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Contents

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normative references . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T erm s, definitions, and abbreviated terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 3.2 3.3 3.4 4 T erms and definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition of masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Abbreviated terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S ymb ols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 9 11 13 15 15 26 28 29 31 31 32 33 44 45 45 52 53 55 55

Prop ulsion engineering activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pyrotechnic d evices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P roduction a nd manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P roduct assura nce and safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deliverab les . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S olid propulsion for la unchers and spa cecra ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Functional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground support equip ment (GS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E) Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P roduction and manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

59 59 59 60 61 62 62 88 89 93 95 97 97 98 98 99 99 100 220 221 226 227 231

Liqui d propulsion for launchers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Functional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground support equip ment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P roduction and manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In-servic e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Liquid propulsion systems for spa cecra ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9

Genera l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 Functional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configurational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quality factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation and disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S upport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 233 233 243 249 250 251

Elect ric propulsion systems for spa cecraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 8.10 Genera l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Functional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253 254 255 256

Configurational . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257 Physical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Quality factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 Operation and disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271

Annex A (informa tive) S ndards for propella nts, pressura nts, simula nts a nd ta clea ning agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 A.1 A.2 A.3 A.4 A.5 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Propellants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Pressurants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 S imula nts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Cleaning agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

Annex B (informa tive) Full table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277 Annex C (normative) Propulsion performance analysis report (AR-P) DRD . . . . . . . . . . . 289 Annex D (normative) Gauging analysis report (AR-G) DRD . . . . . . . . . . . . . . . . . . . . . . . . . 293

Annex E (norma tive) Addendum: S pecific propulsion aspects for thermal analysis DRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 Annex F (normative) Plume analysis report (AR-PI) DRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305

Annex G (norma tive) Nozzle and discharge flow a nalysis report (AR-N) DRD . . . . . . . . 309 Annex H (normative) Sloshing a nalysis report (AR-S) DRD . . . . . . . . . . . . . . . . . . . . . . . . . . 313 Annex I (norma tive) Propulsion tra nsients analysis report (AR-T DRD . . . . . . . . . . . . . . . 317 r) Annex J (norma tive) Propulsion subsystem or system user manual (UM) DRD . . . . . . . . 321 Annex K (normative) Mathematical modelling for propulsion analysis (MM-PA) DRD . 327

Annex L (normative) Addendum: S pecific propulsion aspects for material and mechanical part allowables (MMPal) DRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Annex M (normative) Addendum: Additional propulsion aspects for mathematical model requirements (MMR) DRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Annex N (normative) Addendum: Additional propulsion aspects for mathematical model description and delivery (MMDD) DRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335

Index (to be completed by Secretariat!!!) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

337

B ibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339

Figures
Figure 1: S tructure of this standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig ure 2: Burning time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig ure 3: NPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P Fig ure 4: R elief flap or floater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5: Definition of propulsion-related masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 16 21 22 27

Figure 6: T stream tube model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 wo Figure 7: S chematic of a dual bell nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Fig ure 8: T urbo p ump axial arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 9: Cam pbell diagram (in rotating frame) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 10: S hematic of pump p erform ance cur ve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 c Fig ure 11: Gearbox configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 Fig ure 12: P ressure regulator p erforma nc e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Fig ure 13: Characteristic c urves for pressure regulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

T ables
T able 1: T erms used for project documents and the corresponding DRD ............ 57 86 90

T able 2: S olid propulsion co mponent failure modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T able 3: T on solid propulsion systems, subsystems and components . . . . . . . . . . . . . . . est

T le 4: Overview of som e ig niter types and relationship with main prop ellants . . . . . . . . 133 ab T able 5: T ribological design failure modes and prevention methods for liquid propulsion for launchers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 T able 6: T urbo pump components and potential problems . . . . . . . . . . . . . . . . . . . . . . . . . 165 T able 7: Comm on wording for valves used on launcher propulsion systems . . . . . . . . . . . 175 T able 8: Launcher propulsion system valve characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . 179 T able 9: Chara cteristics of some actuators used in launcher propulsion systems . . . . . . . T able 10: Liquid propulsion for launchers component failure modes T able 11: T on liquid propulsion for la unchers systems, subsystems and components est 201 222 . . . . . . . . . . . . . . . . 203

T able 12: Component failure m odes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238

ntroduction

This Standard contains n ormative pro vision s for : D D D D solid propulsion for launchers and spa cecraft , liquid propulsion for lau n cher s, liquid propulsion for spacecr a ft , electric propulsion for spacecr aft.

