 ~ i
~ T~t+~chllch~r Uberuhua ( 2 ~
40000 " I
_ ~
30000 ~
20000 ' ~ r
~ ~ ~ ~ .
- ~ ~ r
: ~
10000 - ~
_ ~ '
_ ~ t i I =
o 'J
1880 1985 190A
( 3 )
Figure 5. Cumulative Natural iJranium Surplus for France Not Conaidering
Existing Natural Uranium Surpli;sea. Key; 1--Theoretical Surplus; 2--Actual
Surplu8.
3. Convereion
_ The canversion of uranium concentzate into uranium hexafluoride (UF ) is
' being handled in France by the Comurhe.~c firm. The partners in Comuihex
are: Pechiney (51%), Cogema (39%)~ and Mokta (lOX).
Comurhex has two plants available for conversion: uranium tetx�afluoride
~ (UF4) is produced ia the Malvesi plant. A part of that is converted at
Malveai into uranium metal which is used in gas-graphite reactors. The
overwhelming portion of UF4 however is transported to the second plant in
= Plerrelatte and is converted into UF6 there. ~
The Pierrelatte plant presently has a capacity of 10,000 t U/a. Although
only a part of that capacity ia needed for French requiremenCS, the plant
has a full workload ahead of it through conversion orders from foreign
customers until 1980. Plans are to expand the capacity to 12,000 t U/a
in 1980. An expansion of the canacity to a total of 15,000 t U/a is possible -
at the current site. A further capacity increase can be achieved only by
building a new plant. The development iu worldwide requirements would
lead us to expect the construction of an additional plant only during the
aecond half of the eighties.
Table 3 shows that France presently has 22.4 percent of the Western world's
convexs~on capacity.
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_ 4, Enrichmen:
- The PierrelaCte plant, which works acco~r~ing to the gas di~fusion mettiod,
was erected for military purposes during the middle of the aixC~es and
accordingly is designed for high degreea of enr3.cilment. The plant's
capacity has been esCimated aC about 400-600 t UTA/a [Cona of uranium
converaion work per year].
In OcCober 1973, EURODIF [European Diffusion Agency] was established as
an international company to erect a big diffuaion plant (for ahareholdi~~~ _
terme, aee Figure 6).
c~ Anci ncre ~x sonEa~ ~~usn
~
EYankrei Iran Italicn ;Jelqirn 5~iien
ance Iran It~ly Eklgi~ SF~iln
tOG
COC,~: 9~
50 40
9oF'IDIF 12 S t t, t ~
1:,5
~5 11.1
27,8
F1JFi0DIF
- 29 2' iC
r
Q~F~DIF
Figure 6. Enrichment Industry Shareholding Conditions (Figures in PercenC).
Key: AGIP--National Italian Oil Company; CNEN--[Italian] National Nuclear
Energy Conaniasion; SOBEN--Belgian Nuclear Company COItEDIF--Gaseous
Diffusion-Factory Conatruction Company; [Other abbreviations unknown].
- The plant built in Tricastin, France, by EURODIF (Figure 7[not r,eque~.sted]),
is to start operations with an output of 2,600 t UTA/a in 1979 and is
presumably to attain a full capacity of 10,800 t UTA/a in 1982. In the -
vicinity of the enricY~ment plant, EDF [French Electric Pow~r Company] will
be building four pressurized-water reactors with 925 MTU, each (Tricastin
1-4), which are to be placed in operation one after the ather, starting in
1979. For the power supply going to the energy-intensive diffusion plant,
the output of about three out of the four reactors will be needed when the
enrichment plant ia ready in its final form.
The planned capacity of the EURODIF plant will be used as follows: a group ~
of Japanese electric power supply enterprises has made total purchases of
10,000 t UTA [uranium separation work]. The deliveries are to be made -
between 1980 an 1990. An enrichment contract covering a total of about -
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~ 10A : UTA w~s aigned for the Swiss nuclear powerpl~nt ae Kaiseraugst, with
' d~live~ries eo be made betcaaen J.981 and 19g9. There is furChermore a cont~acC
wi~.h it;J~ (Rhine-We~tphali~n ~lecCriCiCy Works, Inc~] nn the delivery of aboue "
1(`0 t UTA~ ~Cartittg itt 1983. 'Thc entire remaining ~~perntion work will be
Caken by ~UItODI~ partners in accord~nce wieh the oarticular capit~l shares.
In gpite of the delgye in the reactor c~nstrucCion programe of eheir counrries,
the CURODI~' partners intend Co build n second, big ~uropean diffueion p1gnC -
under the name COR~DIF' (for ghareholding condieiona, see Figure 6). The
exact location of the aite has no~ yet bzen picked.
Table 3, Conversion Capacities in the Weatern Wor1d
- Converter, CounCry Capacity %
t U/a
Alited Chemical, U.S.A. 12,700 28.4 ?
Kerr McGee~ U,S.A. 9,OQ4 20.1
Eldorado, C~nada 5,000 11.2
BNk'L~ Great Brit~in 8,000 17.9 `
Comurhex, France 10,000 22.4
_ 44,700 100.0
According to of�icial plans, the �iret COREDIF phasc:, with a capacity of about
2~500 t UTA/a, is to be completed roughly in 1986; the output is to be
expanded ro about 10,000 t UTA/a later~ In view of the worldwide surplus
capacity in enrichment du~ing the eighties, it seews improbable that Che
project will be compleCed by the indicated deadline. The capacity o~ the
. COREDIF plant therefore was not i.ncluded in the study of the aupply of
_ France and the EURODIF countries with separation work (Figures 8-11).
t u'a;1
- ~ ~ ~ ~ ~~'`L- -
5.x,----- - 1 _ ~ _ ;
~ ( 1 .i
�a,: :
~ ~ ~
~ ix~ .~~~F"~'
_ , I tit
�a,o - 1--, + ' '
~too~ ~ ~ i + tuapo~r I ~
. ~00 ' : I ~ I
~ex~~ 1 . i
y~/ ~.,`(3) ~ ~ ! ! i
-L".~:~_u. i~_~~~1. ~_~'�S 1 :r'r~ . ~I
ot _ �
,9,s ..iea ~ �a. �i~e �~ee`y ~�i~
Janr
Figure 8. France's Supply with Separation Work . Key: (1) Contractually
stipulate~' shipments; (2) Actual requirement (derived from specific con-
aumption and nuclear powerplanf capacity); 3--USSR; 4--Year.
5
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IUYA
1
~ g ~ ~ ~ooo , I
, ' I
~ooo
I
taoo ~
~ ~ -
.i~ '
~4 ~
t 19E2 iae+ e iae
- ~5 ~ ~an~ ,
. ,
Abb. 0; Trennarbelts~berschu/J brw, ungedeckter Bedarl
In Frsnkrelch.
~ 1~~ Ilhrllch. p~ller~ni von tatUe~Itehem J~nr~~p~dul u~d wnnpuon wn~nDar�
hn IIN~runp~n
~ 2~? Mumuhut. E~naM~~Outh ~~Itli~iendv Vonlt~ von t0001 UTA
Figure 9. SeparaCion Work Surplus or Requiremet~ts Not MeC, in France.
Key: 1--Annual Difference Between Actual Mnual Requirement and Coatractually
Stipulated Shipmente; 2--Cumulative~ Including Existing Stcackpiles of 1,000
t UTA; 3--Surplus; 4--Requirementa Not MPt; S--Year.
t Uf A/o
N000
ttODO ~ US00('� ~1j
r~ . ~ Ud55 . . ~ -
' , 3> .
1000 -~t-~---
~~CUQGOif ~
10pp _
~ J000 f -
A
1971 t9E0 1902 19A~ ~906 19lf 1990
. ~(~~JOAr �
Abb. f0: Die Vorsor~un9 der Eurodil-S~aa~en mit Trennar-
beit.
1~ V~A~iplleh ra~~nD~rt~ lNl~runq~r und Abn~nmeverplt~~htunqen
T~t!lCAhCA~r 8~CU1(auf Ip~t~f~sCMm V~rp~~utn d~rK~mMr~fMreikfka. -
pat~llq
Figure 10. Supply of EURODIF Countriea with Separation Work. Key; (1) ~n_ `
tractually Situated Shipments and Acceptance Obligations; (2) Actual
Requiremente (Derived from Specific Cons~ption of Nuclear Powerplant
Cepacity); 's--USSR; 4--Year.
10
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t V1A
e swu
NA70
IOQu
- I
� ~ nroo _
I
n
N0o0
(4 )
a ~o~o
~ o -
~ +ate ~~ea ~9e: ' ,y ~3!6 ~ye~ ~y~o
~ /S \ JJnr
\ J
~lbb. l1; Trennarbeifsuberschu/1 btw, ungedeckte~ Bedarl
~ In Eurodil�Staaren.
~Ihq~Cn Duler~nt von),I~~eni~enem J~nr~~ped~rf und rMnpneA wr~~nou�
- I~n L~~I~runpen ~ 1
? ~umub~h Onn~ b~rut?utntipunp ~u~hu~nd~r Vorrlb ~ 2~
Figure 11. Separation Work Surplus for Requirementa Not Mer, in EURODIF
- Countries. Key: 1--Ann~al Difference Between Actual Annual itequiremente
and Contractually Stipulated Shipmente; 2--Cumulative, Not Conaidering
J Exiating Stockpiles; 3--Surplus; 4--Requirements Not Met; S--Year. -
France ia also planning the construction of a demonstration plant which
is to work according to the method of "F'rench Chemical Uranium Enrichment
Procesa." The plant is to have the capacity of about 50-100 t UTA/a nnd
according to CEA announcements, it is to go into opera[ion possibly even
before ]985. Looking at the situation from today, it is expected that
the cheuiical exchange method will be used for enrichment in large-scale
industrial a;~erations roughly around 1990.