Nor mative provisions that apply to all types of propulsion engi neering are gi ven in Clause 4. A graphical representation of the st r u ct ur e of the docu ment is given in Figure 1

Fig u re 1: S tru ct ure of th i s s ta nd ard

1 Scope

All the provisions on propulsion s are given in th is P art 5 of ECSS --E -- 30 which forms pa rt of the mech anical disci pline, as defined in ECSS - E - 00. - This Stan dard defin es th e regu lator y asp ects th at appl y to th e elem ent s an d processes of liquid propulsion for laun chers and spacecraft, solid propulsion for laun chers and spacecraft and electric propulsion for spacecraft. It specifies th e activities to be performed in the engineering of these propulsion systems and th eir applicabilit y. It defin es th e requirem ent for the engineering aspects such as functional, physical, environ mental, quality factors, operational and verification. General require ments for mechanical engineering are defined in ECSS --E -- 30 - P art 1. O th er forms of propulsion currently under development (e.g. nuclear, nu clearelectric, solar-ther mal and hybrid propulsion) are not presently covered in th is issue of th e Stan dard. When viewed in a specific project context, the require ments defined in this Stan dard should be tailored to match the gen uine require ments of a particula r profile and circu mstances of a project NOT Tailoring is a process by which individual require ments of E specifications, standard s and related docu ments a r e evalu ated and made applicable to a specific project, by selection and in some exceptional cases, modification of existing or addition of new r equirement s. [ECSS - --00--02A, Clause 3] -M

2 Normative references

The following nor mative docu ments contain provisions which, throu gh reference in this text, con stitute provisions of this E C S S Stan dard. For dated references, subsequ ent a men d m ents to, or revisions of any of these publication s do not a pply. However, parties to agreements based on this E CS S Standard are encouraged to in vestigate the possibility of applying the most recent editions of th e nor mative docu ments indicated below. For und ated references the latest edition of th e publication referred to applies. ECSS --P -- 001B ECSS --E -- 30-- 01A - ECSS --Q -- 70-- 01A - ECSS --Q -- 70-- 02A - ECSS Glossary of ter ms Space engineering Fracture control Space product assurance Cleanliness and conta mination control Space product assurance Thermal vacuu m outgassing te st for the screening of space m at erials ECSS --E -- 30 P a rt 6A Space engineering M echanical P a rt 6: P yrotechnics -

3 T erms, definitions, and abbreviated terms

3.1

T erms and definitions


For the purposes of this docu m ent, th e ter m s and ECSS --P -- 001 and th e following apply. definition s given in

3.1.1 barbecue mode mode where a stage or sp a cecraft slowly rotates in space in order to obtain a n even tem peratu re distribution und er solar r adiation 3.1.2 beam divergence semi-angle of a cone, passin g th rou gh th e th ruster exit, containing a certain percentage of th e current of an ion bea m at a certain distan ce of th at th ru st er exit 3.1.3 buffeting fluctuating aerod yn amic loads due to vortex shedding 3.1.4 burning time tb ti me for which the propulsion system deli vers an (effective) t h r u st NOT Figu re 2 illu strates an ar bitrar y t h r u st or pressure histor y E of a rocket propulsion system. An igniter peak may, but need not, be observed. Depending on the application, a time, t0 , is defined at which the propulsion syste m is assu med to deliver an (effective) th ru st, and a ti me, te , at w hich the propulsion system i s assu med not to deliver an (effective) t h r u st any more. The b u rn i ng ti m e is the ti me interval defined as th e difference between the t wo times: tb =te t0 . ti is the time at w hi ch th e co mbusti on starts and tig n th e ignition ti me.

^ pmax

p, F

Ig nite r pea k

tb

t=0

t0 ti tig n

te

m om ent at which the ignition si g na l a rri ve s a t the ignition syste m

F ig u re 2: B u r n in g ti m e
3.1.5 characteristic velocity C* <instantan eous characteristi c velocit y> ratio of th e product of th e th r oat area of a rocket engine and the total pressure (at th e th roat) and the m ass flow r at e NOT 1 E In acc orda nce w ith this defin ition, th e in stan tane ou s c h a r a ct e risti c v el o cit y is: Pc A t m In stantan e ou s and overall characteristic velocities are usu ally referred to as ch a r a ct e rist ic v el o cit y. C *= The usu al un its are m/s.