Figure 8. illuatrates France's,aup~ly with separation work for the per,iod
of 1978-1990, as covered by this st~idy. The actual separation work require-
ment--which was determined on the basis of the specific consumption of the
reactors and the installed nuclear powerplant capacity--is compared here
to the separation work delivery quantities already conCracted for and to
the acceptence obligationa toward EURODIF. In computing the separation work
~ requirement in Figures 8-11, we atarCed with a TailB-Assay of 0.2 percent
U-235.
From the difference between curves (1) and (2), in Pigure 8, we get the
surplus or the uncovered requirement for separation work which is reproduced
in Figuxe 9 and whi~h was illuatrated both annually (left-hand bar) and
cumulatively (right-hand bar). In the cumulative v~lues, we considered
an exi6tt,ng stockpile of about 1,000 t UTA. Including these supplie~~ we
get, for Fxance, during the first half of the eighties, a steadily rising
surplus of enriched uranium with a separation work content of 8,500 e UTA
in 1985 which however~ under the assumptions made here, thAt is to say,
11
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' ~btt O~~ICIAL US~ ONLY
thar ~'rance will rake only the shar~ c~rr~gpnnding Co iCg p~rticipati,nn in
~UItODIF'~ wi11 aguin dwindl~ entirely during Che second half oP the ~ighei~~. _
_ BuC this seems unrealiseic i� w~a look ae Che overall eieuation such a8 it `
involves ~URODIF'.
r
In Figure 10, we have illustrated, in aunnnarized fgshion, Che supply with
separ~Cion work for the countries which participaee in the ~UROUI~ plant,
- that ig, ~rance, Belgium, Ir~n~ Ttg1y, and Spain. The gcCual separation
work requirement--wnich was determined on Che basis nf Che powerplant
capaciCies of those countries as listed in Table 4--ie~ compared here to
the contractually stipulated ahipmenta of aeparation work and the accepegnce
obligations of the EURODI~ countriea.
Table 4. Nuclear Pow~erplant Capaci~ies of EURODIF Countriee (GTU)
t91A191919A019A119e2198J196~t9AStP~et98)198919A9~9~)9
fr~nkr ~ e.~ 11.9 tS S 11.9 2~.5 26.1 ~0.7 ~5.1 ~O.J ~5.~ 51.7 SS A 6u ~
0eip~~n ~ 2~ 1,7 1,7 4,g J,S J,S 4.~ S.S S.i S.S S.S 6.5 6.5 6 S
~u~~.~ ~ g ~ a.. s.> >,a � ~ ,a a
Ir~n 1.2 2.1 2,? ~.J ~,2 S.~ 6.8 l.e 90 10 ~ t? o
Sp~nNn ~1,0 4,0 ~,9 o,e 6,7 7,e e.b 9,E 9.6 10.~ i t,b t2,E 1~.E
Key: 1--Fxance; 2--gelgium; 3-~Itsly; 4-~Spain.
Fxom the difference between curves (1) and (2) in Figure IO we can calculate
the exieting aurplus or uncovered requirement for aeparation work xhich was
plotted in Figure 11 and which was illustrated annually (left-hand bar) and
cumulatively (right-hand bar). The cumulative valuea do not contain any
exiating aupplies of ~eparation ~rork. Under that aesumption, sre get~--for
the EURODIF countriea--a aurplus of enriched uranium, which will conatantly
~ncreaee until late into th~s eig6tiea, with a maximum separation arork content
of 47,000 t UTA in 1989.
Tha[ of courae can happen only if the participating countries abide by their
delivery obligationa for feed uranium--something which muat be doubted at
this ti~. EURODIF seewa to be thinking at this time in terms of finding a
way out of this aituation.
5. Fuel Element Fabrication
The fuel elementa for the PWR line, on which the French nuclear program is
based, are being manufactured by the FBfC (Fren~h-Belgian Fuel Fabrication
Company). The French-Belgian fuel element produrer--in wt~om EUROFUEL parti-
cip$tes ~tith 80 percent, while the Belgian ~4~1 (Nuclear Metallurgy and Machine- _
Building Company) ehares with 16 percent and Westinghouse with 4 percent
(Figure 12)--operates the plant in Dessel~ Belgium, as well as the production
- plants in Rac~ne~ ~rance~ which it had taken over from CERCA (Company for
the Study nnd Ma.RUfacture of Atomic Fuel) and at ~rhoae aite it is presently
execting a completely nea labrication plant.
12
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.
~
I+ti~ttryhDUac i~1K '[vub,t�Lolti~ Pram~Wt� pptt
j~ t' S1 ~ ~ 1 11 1
Dutvtuel
80 1
e~ ~2~
~
- u~-a~~,~,ei~.Y,c~ (1)
w~t soc-tvir
01 S
~ Bcennelemer~te f~r ~Z~
Ga~-Ccaphlt- und
!'or~chunqereakioren
Figure 12~ Fuel Element Production Induatry Shnr~holding CondiCion.
Key: 1--PWR Fuel Element; 2--~uel Blemente for Gae-Graphite and Research
Regctore.
1
The following ahare in EURO~'UEL~ the main partner of FBFC: PUK With
51 pPrcent, Westinghouae with 35 percent~ Framatome with 11 percent, ~nd -
Creusot-Loire with 3 percent.
The FB~'C procesaing cepacity~ Which in 1974 h~d etill been around 90 t U/a
~ was incr~aeed to 210 t U/a by 1976. Upon completion of the expanaion
program, FBFC plans to attain a capacity totalling about 1,200 t U/a with
the two planta in Romans and Dessel c~.uring the early eighties.
In addi,tion to FBFC, CBRCA, founded in 1957, in which Creusot-Loire and
PUK shQxe J,n equal parta, turna out fuel elementa for various reactor
typea but especially for gas-graphite reactora and resegrch reactora.
6. Reproceesing
CEA in 1958 etarted operating the UP1 (Irradiated Fuels Reprocessing and
Plutonium Extxaction Plant) in Marcoule; in 1966 it began to operate plant
UP2 at Cape la Hague (figure 13 (not requested)). Both plants were designed
with a capacity of about 800 t U/a, each~ for the purpose oF processing
' metallic fuels of the Magnox reactor line. The plants work according to
the PUREX taethod and so far have processed c?ore than I0,000 t U. After the
French govertuoent in 1970 had decided to introduce the LWR line, plant
UP2 in Cape la Hague was expanded by the addition of a head-end for oxide
fuels (HAO--highly radioactive oxide workshop), ahich is designed for aa
output volume of 400 t U/a and Which vas completed in 1976.
Both planta have been operated by Cogema~ the CEA affiliate aince 1976.
At this t~me, Cape la Hague is still processing gas-graphite reactor fuel
elemenRe nnd LWR fuel elementa in aucceesive batchea. Because of the high
1.3
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degx~~ u~il.izgCian df UP2 wiCh g~s-graphit~ regnCdr fuel~, which mugt be
pxocese~d ~n a priority basig for re~sons df co~rogion, the dx~.de fuel ouepue
w~s con~ined en 14 t in 1976 (B~ I~ue1 ~lement~~ from. Muehleberg KKW INucle~r
Power Plantj) and 54 ~ in 1977 (B~ from 5eade KKW, FRG), For ehe eame re~~on,
th~ ~ull c~p~ciCy oY the tnpuC etag~ for LWR fuel el~mentg cgn probably b~ u~ed
only ~~ter 1980~ Until ~bouC 1982, an additional input etage for LWIt fnel
elecnenC~, ~tith a cap$city oP 400 t U/a, ie to be installed in UP2. T'he fu11
conV~xgion o~ the UP7 pl~nt to the xeprocessing of LWIt Pue]. elemenee will
pxe~umably t~ke plac~ in 1983-1984. The plant i~ then ro be availabl~ moetly
~ox wneCe removal from the ~rench PW reactore. The praceseing of the gag-
graphite reacCOx �uel elemn~nts will then Catre place exclugively at i1p1 in -
Maxcoule.
Cogen~ ~s planning to build ~notl~r big reprocegeing plant at Cape la Hague
_ foz LWR fuel elementa (UP3) whose firet p~re (UP3A) wirh a ca~pa~ity of
800 t U/a is pzeeumably to become operational in 1985. It ie ex~rected that
the e~cond paxt o� the plaat (UP3B)~ like~,rise wieh a procegsing volume of
806 t U/~, xill be connniesioned roughly in 1990.
The lJ~3A plant i.s eseentially reaerved for the procesging of foreign LWR fuel
eletaenCe; the pzocessing services made available by Cogema to the for~ign
EV1J ~~nterpri,eea Covered by Electric Po~ner Decree~ initially irill total
6,000 t U withia a apan o~ 10 years and heve elregdy been booked through .
contracta t~tl.th Japan (1~600 t)~ 5taeden (620 t), I~RG (1,705 t), 5Witzerland
_ (469 t)~ AuseYia(222 t)~ Hollend (120 t), and Belgium (324 t), ae well as
through options of European EW~
The prices for these proceaeing services are f.ormed according to the "coet-
plue-fee" principle and, in addition to the replacement of rhe actual re-
- proceasing coets, contain a aurcharge Which reaults fro~ the conatruction
and the financing of the plant as `tell as the use of the inPrastructure and
. the technical knoWhow.