NOT 2 E NOT 3 E

3.1.6 characteristic velocity C* <overall characteristic velocity> ratio of the time integral of the prod uct of t hro at ar ea and total pressure (at th e th r oat) and the ejected m ass durin g the sa me t ime inter val NOT 1 E In accordance with this definition, the overall ch ar a cteri stic vel ocit y is:
t 2

Pc A t dt C *=
t1 t 2

m dt
t1

In many cases t1 is taken to be the ignition time, t0 , and t2 is taken to be the ti me at burn out (t e ). In t h a t case, t2 - t 1 = t b and th e integral in the den ominat or equals the e j ect ed m a ss. NOT 2 E NOT 3 E In stantan e ou s and overall characteristic velocities are usu ally referred to as ch a r a ct e rist ic v el o cit y. The usu al un its are m/s.

3.1.7 chill-down process of cooling the engine syste m comp on ents before ignition to ensu re t h a t the cryogenic p r op el l ant s enter th e boost pu mps in th eir proper st at e NOT On grou nd, chill-d ow n can be done with dedicated cooling E fluids, or with on-board p r op ella n t s th at are vented . 3.1.8 component smallest individual functional unit con sidered in a su b sy st e m EXAMPLE Tanks, val ves and r egulators. 3.1.9 constraint characteristic, result or d esig n feat ure th at is made compulsory or is prohibited for any reason NOT 1 E NOT 2 E NOT 3 E C on st rai n ts are gen erally restrictions on the choice of solutions in a syst e m . Two kind s of c on st r ain t s are considered, those that concern the solutions, and those that concern the use of the syst e m . F or exa m pl e, con strain ts can come from environ mental and operational conditions, law, stand ard s, m ar ket de man d, in vest ment s and availability of mean s, and organization policy. Adapted from EN 1325 - 1:1997. -

NOT 4 E

3.1.10 contaminant und esired material present in the propulsion system at any time of its life 3.1.11 critical speed speed at which the eigen frequen cy of the rotor (taking into account gyroscopic effects) coincides with an integer multiple of the rotation al speed 3.1.12 cryo-pumping conden sation of air or nitrogen on LH2 or LHe lines or c o m p on en ts, t h er eby sucking in more air or nitrogen and thereby preventing proper chill-d own of LH 2 or LHe lines 3.1.13 de-orbiting controlled return to Earth or burn -up in the atm osphere of a sp a ce cra ft or stage 3.1.14 design <result> set of in for mation that defin es th e characteristics of a product NOT Adapted from EN 13701:2001. E 3.1.15 design <activity> process used to generate the set of infor mation defining the characteristics of a product NOT Adapted from EN 13701:2001. E

3.1.16 dimensioning process by which the dimensions of a syst e m, sub sy st e m or component are deter min ed and verified, such th a t the syst e m, sub sy st e m or component conforms to the syst e m, su b sy st e m or compon ent require ments and can w ith stan d all loads durin g its mission NOT 1 E NOT 2 E The reliability require ments can deter min e the d i m e n si oning . D i m e n si o n ing is only possible after the sizing process for the particu lar syst e m or su b sy st e m has been completed.

3.1.17 discharge coefficient Cd in verse of th e c h a r a ct e ristic v el o cit y NOT 1 E In this definition, the 1 . c oe f fi cie n t is C d = C* In th is S tan d ard, th e un its are s/m. accordance with d is c h a rg e

NOT 2 E

3.1.18 draining emptyin g the fluid contents from a volume 3.1.19 electric thruster propulsion device that uses electrical power to generate or increase t h r u st 3.1.20 engine inlet pressure p r op ell an t sta gn ati on pre ssu re at the engine inlet NOT U suall y, th e range for the en g i n e in l et p ressu r e i s E specified. The inlet pressure may be different for oxidizer and fuel. 3.1.21 erosive burning increase of th e solid burn in g rate of th e p r op el lan t due to high gas velocities parallel to the burning surface 3.1.22 externa l entit y or entities not related to int e r n al or in t e rf a c e NOT See 3.1.32 for internal and 3.1.31 for in t erf a c e. E 3.1.23 flushing passin g a fluid throu gh a volu me with the objective of removing any re main s of other fluids in this volume 3.1.24 flutter aero-elastic in stabilit y 3.1.25 graveyard orbit orbit about 300 km or more above a GEO or GSO into which spent upper stages or satellites are injected to mini mize the creation of debris in GEO or GSO

3.1.26 ground support equipment GSE equipment adapted to support verification testin g and laun ch pre paration activities on the propulsion syst e m 3.1.27 hump effect effect by which the solid p rop ellan t burn ing rate varies w ith th e pen etrati on depth into th e p rop ellan t grain 3.1.28 hypergolic propellants p rop ellants which spontan eou sly ignite upon contact with each other 3.1.29 impulse bit time integral of the force delivered by a th ruster du rin g a defined time inter val NOT I mp ulse b it is expressed in Ns. E 3.1.30 initiator first element in an explosive chain that, upon receipt of the proper mechanical or electrical impulse, produces a deflagrating or detonating a ction NOT 1 E NOT 2 E The deflagrating or detonating action is transmitted to t he following elements in the chain. In it ia t ors can be mech anically actuated, pri mers, or electricall y actuated (EE Ds). percussion

3.1.31 interface direct interaction between two or more syst e m s or su b sy st e m s NOT It is essen tial th at th ere is a direct interaction. E 3.1.32 internal entit y or entities of the syst e m or sub sy st e m itself only 3.1.33 launcher vehicle intended to move a sep ar ate sp a ce cra ft from ground to orbit or between orbits 3.1.34 limit testing deter mining experi mentally the li mit of the maximum expected conditions un der which a syst e m , sub sy st e m , component or materi al still can be used, or where it de m onstrates th at it satisfies a specified mar gin NOT The require men t can come from a specification or from t he E d esig n process. 3.1.35 liquid rocket engine chemical rocket motor using only liquid p r op ell an t s NOT 1 E NOT 2 E This includes catalytic beds. The liq u id r oc k et e ng in e is the main part of a liquid propulsion system.

NOT 3 E

The engine compr ises: D D D D D D D combustion chamber or chambers; n o zzl e or n o zzl es; a p r op el lan t feed system (including injectors; pressure-fed or turbo-pu mp fed); an active or passive coolant system; an ignition system (for non -h yp erg olic p r op ell a n t s); valves; power systems (pre-combustion chamber and gen erator) if they are presen t. gas

3.1.36 maximum expected operating pressure MEOP maxi mu m expected pressure experienced by th e syst e m or com p on ents du rin g th eir no min al lifeti me NOT 1 E NOT 2 E This includes the effects of te m peratu re, vehicle acceleration and relief valve tolerance. See 4.3.5 for requirements on MEOP.

3.1.37 minimum impulse bit smallest impulse delivered by a th ru st er at a given level of reproducibility, as a resu lt of a given command NOT M in i mu m i m p ulse bit is expressed in Ns. E 3.1.38 mission See missi on life (3.1.39 ). 3.1.39 mission life life cycle from the delivery to the disposal NOT 1 E In th is st an d a rd it is also referred to as m issi o n . NOT The mission enco mpasses the complete life of t he E propulsion syste m or su b sy st e m: delivery, (incoming) inspection, tests, storage, transp ort, han dling, integ ration, loading, pre-launch activities, launch, in-orbit life, passiva tion and, if applicable, disposal. 3.1.40 mixture ratio ratio of oxidizer and fuel m ass flow r ates 3.1.41 nozzle device to accelerate fluids from a rocket motor to exh au st velocity 3.1.42 net positive suction pressure NPSP difference between the static pressure and th e vap ou r pressur e at a given te mp eratu re NOT 1 E NOT 2 E In accordance with this definition, NPS P = p p va p(T ). There are 3 types of N P S P s (see Figure 3):

D D

NPS Pavailable which is th e N P S P at a given in stan t. N PS Pc r , or critical NPS P which is the NPS P below which the pu mp pressu re rise decreases dram atical ly due to ca vit at ion . N PS Preq , or required N PS P which is N PS Preq = N PS Pc r + safet y margin.