The reproceaeing plant now at Cape la Hague has a atorage capacity of 250 t U
for LNR fual elementa. It is expected that the t~ro storage baeina now uader ~
' conetruction for LWR fuel elementa (capacity 1,000 t U, each) will be com-
pleted by 1980. The intention is to build up thie storage capacity to about
7~000-8~000 t U by the late eighties.
Figure 14 illuetrates~ for the period of 1978-1990. the total annual reprocessing
capacity in France, the reprocessing capactty available for aaste removal from
French LW reactore~ the reprocesaing capacity guaranteed in French planta by
European and JapanPae EW through contracte and optians, as ~rell as the
volume of irrediated LHR fuel elemeate in France.
14
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~O~ n~~'tr~ tAL U5~ ONLY
_
~eod -
t uM ,
~ , ;~.r~
~ooo
,
,i 2
~ ,S.~w -
1'
r
~ .
~ ~r
t97~ 19E0 19b2 19e~ 19e6 1906 1980
(5 ~ Jahr
Abb. 14; Wiedeiaulsrbaitungskapatita~ und Anlell be-
sfrehlfoi LWR�E'lemente in frankreich.
1) O~taml~ W~sd~rauHrbedunpewapai~tal m f~ankre~ch
Q) f"ur d~~ W~edeNula~ba~tunp Ir~ntOS~fcner LWp�Orenneiemante wrlup�
pu~ Wi~euaulube~funq~wapot~Ut
' An1~U p~~tNnlt~~ lWR�BrQnn~iemente in frankreich
!R~ VOn �wo0~~ftMn und ~~p~nytMn EVII Eurcn Vertr~qe und OPbon~n
~1 pa~eMA~ W1~darwl~rb~dunpfk~p~t~l~f m fr~ntOMft~en Anl~p~n ~4 ~
Figure 14. Reprocessing Capacity and Volume of Irradiated LWR Elements in
France. Key: 1--Total Reproceasing Capacity in Fraace; 2--Reproceasing
CapACity Avsilable for Reprocessing of French LWR Fuel ~lements; 3--Output
of Irradiated LWR Fuel Element~ in France; 4--Reprocesaing Capacity in
French Planta Guaranteed by European and Japanese EW Through Contracta and
Optione; S--Year. _
In case of the planned operation of the French reprocessing plants and a
minimum fading time of irradiated fuel elements amounting to one year~
according to this illustration, the stockpile of spent fuel elements from
Prench LW reactors should be proceased alre~dy by 1985 so that, looking at
this from ehe current situation, France during the following yeara should
then have a eurplus supply of reprocesging capacity, which means that addi--
- tional xeproceasing contracta could be signed between Cogema end foreign
EW.
Table S. Reprocesaing Capacity for LF1R Fuel ~lementa in the Western World
~oes ~~o
~w� x ~w.
Fr,n?n~cn (1)
900
~0.9
1 700
60.J
Oroflp~~tannHn 2 !00 21.J
ea a~+.u+~,~+a 3~ ~o o.e ~o o..
e�~o~�~, 4 ~so i~.e ~oo ~0.6
~�o�~ i~o ~e.s ~~o
s�mm. ( S) ~ t~o ~ao t ezo ,oo
Key: 1--France; 2--Great Britain; 3---FRG; 4--Belgi~m; S--Sum.
15
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Table S ehowe that France ~,n 1985 wi:ll b,aive 70.9 percant and in 1990,
60.3 percenC of the Western world'e reproceseing capacity ~or LWR fuel
elementie.
BIBLIOGR,APHY
~ 1. Uxanium-Reaourcee Production and Aemand; OECD/TAEA, Paris 1977.
' 2. M. Rapin: The Fuel Cyc1e in France, Paper PresenCed at the Atomic _
IndusCrial ~orum~ London~ 27 Sep 78.
Author's address:
' Dipl.-Ing. G. Lurf, Nuken GmbH, Poetfach 11G080, 6450 Hanau 11. This is
a parC of the report which was publiehed in Che special iasue on France ae
part of the Nukem m$rket r~porta on the nuclear fuel cycle.
5058
CSO: 3103
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.
DEVELOPMENT OF ARIANE PRJPULSION SYSTEMS D~TAILED
Paris L'AERONAUTIQUE ET L'ASTRONUAUTIQUE in French 1918-6 pp 49-64
(Article by J. P. Livi and D. Thevenot]
; (TextJ Thie article follows one by Mr Thevenot that appeared in No 49, an
Ariane apecial (1974-6).
After some review, we shall ,try to preaent the development atatus of these
syatems and the framework within which this development is Caking place.
Background _
The Ariane propulsion syatems using storable propellants are the refinement
of the work undertaken far more than 25 years by the Vernon LRBA [abbrevia-
tion not identifiedJ and taken up again by the SEP [abbreviation not identi-
fied] at that same center. This work had begun with Veronique, and was
continued with Vesta, Vexin, Coralie [2nd stage Europa I and II), and L 17 -
(lst stage of Diamant B).
Propuision was provided in all these systems by engines supplied with
propellants from tanks pressurized~ by means of a gas generator.
In order to increase the performance of the propellants, it was then de-
cided to develop an engine whose combustion chamber would be supplied with
fuel by a turbopump. That gave rise to the first Viking engine wiCh a
thrust o� 40 tons, which was first tested in June 1969.
On the basis of this component, various propulsion system configurations
were studied within the framework of the Europa III-B two-stage heavy
launch vehicle pro~ect having a first stage using storable propellants
(UDMH--N204) and a second stage using cryogenic propellants (H2--02).
As far as the first stage is concerned:
--120 tons of fuel, 5 motors with 40 tons of thrust.
--120 tons of fuel, 4 motors with SS tons of thrust.
17
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--150 Cons nf fuel, 4 moCora w~.th 60 tons o~ thruar.
So very naturally at Che time the Europa III-B teata were sCopped ~1972)
- and work wae begun on 1, III S, which was later eo become Ar~ane, the basic
part wae retained, while the heavy l~unch vehicle became a third stage.
--Firat etage, 140 Cons of fuel, 4 Viking II enginea with a thrueC of 60
tons each on the ground (68 tona in a vacuum).
--Second atage~ 33 tona of fuel, 1 Viking IV engine with a unit thrust of
72 tona, derived from the Viking II by adapCation Che diffuaer nozzle to _
. space f light conditions.
Since 1973, Che year of tne decision to gaC the Ariane program underway,
4 years after the firat tests of the pxoCotype motor with a thrust of 40
tona~ the development hae taken place in the 60-ton thrust configuration.
12-13-73. First test of the Viking II engine (60 Cons).
4-23-7ci. Firat test of the Viking III engine (ground veraion of the Viking
IV engine). _
12-14-76. First test of the Viking IV engine in a vacuum.
11-17-76. First propulsion bay test of the Drakkar propulsion system with
heavy tanks. _
10-19-76. First group test of the L 33 propulsion system with heavy tanks.
12-13-76. First teat of flight version of the Drakkar propulsion syatem.
1-26-78. First test of flight veraion of the L 33 propulsion syatem.
- The evaluation testa are to begin for the two propulsion systems in late
78 and early 79.
DESCRIPTION
The DRAKKAR (flow diagram, figure 1)
The propulsion system of the firat stage is composed of the following main
components:
The fuel tanka are designed for the storage of 145 tons of fuel. The UDMH
and N204 tanka have the same capacities (3.80 m in diameter) and are struc-
turally independent. They also serve as a thrust tranamission structure,
being inter-connected by an inter-tank skirt.
18
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~
~ ~ " , , ~8)
; ~i, ~9~
. _ ,
I
: "�';,..','~;~~�'(io~
, , -
~1~ , . . ,
_ ~ i0NC~1 NNEMENT
OE l ETA4E IA11IIfAA ~
(2, ~ , ARIANE
( 3) . �I
~
(4) ..u (12)
~5) j ~
~ \
_
- ' 1
II ~ (13)
. ~ 1 ~ (16)
, 6> . _
. ~ : (14)~::,
- , : _ . ~15)
i~y ? ;
Figure 1.
Key:
1. N204 tank 11. FUNCTIONING OF DRAKKAR
2. Deflector STAGE
3. Siphon filling 12. UDMH tank
4. Pressurization tube for 13. Water valve
UDMH tank 14. N204 valve
5. Water tank 15. 4 Viking enp,ines
6. UDI~ki valve 16. UDMI
7. Pressure reduction manifold N20
8. Deflector Water
9. Siphon filling Gas
10. Pressurization tube for
N204 tank
~9
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Ff1R nFFT~TA,T.~ TiRF ~Ni.,Y
_ The propulei.on 6ay i.s composed of :
_ --the engl,ne mounti,ng, a cylindrical structure tranamitting Che thrust to
the canks on which the following are mounted:
~ --four Viking V engin~s equipped with a connectron with 1 degree of freedom
to permit roll, yaw, and pitch control by means of one servo actuator per
engine, equipped also with main fuel and waCer supply valves. The Viking V
is a curved diffuaer nozzle version of the Viking II whose nozzle is conical.
--The Cank pressurization system using hot gases (400�C) taken from the
generaCors, supplying the turbo-pumps aftex coaling by water in~ection.
--A toric tank containing the water used for the cooling of the generator =
and pressurization gasea.
--A control unit which distributes a reference pressure or pilot pressure
for the engine regulation function. Thia preseure also serves to actuate
the engine aupply ~valves (UDMH, N204, HZO).
~-A conCrol unit for the POGO correction systema.
--The filling and emptying components ensure fuel and fluid linkages between
the ground inetallations and the propulsion system. These components are
situated at the base of the system on a heat shield which blocks Che space
inside the engine mounting.
--The various fuel and fluid circuits.
The L 33 (flow diagram, figure 2)
- The propulaion system of the second stage is composed of the follow3,ng
principal components:
~ The fuel tanks for the storage of 34 tons of fuel. The tanks are of the t
same capacity, buC unlike thoae of the first stage, they are dependent from ~
the structural standpoint since they have a common bottom.
They have a diameter of 2.60 m, and are made of light alloy (AZ SG). This
difference in material with reapect to the Drakkar causes an important dif-
ference from the pressurization standpoint and led to a pressurization sys-
tem using cold gases (helium at ambient temperature) as opposed to hot
gases.
~ The propulsion bay is compoaed of:
--a conical engine mounting (with cylindrical skirt) on which the following
are mounted:
--the Viking IV engine, using a connection with 2 degrees of. freedom to
permit yaw-pitch control by means of two servo actuators. 'i'he engine is
likewiae equipped with its main valves.
20
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- o
s
J~"
y
~1) . ~6~
~OUTEIIIEf 0 NEUUM " i ~EIEAYOIA Mtl~
i.
~
It
(2~ TUTAUiEeIES ! ;
~ ~
OE fAEftUAISA~IP" ' ! ~7~ _
~ AESEA~0111 YOM
;~.I; ~,I~ ~
�c
~ 3~ TU'iAUTE111ES �
� D AIIMEN1AT10N
4
1
TOAE 0 EAtl
~4~ ~ANNES
?~IMCI/AIES
_ { .
' I , -
~
~SiAn CONIQUE ~ ~9~
' ~ tEA~DMTl11
VIKIMO � � -
. ~.~w
- Figure 2. L33 ARIANE PROPULSION SYSTEM
Key:
1. Helium bottles 6. N204 tank
2. Presaurization piping 7. UT,~'~iH tank
3. Fuel supply piping 8. Water core
4. Main valves 9. Servo motor
5. Conical mounting
--the roll control system furnishes a torque through the emission of hot
gases from the generator, cooled to 400�C by watier injection.
--a toric tank containing the water used to cool the generator gases for
the turbine and the roll control system.
_ --a control unit for the POGO correction systems.
2~
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--a control unit performi.ng Che same funcCi.ons as .for the L 140. -
. --Che botton~ rear component group which ie a part of the preesurization
syeCem.
_ --certain filling and emptying parts.
--some elements of the fuel and fluid circuits. r
The Front Skirt
Structural eleme.nt fitting over the fuel tanks.
In addition to its function of connec~ing with the third stage, this struc~
ture houses a part of the preseurization system.
--the atorage of helium under a nYessure of 310 ba!;s in three spherical
tanks made of titanium. ~
--the high-presaure unit which expa:~ds the helium from bottle pressure to
. 10 bars.
--the low-presaure unit whi.ch regulates from 10 bars to the pressure of
4 bars. ~
InSTRUMENTATION
oi the propulsion systems is equipped with sensors of various kinds
(press:tre, temperature, rotation speed, levels, movement...).
These sensors can be connected:
- --to the ground installations for the ground testing of the propulsion sys-
tem.
--to the telemetry systems and wire links for flight tests.
DEVELOPMENT OF SYSTEMS AND SUBSYSTEMS
_ Industrial Organization at the Sygtems Level
The definition of the develo,~~~~~~nt and perfection of the propulsion systems
was entrusted to the SEP. In this capacity it is responsible for defining
the functional characteristics from the propulsion standpoint. It is also
_ responsible for the organization, execution, and exploitation of the re-
sults of the system tests for the Drakkar and the L 33. From the materials
standpoint, the organization is substantially different.
22
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1
The Ur~kk~r
S~P ineagraCes the propuleion bay g~ defined ahove, the he~e ehi,~ld being
produced by SNIAS.
SNIAS produCe~ ehe fuel tanka and integratea the latCer in the propulgion
bay to form a propulsion syetem. This eystem ie then delivered Cn S~p,
which arrenges Ceatittg on the PF' 20 Cest stgnd ae V~rnon.
The L 33
SEP producea the varioua materigls other than atructural maCerials.
SNIAS hae rhe following conatructed:
--thQ fuel tanka, by Dornier (Germany)
--the atructures (engine mounting, forward skirt) by Erno, as well as the
wai:er tank (subcontracted for Erno by MBB) (Germany).
SNIAS subcontracCs the over.all inCegration to Erno. The propulsion system~
thus formed are sent to SEP for teating. The conducCing of the testa is
aubcontracted to the DFVLR (Germany), the definition and exploitation of
~he reaulta of th~ testa being done by SEP.
ORGANIZATION AND DEVELOPMENT FROM SUBSYST~iS STANDPOINT
--The deaign and development of the materials and subsystems for which SEP
is reaponeible are divided into:
--SEP's own development and fabrication.
--development and fabrication aubcontracted to European cooperators.
--fabrications aubcontracted to European cooperatora for materials devel-
oped by SEP.
For the principal materials the breakdown is the following:
Materials whoae fabrication ia subcontracted
It is a queation of:
--turbo-pumps for Viking V and IV engines which are produced by Man
(Germany) on the basis of SEP apecifications.
The evalual�ion of this production should tahe place in late 1978 at the
eame time as the engine evaluation at the tiine of the tests at Vernon.
23
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]
--The m~in engi,ne ~upply valv~~ mgd~ by k'N (llelgium; . which wi~,]. ].i,kew3.~e
be ~rgluat~d from the eng~ne ge~ndpnine.
--POGO correcCion eyatems produc~d by CA5A (5epi~n), whi.ch ~~tll be evaluated
from Che engine atandpoint.
--~lbme guards (metallic screecis eerving to connect the flexible ehcoude of
Ch~ bgy with the engine), produced by A~rieeli~ (Itgly). 6
Materials who~e development is being eubcnnCracted
--The engiee mounting of the Urakkar developed by MAN, ~he evaluation test- -
ing of which was completed in 1971 (MAN).
~
,
- F~
Figure 3. Viking V engine equipping the Drakkar
propuleion eyatem in the asaembly ahed
--The water tank of the Drakkar also developed by MAN, the evaluation teat-
ing of which was likewise completed in 1977 (MAN).
--The servo actuators for the vernier engines developed by SABCA and whose
evaluation teating is in the procesa of being completed (SABCA).
~
~ 2~ _
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X,f
f'
Figure 4. 5ervo actuator uaed ae equipment on Viking engines V and IV of
the Drakkar end L 33 propuleion ~yeCeme
MaCerials developed by SEP
--The Viking V gnd IV enginea whoae altitude eimulation eveluation teating
will take place at Vernon for the Viking V and at DFVI.R for the Viking IV.
--The hot gas presaurization system of the Drakkar~ the evaluation teating -
of ~?hich was completed in 1977.
:.g-`;.~'`.k~
Yi
7.~
' ~
t
i~r~j~ .
, i.~ ,
;k
_
h~
~a
F
Figure 5. Preasurization system of the Drakkar
_ propulsion system using hot gases
25
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~-~The L~3 preaeuxixxti,r,n ~yatem u~i,ng adld gage~, th~ evglu~tion te~eing
df whiah from ehe comronen~ at~ndpoint wge CompleCed in 1~77 but ahd~e
evaluatinn from the eygt~m atendpoi,t?C will noe be done unCil che evglu~tion
t~~ting at ehe propul~ion gy?gt~m level.
--The contro: anit, the ~valu~tidn tegting of which w~s completed in 1977.
--Th~ filling ~y~t~m componenta~ including gll the valveg, umbilicgl Cnrd~
of th~ L 33, gnd bgge cdnnecCions of the brgkkgr; for cert~in nne~~ the
evalugtinn tpgte ~re ~ompleted and for otaer~ they are in rh~ prn~~gg df
being compleCed.
- --The control unite for the POGO carr~cCidn ~y~temg currently in the proce~g
of development.
t?
.~4
4~~
~
~
~
Figure 6. Control unit uaed with the Drakkar and L 33
propulsion ayatems
~ F fA
~ ~ 'a - ~ ~ ..4..ai~
f . . , i - .:.T
~ ~ 4 ~,~~:e~_ -
y '
_ . ~rt t . . 4~:
i ~ -
~ . ~f t
~ .1
;
, 1
t S
_ : ;
` -
~
Figure 7. Control unita of POGO correction syatems used
in the Drakkar and L 33 propuleion systems
26
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rr~he roli ~ontrdl ey~tem of the L 33, who~~ ~~vironm~t~t~l evalun~ian rage-
ing ie complet~d; the funcCinngl evalu~tion ig being made gt ehe propul~ion
ey~Cem l~vel~
--'The mgjority of rhe pre~~ure~ e~mperaCur~, and turbine speed seneora. .