The safet y margin ensures that dynamic loads on the pu mp, due to asym metric cavitation are avoided or minimized, an d in addition, accounts for un certainties. In accordance with these definitions, N PS Pc r < N PS Pavailable
Asy mmetri c ca vitation region

p p max

N PS Pcr

N PS Preq

N PS P

F ig u re 3: N P S P
3.1.43 plasma ionized gas NOT Plasma contains neutral species, ions and electrons. E 3.1.44 pre-heating time ti m e th at the ther mal protection is exposed to the hot gases in the dead water zone NOT The floater (see Figu re 4) is assu med to be consumed by t he E hot combustion products roughly at the sa m e rate as t he p rop ellan t regresses. B etw een the re maining floater and the ther mal protection, a dead water zone of h ot combustion products exists. Because of the relatively low gas velocity in th is dead water zone, the heat transfer to t he ther mal protection is reduced to conduction and r adiation onl y.

P r op ella n t

Relief flap or floater Ther mal protection

F ig u re 4: R elief flap or flo ater


3.1.45 pressurant fluid used to pressurize a syst e m or su b sy st e m 3.1.46 pressure drop coefficient (valve) coefficient which expresses th e pressure drop over a valve NOT The pressure drop coefficient is usu ally represented by k, E and in accordance with this definition k = p/S . 3.1.47 priming en suri n g th at the syst e m or sub sy st e m conforms to operational conditions 3.1.48 propellant m at erial or m aterials th at con stitute a m ass which, often modified from it s origin al state, is ejected at high speed from a rocket motor to produce t h r u st NOT In cold gas engines the gas is accelerated due to th e E difference between storage and ambient pressu re. In chemical rocket motors, either a combustion reaction between two kind s of p r op ell an t s (fuel and oxidizer), or a decomposition reaction (monopropellant), provides the en ergy to accelerate the ma ss. In electric engines an electromagnetic or an electrostatic field accelerates the mass, which, in some cases, has been heated to high temperatures, or electric heating provides (additional) energy to accelerate the m ass (power aug m en ted thrusters, resistojets). The gas can also be accelerated by a combinations of th e above. 3.1.49 propulsion system syste m to provide thrust auton omou sly NOT 1 E NOT 2 E In th is st an d a rd it is alsdo referred to as th e syst e m . P r op u lsion syst e m comprises all comp o nents used in th e fulfilment of a m issi on , e.g. th ruster s, p r op el lan ts, valves, filters, pyrotechnic devices, pressurization su b sy st e m s ,

tan k s and electrical c o m p on en ts such as power sources for electrical propulsion. 3.1.50 purging removing gas from a volu me containing liquid and gas NOT A second meaning of p u rg i ng is flu s h in g (see 3.1.23); see E also 3.1.79 (ve n t in g ). 3.1.51 pyrogen igniter ignit er for a (solid) rocket motor producing a he at flux and a flux of hot gases, a nd th at build s up pressure un der its own action NOT A p yrog en ig niter resem bl es a solid r oc k et moto r. E 3.1.52 pyrotechnic igniter ignit er for a (solid) rocket motor that primarily produces a h eat flux of hot particles but hardly builds up pressure un der its own action 3.1.53 repeatability ability to repeat an event with the sa me in put comm ands 3.1.54 re-orbiting injection of a sp acecraft or stage into a g ra vey a rd orb i t 3.1.55 simulant fluid replacing an operational fluid for specific test purposes NOT 1 E NOT 2 E Normally, the operational fluid is replaced because it is not, or less, suitable for the specific test purposes. The si m u l an t is selected such t h a t its characteristics closely resemble the characteristics of the operational fluid whose effects are being evalu ated in the syst e m, su b sy ste m or component t est. The si m u lan t is selected such th at it c on for m s to th e compatibility require ments of th e syst e m, sub sy st e m or component.

NOT 3 E

3.1.56 side load later al force on a n ozzl e durin g transient operation at atmospheric conditions due to asym metric flow separation 3.1.57 sizing process by which the overall dimensions of a syst e m or su b sy st e m are deter min ed such th at the syst e m or sub sy st e m conforms to the r equire ments NOT At the end of the si zing process, functional and materi al E characteristics are also establish ed. The si zin g process shall conform to the functional requirem ents.