THE DSVELOPMENT 0~ Tt~~ Pitd~'t1L3~ON SY~T~MS
An imp~rtant eteg~ in the Arign~ d~v~lopment th~ grdund te~ting ~f th~
propulgion ~y~tems.
~or the Dr~kkar and the L 33, ~g well es for the t~ g, thi~ ~egg~ hg~ been
divided into two parte.
--'The G test~ con~i~ting of tegting of th~ propul~ion bay~ ~upplled with
fuel by teet bench h~~vy tank~.
--The M teAte coneieting of testing of the completp propul~ion ey~tem
equipped with ite flight tanke.
TSSTING OF THE DRAKKA~t
In addition to the propulsion performance, theae teete ghould make it
poaeible to demonetrate the ability of the propulsion eyetem to:
a) Operate on propellante for 1 month.
b) Start up again 1 week after an aborted firing on the pad lagting
S eeconde.
c) Ensure the nominal propuleion duration of 145 aeconda.
G Teats
They vere carried out on the PF 20 test atand at Vernon ueing four propul-
sion bays deeignated G1 to G4.
The maximum duration permitted by the test stand tanks is 87 aeconda.
Tablee I and II ehow that the epecifications given above for pointe a and
b have been amply demonetrated.
In fact, except for G1 the other three propulaion bays each made it pos-
sible to conduct three teata~ whereae the f~rst of theae teata attained
53.4 aeconda in coatrast to the S seconds apecified. `
Md in the caee of C 4~ the third teat was ~conducted 1 mon[h after the -
etart of operation cn propellants and 28 days after the firet firing and
after a combined total of 140 aeconds of functioning.
27
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~
I~dIt OI~IC?AI. US~ OtdlrY
I
~ S.
~
1~igure 8. V~Qae of the presgurizetion circuit uetng cdld gageg of the
L 33 propuleion ey~tem. Thig circuit i~ part of the pre~suri-
zation ayetem which includeg the etorage circuit and the high-
preesur~ manifold.
TESTS GL 140
Yest Dote Duratton
G.1 17 November 1976 5~.4
G.2.1 26 ,lanuary 1917 41.9
G.2.2 4 February 19~7 11.4
- G.2.3 11 Fabruary 1977 11.0
. . ay .
G.3.2 12 May 1917 85�5
G.3�3 1 June 1977 10.6
G.4.1 1 Septembe~ 1977 53.4
G.4.2 22 Septdmber 1977 87.0
G.4.3 29 Saptember 197'7 ~
0
407.4 :
TESTS G 140 Tims of Op~ratton on Propeltants (in Days)
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ron or~~cinL vs~ orn,~r
TgST3 140 T~me nf Op~r~ei.dn on pxopellgnt~ (in bayg)
G~ 1 16 21 18
_ G2.~ G2 ~ ~2a
"3., G3 s ~ G3.~
_ - ~ _ .
- - ~ ~ -
,
G4:, .i ~ -
In the couree of *.hee~ tegte C1 end G21 were interrupCed bec~uge fire broke
out on fuel lealce; G3.1 and G4.1 were halted due to a defect in the auto-
matic fire control eyetem.
1'he other teets have duratione corresponding to the ob~ectives. On the
wholp the funetional resulte wpre deemed eatiefactory, making it poeaible
to go on to the M teate.
M Te~te
The development ~chedule currenCly calls for four propulsion eyateme deaig-
nated M1 to M4 to be tested at PF 20 at Vernon after modification of the
ground inetellation.
To date three syatems have been teated:
M1 on 12-13-77 atopped at 110 seconda.
M2 on 3-9-78 etnpped at 122 aeconde.
M3.1 on 6-21-78 atopped at 103 seconda.
M3.2 on 7-5-78 of a duration limited to 4 seconds.
In the firet three cases~ the halt wae the reault of substantial damage
to the graphite throats of the engine combuation chambers.
This eubetantial damage cauaing firing to cease had never been obaerved:
--At the time of the C firing the duration of ahich (87 seconds) was
shorter than that leading to the abnormality.
--Or at the time of the engine teats conducted at the PF 2 test stand at
Vernon, Whereae in this case duratione of 18Q eeconde had been obtained.
29
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' r % .
' /
t
' 4 /
/ ~
/ ;
~ ~
I
. ~
Figure 9. View of a propuleion bay being placed on the PF 20 test atand
Note the fuel aupply orificee (central menifold) of the U tank on the
heavy tanke. On the propuleion bay between the enginea can be aeen the
framework of the heat ehield which iaeulatea the equipment from the ef-
fects of the heat of the combustion gaeea and certain fixed parts of this
shield including the varioua baee connectiona linking the propulsion eys-
tem to the ground installations for fluida and fuel.
It is therefore a problem aseociated with the duration and the apecific
configuration of the Drakkar.
Modifications in the nature of the throat material were immediately begun
and are being made at SEP:
--e Sephen 301 phenol resin solution;
--a Sepcarb 500--4D carbon aolution.
30
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The m~chanical chgraceerietics of Chege mater3.ale which are clearly euperior
Co thoee with graphiCe ehould make it possible Co withatand the speci�ic ~
streeees of the Drakker.
The first tesC of Chia new configuration from the engine atandpoint has ~uat
been succesefully carried our; other teats will be conducted in December
1978 from the propulsion system etandpoinC on Che Sephen 301 vereion.
It ie on thie veraion thaC two overall p~opuleion evaluation Ceate Q1 and ~
Q2 (in addition to the evaluaCion testa from the engine standpoint) will be
conducted in order to validate the configuration decided upon for the first
f light firing I.Ol.
The carbon-carbon veraion is being Cried with a slighC staggering in Cime,
in order to be evaluated for the following flighCa.
IncidentaYly during these teats all procedurea for the actuati~n and opera- -
tion of the preseurization ayatem, activation of Che POGO correction ays-
teme~ etc, were euccesefully teated.
TESTING OF THE L 33
The Drakkar reignition specification ia eliminated.
G Teete
They were conducted on the P4.1 teat stand of the DFVLR at Hardthaueen
under the responsibility of SEP.
= Whereas for the Drakkar it was possible to have flight type structurea
(engine mounting-watex tank) commencing with bay G2, for the L 33 the mate-
rials were integrated caith test etand atructures as far as G4. Only GM1
was in a flight type configuration.
On the contrary the teat atand heavy tanks permit operation at the nominsl
duration of 139 seconds.
Table III ahowa the progresa of the teata; it is aeen that commencing w~th
the first example, G1, the nominal duration was reached, with each system
undergoing at least one teat of nominal duration, with G4 permitting two
of them to be conducted as a reault of the change in material. ~
The ahort duration tests (6 to 38 seconds) correspond to special test ob-
~ectives such as the propellant depletion tests, for example.
During theae testa damage to the graphite throata appeared but never halted -
the firing.
Incidentally all the other f+~nctione tested gave positive results (actua-
tion, activation of engines, pressurization, activation of POGO correction
systeme, roll control system), making it possible to go on to the M tests.
31
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TESTS G L 33
Test Date DuraCion (s) _
G1-b 19 October 1976 7
G1-a 21 Oceober 1976 134.6
G2-b 12 November 1976 6.1
G2-a 18 November 1976 133.3
G3-b 22 30
G3-a 24 134.5
~ G3-c Zg ~rch 1977 37.5
~ G3-d 5 34
G4-a 3 138.5
_ G4-b 6 May 1977 136.1
G4-c 12 6.1
GM1-b 6 October 1977 11~.1
GM1-c 12 22.8
(~Il-d 14 10. 7
979.6
M Teats
Three development propul~ion syatems are scheduled in the development plan
to be tested at the DFVLR under SEP responsibility, M1 to M3. _
~ . ~ . ,
` ~ L~I.
e V~ t' r.1~ � 'py l~
- ~fy _'.j ~ ~~~h~ i il
f
. ~Y~ (.'Y i .
' ~ ~,j _
� '
~ iy,~
S 3
, . ~
tf
~ "r~ '
y
~
.
_
,r
.t ,
~igure 1~. yiew of th~ M1 Drakkar propulsion syatem at the test firing.
32 -
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~ M1.1 was Cested on 1-26-78. ~iring was abortrd with no luunch due t~~ ci -
mcch~7nic~~1 fnilure of an engine control unit. t~ modificnrion wu~ c~rderr.d
~md tested during ~n ~pgir~e test ~t Vernon in June 1978.
After the control unit was chttnged, M1.2 was fired on 1-31-78. Test of
nominal duration 138 seconds~ -
M2.1 test on 3-31-78 at the nominal duration of 138 seconds, followed by
ri second firing with Che same propulsion sysCem.
M2.2 of short duration, 17 seconds, f~.~r a special purpose.
The third propulsion system M3 will be tested in the second half of August.
I In the firse two systems tested there was no damage to the nozzle Chroats
' oE the engines, and this result confirms those obtained in the G tesCs.
~
,
~
,
^
,5
~ -
~~',w,~ i;r~
3;
~ ~
Figure 11. View of testing of Drakkar propulsion system at PF 20
Tt~erefore it was decided to continue development for the L 33 with poly-
crystalline graphite nozzle throats.
These development tests will be followed by three propulsion system evalua-
tion tests Q1, Q2, Q3; the first tests are to take place in October 1978.
During tests M1 and M2 all functions were successfully tested.
'3
J
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I
a,
~
~r'' _
~,j�
y;v ~ ' ~
Figure 12. View of propuleion bay GM1 of propulsion system L 33. -
Note the upper part of the engine, the waCer core,
and the f light type engine mounting.
ASSEMBLY AND CONTROL ~
At Vernon the aeaembly ahops are able to install the following components:
--engines;
--hot gas preaeurization systeme;
--cold gas pressurization systems;
--valves and componenta of the filling and draining systema;
--control groupe;
--POGO control unita.
Theae materials are either sent to ERNO (Bremen) for integration into the
propulsion system with the technical assistance of the SEP, for the L 33,
- or integrated at the Drakkar propulsion bay level in a shop specially
fitted out for that purpose and including, in addition to the specific
installations of the H8, three integration docka and one dock for disas-
aembly after firing.
All of theae materials (componenta or propulsion bays) are undergoing the
set of controls and accep~ance teste prior to delivery to ERNO or SNIAS
for purposes of integration at the propulaion syatem level.
Teams of inechanica are assigned to work on the materials being tested.
They are working in cooperation with the ERNO teams for the L 33 propulsion
systems.
34
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~
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TECHNICAL ASSISTANCE TO THE GUYANESE SPACE CENTER
- Peraonnel who parCicipated in the development of the propuleion aysteme
will b e membera of the teams p:gparing the launch vehicles in Guyana:
--from Che control~ and ad~uatments atandpoinC after erection;
--from the aCandpoint of preparaCion �or firing and precheckout operations
which wi11 have been previously tested and evaluaC~:d at the time of the
teata in Europe;
--from the sCandpoint of exploitation of the flight tests.
CONCLUSION
,Anyone reading thie article has seen that, in spiCe of a ma~or technical
problem with the Drakkar nozzle throats, the development of the Drakkar _
- propulaion systema ia satisfactory; the general concept of these systems
was not inpugned, and the functional integration has given good results.
Since the throats problem has been clearly identified and technological
solutiona are available, Che correction ehould be made without great
difficultiea.
To be aure, improvements still have to be made in certb~.n components Co
eneure greater reliability.
But the experience gained since 1973 should make it possible to enter this
- final phase of the evaluation of the propulsion syatems and, finally,
flight, with confidence.
Part Two: Cryogenic Propulsion System H 8
- [Article by D. Thevenot]
- BACKGROUND
Mr J. P. Livi's article in isaue 49 devoted to Ariane (1974-6) gave the
background of cryogenic etudies in France prior to the ~1 July 1973 deci-
eion to go ahead with the Ariane program. Let us recall oriefly the main
landmarka:
--1962: etudies to define an engine with 4 to 6 tone of thrust for the
2nd s tage of the Diamant (HM 4);
_ --1965: modification of the project to include a 3rd stage (pro~ect
Diogene);
--1968: 360 aeconds of continuous operation with 4,000 daN of thrust;
3,i
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rox orniczAL usL orn,Y
_ --i969: studiea Co def ine an engine w�lth 7,000 daN of thrust (HM 7) for the
Europa III N pro~ect;
- --1970: phase of de�ining the engine with 2U,000 daN of thrusC (H 20) for
Che Europa III B pro~ect;
--1972: halting of Europa III B and resumpCion o� HM 7 studies;
--1973: decision to begin the Ariane program leading to the first ~light
test on 15 July 1919 and flight evnluaCion after the fourth flight 3n laCe
1980. _
Since thaC date numeroua important milestones have been passed:
--].1-7-75: 1sC test of the compleCe engine in ground condition (Villaroche
horizontal test atand).
--9-22-76: Lst test of the compleCe engine in ground condition (vertical
test stand PF 41 at Vernon).
--6-9-77: lst altitude simulation test of the complete engine (verti~^al
test atand PF 41 at Vernon).
--4-13-77: lst cold test of the propulsion bay (test stand PF 42 at
Vernon).
--11-24-77: lst firing test of the propulsion bay.
--10-14-77: lst cold test of the propulsion s}~stem (test bench PF 43
at Vernon).
--1-10-78: lst firing test of the propulsion system.
The coming months will see the end of the pe+rfection of the propulsion
system and ite evaluation in 1979.
_ DESCRIPTION
The propulsion system of the third stage of the Ariane launch vehicle
carries 8 tons of liquid hydrogen and liquid oxygen in a tank with common
intermediate bottom (developed by Air Liquide), supplying an HM 7 engine _
with 6,000 daN of thrust. The fuel is routed to the engine through valves
and linea with blowers and joints making it possible to lock the engine
for yaw and pitch control.
The engine thrust is transmitted to the cylindrical collar of the tank by
- a conical engine mounting supporting all the propulsion bay components.
It also has a cylindrical part whose bottom is integral with interstage
2/3 and the second stage after pyratechnic cutoff at the time of separa-
tion.
36
FpR OFFICIAL U$E 0~1LY
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-
~OR OFF~CIAL US~ ONLY
I~ ~
I 1\I1 `
~ 11~~ I . ~
. _ ' ' I
~
1 il ~M~ ~
iy~' 1
~~III ,i1
a:~r,~ i i,~,
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f ~
~ w. I ni~i~ ~ ~ ~ r ~
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~~f~
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I~i yr ~ VI1 M~ ~ ~n~~h .
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, I, I~ � ~ 1 ~ y M � ~ ~ ~I ~
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; M ~ ^ . ' ; ~
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. ~ ,r~
- Figure 1. Synoptic diagram
[Key on following pagej
~ 37
FOR OFFICIAL USE ONLX
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FOIt OFFICIAL U5~ ONLY
Key:
1. Combu~tinn ch~mber 53. LOX preg~urizaeion hettter
2. Chamber igniter (NR) 54. CAR conCrol sysCem
' 3. Reducer 55. Helium sphere plug
4. Pump LH2 56. LOX regulatinR pilot relief
5. Pump LOX valve
6. Turbine 57. pilot diaphragm
7. Turbin~ exhau~r Sa. LOX gc~venging vglvp
8. GeneraCor 59. Ch~mber acavenging CAIt
g. SCarter 60. Chamber scgvenging diaphragm
1d. Lubrication exit valve 64. LqX engine B~V
- 11. Chamber LOY valve 65. LH2 engine B~V
12. LOX flow regulator 66. LOX bay B~V
13. LOX caviCary venturi 67. LH2 bay BEV
14. Generaeor LOX valve 70. Roll attitude control aystem
15. LOX purge vnlve 72. LH2 pressurizntion CAR
17. Chamber LH2 valve 73. LOX pressurizntion CAR
18. LH2 ceviCary venturt 74. Conditioning valve
19. Generator LH2 valve 82. LOX blower
20. LH2 purge valve 83. LOX ~oint -
21. Lubrication heater 84. LH2 blower
24. Lubrication diaphragm 85. LH2 ~oint
25. Lubricator (TPB) 86. LH2 supply line blower
26. Lubrication valve 87. LOX filling ~oint
27. LOX antivortex filter 88. LOX filling blower
28. LOX draw valve 89. LOX pressuriZnCion flexible
29. LH2 antivortex filter connection
30. LH2 draw valve 91. LOX pressuriaation-degasifica-
31. LOX refill valve tion blower
32. LH2 refill valve 92. I.OX pressurizaCi~n-degasifica-
- 33. G02 pressurization- tion 3oint
degasification valve 94. Helium drain valve
34. G02 excess pressure valve 100. Chambcr LOX diaphragm
35. LOX degasification nozzles 101. Chamber LH2 diaphragm
36. GH2 pressurization- 102. Calibrated eacape aperture
degasification valve 105. LH2 pressurization scavenging
37. GH2 excesa presaure valve
38. GH2 degasification 107. Blor_ked LH2 ad~ustable
39. LOX pressurization relief diaphragm
valve 108. LH2 mixing diaphragm
40. LOX presaurization valve 110. LH2 in~ection unit
42. LH2 prepressurization valve 111. LOX injection unit
43. LH2 prepressurization rear 113. LH2 A.L. equalizer
valve 117. LH2 eupply line joint
46. LH2 pressurization relief 118. LH2 A.L. ~oint
valve 119. GH2 A.L. ~joints and blowcrs
48. HP helium sphere 120. CH2 diffuser
49. Valve for filling 48 122. LH2 pressurization blower
S0. HP helium relief valve 123. LH2 pressurization ~oint
[Key continued on following pageJ
38
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rOlt 0~'~ICIAL US~ ONLX
126. GH2 coo~ing uniC ~L~XIBL~ CONN~CTIONS
127. 5CAR ~ n~.n~
128. SCAR blower A 0~ purge
129. SCAR ~oin~ B ConCrol syseem
130. SCAR blower b LOX pregeurizgCion -
131~ LH2 A.L. blow~r C Cottdir3oning
_ 132. LH2 A~L~ ~oinC F Helium source
13~~ Turbine exhause ~oint N LH2 presgurization
146~ Forward comparCment opening I LH2 purge
147~ Commnn bottom vacuum valve
148~ Connector for 147 pLATE5 AND VALV~S
150~ ~'orward conditioning diaphragm
151. Forward condiCioning diaphragm K 02
153. LH2 pressure measuring valve L H2
156. LOX degasification flexible
connection MISCELLANEOUS
157. LH2 degasification flexible
connection N JeCtisnnable connecCor -
158~ F~rward compartment GHSM Hydraulic unit, aervo
159. Chamber acavenging CAR enginea
160. Common bottom TMT Technological Celemetering -
161. LH2 purge diaphragm TMO Operational telemetering
164. GH2 conditioning diaphragm TNN Engine telemetering
166. Emergency conditioning CAR, COND Conditioning
foxward compartment CAtt Non-return valve
167. Calibration BEV ~.lectrovalve box
243. LM2 prepressurization CAR TBP Tributyl phosphate
249. Emergency helium connector, BAT Battery
rear compartment NR Not shown
250. Emergency inflation CAR
251. Emergency conditioning CAR,
rear compartment
25~. Emergency conditioning diaphragm,
rear compartment
_ 253. Control system heater
259. Generator scavenging CAR
260. (illegible) of 259
261. Conditioning valve~ forward
and rear compartments
263. Emergency helium connector,
forward
352. Control system inflation valve
353. LOX pressure measuring valve
359. Generator scavenging CAR
360. Generator scavenging electrovalve
363. Lubrication fitting
r
39
FOR OFFOCIAL USE ONLY
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NOtt t~~NICIAL US~ ONLY
7'h~ dxyg~n t,~nk ie pressurized by helium ~tdred ne very inw t~mp~rgCure
(lOd K) ~nd high preseure (200 bgr~) ge th~ time nf liftnff; gn initigl
relief valve lowere the preegure eo 2~ bgr~, nnd gft~r h~~eing to 140 K
~ a second reliaf vglv~ ad~u~t~ the pre~~ure in the tank to 2.11 b~rs; g
velve cauees deggeificeCinn to tgk~ place if the pre,~sur~ is great~r than
- 2.29 bars.
`~h~ p~regeuri.zation of the hydrogen tank is done by g~~~ous hydrogen Cgk~n
gs it leaves the regeneration circuit of the engine cambuetinn chgmber
(38.5 b~r~ gnd 100 K); a r~1i~f valve ~d~uate the pregeure to 2.91 bgrg,
_ while a v~lve effeCCs degasificaCion if the pre~~ur~ i~ higher than 3.05
bgre~
7'he helium eerving to preasurize the oxygen tank~ etored in a titanium
TA SE ELI ephere 660 mm in diameter gleo he~ varioue oCher functione:
At ite intermediate expaneion level of 23 bars:
_ --It permits acavenging of Che in~ectore during the ignition and ehut-down
- phases;
--It providea energy to the control ayaCem for operating and pneumatic
valvea after distribution by the electrovalvea which receive ordere from
the vehicle computer;
--It regulatea pressure in the hydrogen tank during the flight of the firat
tsao sCages;
--And after expansion again to 15 bars, it provides a reference pilot prea-
aure for regulation of the engine~ and evacuates the internal leakage of
the turbopump while isolating the oxygen and hydrogen circuits.
The yaw a?Zd pitch control is done by locking the en.bine (connected to the
mounting by a universal joint) due to the action of twu actuators powered
by a hydraulic unit with an electric motor.
The roll control~ as well as the attitude control after burn-out of the
engine, ia effected by gaseous hydrogen e~ection (t~ken from the tank
presaurization line) by means of two groups of tt~ree nozz].ea aupplied by
pneumatic valvea controlled by electrovalvea. '
The hydrogen and oxygen valve panels permit filling and pressuriza~ion;
they are ~ettisoned in negative time prior to liftoff, foi the slowness
of the rotary movement of the arms of the umbilical tower prevents their
overriding between the ignition of the engines of the Drakkar first stage
and liftoff.
The purge connectors are lighter links making it poasible to salvage the
degasification; they are ~ettisoned in positive time after liftoff; in
40
FOA OFFICIAL USE QNLY
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I~OR OPFICIAL U3~ ONLY
- cg~e of ~bdrCed �iring gf~er ~~tti~nning of the valve p~ne].~, th~y p~rmiC
dr~inege of the t~nks ueing the purge cir~uie~.
~'it?~11y let u~ mention the condieioning circuit which mekes it pd~gible eo
fill with helium on th~ ground gll ~pgce~ in which wgt~r, air, or nitrdgen
would b~ undeeirable due to mechanical (icing) or electricel (saf~ty) con-
eideratione.
D~V~LOpt~N'r 0~ SUBSYSTEM5
Ag SEP subcontreceorg, v~rioug ~urope~n m~nufgcturere gr~ develnping vgri- _
1 ou~ subayatem~:
--Meaegrschmidt-Bolkow-Blohm (FRG) ie reapongible for the combu~stion chamber
of the HI~i 7 engine and itg diffus~r nozzle. The ev~lugtion teete were m~d~
in May 1977; they demonaxratad a epecific impulee of 444 s, a key elemenC in
Che performance of the H$ propulaion sysCem. On the contrary the service
life ie limited to 1,200 s on the average--g eufficienC vglue for in-flight
firing~ but below the apecification that had been eatablished for ground
tests.
--MBB ie also developing the fuel aupply valves. A new light alloy vexeinn
hae made poseible a gai~ in weight over the initial stainless ateel veraion.
Al1 apecimene intended for the four technological flights are available _
today.
Figure 2. Fuel aupply (or draw) valve for LH2 or LOX (MBB)
- --British Aeroapace Dynamics Group (G.B.) (formerly HSD, which became BADG)
: is reaponaible for the preseure control components. The helium high pres-
sure relief valves, for pressurization nf the tanks (LOX and LH2) and pilot
41
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I~OR O~PI,CIAI. US~ ONLX
pre~eur~ for the engirie, g~ we11 ag ehe twd vgiv~~ o~ eh~ egnkg, were d~-
_ eigned fram m~teri~],~ r~~ulCing frdm previnu~ prngrgm~ ge HSn. Th~ fir~t
ee~te, gnd p~rticui~rly ehe pr~ggurixation circutt teeeg conducted ~t
Vernon, ehowed that an improvemant in th~ performgnc~ of tho~e componenC~
wg~ n~c~~ggry. A euppl~m~nCgry d~avelopm~rie pragram ~aag e~t up in 1977.
To d~te th~ ~r~~ult~ ~e~m ggt3~fa~ctory from th~ componpnC~ ~t~ndpoint; it
r~m~in~ eo b~ prdv~n ehae th~ over~ll behavior, a~sociating the components,
th~ lines~ gnd the t~nk~ (with ggg~oue volwne chgnging during oper~tinn)
i~ eatief~ctory~ even dur3ng'ignttion ~nd burnnuti conditiong. Th~ ev~lua-
tidn of these materi~l~ gft~r modificgtidn wi11 not be undertgken until
late 1978.
�~i
V'
3
! ~
, ~i
Figure 3. Preaeure control componenta (BADG)
--BADG is aleo responaible for the electrovalve cases. Four caees contain
a total of 17 electrovalves, to which are added the six electrovalvea of
the attitude and roll control syatem (or 23 electrovalves) with each pro-
pulsion system. The tna~or difficulty to be reaolved has been that of the
leak ratio, for the quantity of helium carried on board ie likely to be
critical and its low temperature is hard on the electrovalvea (220 K).
--Fokker (Netherlands) was awarded the engine mounting development contract
by SEP. This aeronautical type atructure which aervea to aupport all lines -
and componenta of the propulaion syatem has required numerous changes in
order to arrive at a detaiZed definition of all interfaces. The evaluation
_ is taking place at the present time.
--SABCA (Belgium) is responaible for the development of the servo motors
hydraulic group asaembly which permits yaw and pitch control. The evalua-
tion is in progreae. Since a large number of characteristics of the aervo
motore enter into the control eystem~ the SEP has been forced to specify
42
FOR OFFICIAL USE ONLY
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,
I~OIt dI~FICIAL U5~ ONLY
, ~~1 ~
.
h.
.k
' `J
~
H'
r, { �
`R" ' ~`It
+ ~ .s~`
~ .t'~ _
~ . ~ . ,;-t '.~f.'-'~; ii:~: i
_ .w;, : ,:r~_.
~igure 4. Electrnvalve caee (BADG)
their makeup in detail. Incidentally the S~P has participated in the
ahield teste conducted on the "pilot model" ["maquette de pilotage"] by
the 5NIAS et Les Mureaux ueing a real engine mounting, a real servo moCors
hydraulic group~ and a mockup engine representing Weight and inertia.
-~Finally, Avica (G.B.) hae developed the flexible linka gnd connections
nc~ttered through the varioua lines of the propulaion syatem.
--SEP, for ita part, iteelf developed the reat of the componenta or sub-
asaembliea; let ua mention in particular:
--The attitude and roll control syatem~ which was teated with gaeeous
hydrogen at the Villaroche annex of SEP; the evaluation ia being completed
at the preeent time.
--The valve panels, also teeted at Villaroche, the final test phase of
which aleo uees the recovery syetem developed by Latecoere.
--The purge connectore. also tested at Villaroche; the belated decision
to develop them ie the reason why the adjuatment teats are not beginning
until now.
--The helium atorage ephere~ holding 151 liters at 200 bars and 100 K.
Made of TA SE ELI titanium by the Bordeaux establiahment of SEP. The
evaluation wxa made on four apecimena which underWent fatigue, mechanical
and climatic environment~ and breaking tests; the safety factor ia 2.10.
~+3
FOR OFFICIAL USE ONLX
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~OEt OPFICIAL US~ ONLY
~ , : ~z~.
r r 11
~~+s a~'i~ ,.r ~ w~.
.c. ~ {x ~ i ' " 'i~, .
~f' r fa ~:y~ ,~tf ~ x . r`~~ ~ a~ 7
s i ~ ~ s~� ~ .
4
't~` j. t
Ejt'Y~ 4 ~g
ti14 E9Y,7 .S~y~.,:
~ w..4 .r .'~_t�~i
;l _~~f~t:'e~.
t r ka .
`y}~ in f~y~-'it Y ~ ' ~ ~ ~ ~a~p. +
45�~ ~ ~ ."i_ f,1~ ~
.'L*~n~'~.i3. a~qx Y' ~ 'T..i'
.1. tj(tt . y~/ i ~(~`f.:`.
c 1, ~ 1.~r " �4 ~ ~ ~ ~ ~ ' ~
~ ~ .~.F
~ ! t S j'~s~~ ~ ~
4+R: v ; i, ~
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,
P. e f," i.'s~ ~ ~
a. . .~r~ ~ ,vt..t
t R~~A ~
O~ .il~ �Tf�~.
. 4!. ~ 4 - i i . r . s-: ~ '
i'tt* ~ ~~~~r~ ~ +~y4= ~t'.
~r~.~ ~i,;a ~ ~ },,tY,4 ~'~,i
; " ~ ~ 'l'
.y ! ~ ~ : . ' ~ R~.C~
? �~r-1 / " ~
s` ? t ~?I ~i { . i, ..4
~ � i" � ,
~ j~ i
b ~
~ a a,~;~
. .S:'~ ,;~R ~.y~;,d~i
SK~.. jt~�S~at'} _
. _~~I 1v x l ~ ~1~
_ id'r
. ~
,t ~
�i`~' ~
. . t 11~ ~ ~ .'~ti1
!h i d.d ~
~tk'#~. Y
O~ . �~`~~'~r~$~ `
-
�
'sa ~ . : -
000~0 ~ +
:t ( ~ ~i r :
~r,, '~'s,,~ ~
~ . ~ fs~. ~ ~i t,:,~~'
t� t
f n t` ~
~ MS ti, t;~~...
r - .5' �:I , x ~4,
~ ~ +
~ ~ ~ � t~&e, _
~ ~
, ~~y~~, ~I~�3t w` , j~F ~.?r~:. t;.,
i ~~'Gr j ~`q1 9~ t3~~'~T~a,~q 4 . ~ ~
iixr~. v4 ...e.. . , . ~.,t~ ~li:. . ,I4,~'~ � , � ~ '
Figure 5. Thruster of the attitude and rol: control syatem
44
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NOIt OFPICIAL US~ ONLX
i
'w
~ ~ .
~ f
:
~
Figure 6. Hydrogen valve panel
~r_ ' ~ ` ~ `
,~.i
,
_ ,
-
~..J;.r',~ t
~
1!
1~~ ~
.l.
8
,k
~ i
~ ' .
; r' .
~ .aii
- ! ~
.4
3.
H . -
t
y"i
~r'i
Figure 7. Teat atand for dropping valve panels
uaing Latecoere recovery syetem
~5
FOB OFFICIAL USE ONi.Y
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FOR OFFICIAL USE ONLY
- 1 ~ I ~
, f f'
. ~
~`'t~ ry ~
~ .
t
~ ` I
r~
, t
Figure 8. Hydrogen purge connector drop test
Figure 9. Generator injection units with purge
and in~ecCion valves and regulator
46
FOIt OFFICIAL USE ONLY
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FOR OFFICrAL USE ONLX
~;j1
t
M i~~'f t ~ 1
~ � ~ ~vA:~~.. f ) r -
~ . t.,,.. q4r.t . . : ~G.~ ,
Figure 10. Co~nbuation chamber in~ection valve -
,i~~
y. . `
a St;~;~
;
Figure 11. Three-way valve for pressurization of the
tanks and scavenging of the LOX in~ectors
47
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FOR OFFxCIAL USE ONLX
--The vari,ous engine accesaories (three-way valvea, chamber in~ection -
valves, generaCor in~ect~~n unit, lubrication valve...) for which adapta-
tiona ot exiating tesC atanda have been made at Vil].aroche and at Vernon.
The delicat~ technology and the harsh conditiona under which these materials
are used are the ~,~=eason why they cannot be co~nsidered perfecCed today.
--The turbopump whose evaluation is completed, after ahort-duraCion testa
at Vi].laroche and long-duration tests at Vernon.
--The HM 7 engine. The first test of Che engine, integrated o*. *he basis
of protoCype subasaemblies, was conducted on the Villaroche y~orizontal
teat sCand in May 1975; the tenth teaC conducted an the Vernon PF 41
vertical teat stand made it posaible to attain the nominal duration of
570 seconds in November 1976. To date 111 tests under ground conditions
(without asaociated diffuser nozzle) have totalled 9,450 seconds of opera- ~
tion.
_
~
f
~
~
~ -
r: `
U
~
~
e
_
Figure 12. HI~i 7 evaluation engine
48
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.
F08 OFFI,CIAL USE ONLX
To test the ignition of the engine in a vacuum, ~ta compleCe mechanical _
behavior~ and ite perfoz~mance, the SEP develnped on test atand PF 41 an
altitude aimulation test comparCment permitCing long-duration teats;
a vapor extractor provides the low presaure level required at the outlet
from the diffuser nozzle during atarting; thia negative presaure ie then
maintained solely by ~he suction effect of Che engine ~et.
, , I
~
;
\I `J .
i ~
, 1 . ~ pF 41;
: ~ ;
_ ~ylo . : r : A` , r
~'e~ ~
~ �
, I tl ~ ~ ~ -
:'1
I
Figure 13. PF 41 test stand for tes[ing the engine under
ground and aimulated altitude conditions
T~aenty-five tests totalling 1,300 seconds of operation have demonatrated
the engine's capacity for attaining the specified duration; the performance
measured at 6C kdaN of thrust involves 441 seconds of specific impulse.
The altitude simulation teats began in May 1977 and the evaluation is to
begin during the summer of 1978.
THE PROPULSION BAY TESTS
For precautionary reasons it wae decided to conduct propulsion bay tests
prior to the propulaion syetem tests; it is, in fact, a question of propul-
aion syetem tests in which the light flight type tanks with common inter-
mediate bottom are replaced by independent, thick tanks, and greater vari-
~ ations in preseure are thus permitted. The PF 42 test stand was designed
at Vernon for that purpose, and the first test took place in April 1977.
Numerous difficulties were encountered in putting the test stand in opera-
tion and perfecting the procedures, and tn~re were failures of certain
prototype materials. The defects were gradual~v corrected, and the firsC
firing test took place on 24 November 1977. In all, 16 tests were con-
ducted up until 23 February 1978, including three f iring r_ests. The
- nominal duration was attained and the test on the total exhaustion of the
oxygen was completed. ~
~+9
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Valuable leaeona were learned from this te~t aeries, and the results have -
not yet been completely exploited. Experimente were run with numeroua
cases of functioning and failure~ and Che procedures have been worked out.
A second propulsion bay is now at the atand, and the new teaCs will uae
materiale cloaer to the flight veraion as we11 se the control components;
the activation of the engine can then take place. -
-
y*
~�~a~~,,. ~~sa
_ , ~
~
,
~ ~
- I ~
_
t
?r a
~
r ;,;f,~ i
~5.~ .
Figure 14. Test stand PF 42 for propulsion bay tests
THE PROPULSION SYSTEM TESTS
The PF 43 teat stand was created by SEP for the complete propulsion system
tests. It is connected to the same central command post as test stands
, PF 41 and PF 42, and so it constitutes a multipurpose assembly. In particu-
lar it makes it possible to simulate altitude conditions at the outlets
from the nozzlea of the attitude and roll control system, which operate oci
depressurization of the tank during the ballistic phase preceding the in-
~ection of the payload into orbit.
50
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~
r.~~ ~
"~'rl'~` f /
~
- ~l_ ~ -
.
,F
Figure 15. Test 81.13 on test stand PF 42
51
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, ~ ~
,
_
, ~
, ~ ~ , ..r ~ ,
~
~ .
-
,
t.
~ �
=i
~F 47
~
Figure 16. Test stand PF 43 for propulsion syetem tests
The testing of the first propulaion system began in October 1977, and
the firet firing teat took place on 10 January 1978. In all, four cold
tests and two firing teats have taken place~ waking it possible to attain -
the nominal duration. Thue the initial teat of a cryogenic propuleion
system developed in Europe took place 4 1/2 years after the program got
under way.
A second propulaion eystem ie now on the stand; the testing of it will
make it poeaible to continue the development by introducing the new
atandards for materials, the yaw and pitch control, and the attitude and
- roll control, with ballistic phase aimulation.
Then the evaluation teats will take place in 1979 using a third propulsion
system.
52
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rox o~rzcx~ us~ oNLY -
1
Figure 17. Test EP1-3 0:~ test stand PF 43
ASSEMBLING AND CHECKING
To furnish the materials for the tests, SEP has placed at Vernon the re-
sourcea required for the assembly. ~ao propulaion bay assembly stations
ea well as two propulaion syatem integration docks have been installed in
a building (where, incidentally, the Drakkar propulsion bays of the first
stage of Ariane are aesembled) near the warehouse and a clean room where
components and engines are assembled. The electric, pneumatic, and mechan-
ical checking is done prior to delivery to the launch vehicle integration
aite, where SNIAS is completing the H 8 propulsion system to make it into
_ the third Ariane atage.
53
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,