3.1.58 solid rocket motor chemical rocket motor using only solid p rop ellan t s NOT 1 E NOT 2 E The sol id roc ket m ot or is the m ain part of a solid propulsion system. A solid rocket motor comprises the following: D D D D D a motor case, the internal ther mal protection (in t e r n al insulation) syste m, the p rop ellan t grain, the n o zzle or n o zzl e s, the igniter.

3.1.59 spacecraft vehicle purposely delivered by the upper stage of a la u n ch e r or transfer vehicle EXAMPLE Satellite, ballistic probe, re-entry vehicle, space probes an d space station s. 3.1.60 specific impulse ISP <instantan eous specific impulse> ratio of t h r u st to m a ss flow r at e NOT 1 E NOT 2 E The sp e ci fi c i m p u lse is expressed in Ns/kg or m/s. In engineerin g, an other definition is often still used where the sp e ci fi c i m p u lse is defined as th e ratio of thrust t o weight flow r ate. This leads to an Isp in seconds (s). The nu merical value of Isp (s) is obtained by dividin g the Isp expressed in m/s by the stand ard surface gravit y, g0 = 9,806 65 m/s2 .

3.1.61 specific impulse ISP <average specific impulse> ratio of t ota l i m p u lse and total ej ect ed m ass in th e same ti me inter val used for th e establish m ent of th e t ot a l i m p ulse NOT 1 E See notes for 3.1.60.

3.1.62 subsystem set of independent elements combined to achieve a given objective by perfor ming a specific function NOT See ECSS --P -- 001B subclause 3.203. E - EXAMPLE Tanks, filters, val ves and r egulators con stitute a p rop ellan t feed sub sy st e m in a p rop ul si on syst e m. 3.1.63 system See p rop ulsi on syst e m (see 3.1.49). 3.1.64 termination point location, in a bondin g application, wh ere the local stress is multi-directional due to a geometric discontinuity NOT It can also be referred to as t rip le p oin t (see 3.1.73). E

3.1.65 thrust gen erated force due to acceleration and ejection of matt er 3.1.66 thrust centroid time time at which an impulse, of th e same magn itud e as th e i m p ul se bit, is applied, to have the sa me effect as the original i mp ul se bit 3.1.67 thrust chamber assembly TCA assembly of one or more injectors, igniters, combustion chambers, coolant syst e m s and n o zzl es NOT There are concepts where one engine has more th an o ne E combustion chamber, e.g. a modular plug no zzl e eng ine. 3.1.68 thrust coefficient CF <instantan eou s thrust coefficient> ratio of (in st an taneou s) th rust and t he product of th r oat area and th roat total pressu re NOT 1 E In accordance with this definition, th e in stan tane ou s t h ru st c oe f fi cie n t can be calculated a s: CF = NOT 2 E F pc A t

In stantan e ou s and average t h ru st c oef f ici en t s are u sually referred to as t h r u st c oef f ici e n t.

3.1.69 thrust coefficient CF < average thrust coefficient > ratio of th e th ru st integr ated over an appropriate time interval divided by th e integral over the sa me time interval of the product of th r oat area and thr oat total pressur e NOT 1 E In accordan ce with this d e fin ition , th e a ve r ag e t h ru st c oe f fi cie n t can be calculated a s:
t 2

Fdt
t1

CF =

Pc A t dt
t1

In many cases, t1 is taken to be the ignition ti me, t0 ,and t2 is taken the ti me at burn out (te ). In this case, t2 -- t 1 = tb and t he integral of the thrust becomes the total i m p ul se. NOT 2 E In stantan e ou s and average t h ru st c oef f ici en t s are u sually referred to as t h r u st c oef f ici e n t.

3.1.70 thrust misalignment difference between the real and intend ed direction of the th rust vector

3.1.71 thrust out-centring t h r u st vector not passin g throu gh th e in stantaneou s COM 3.1.72 total impulse time integral of the force delivered by a thruster or a p r op ulsi on syst e m du rin g a given ti me inter val, representative of th e operation NOT Total i mpulse is expressed in Ns. E 3.1.73 triple point See 3.1.64 (term i n a tion p oin t ). NOT In th is S tan d ard, t rip le p oint only refers to th er m al E protection. 3.1.74 turbo pump device in a rocket motor consisting of a turbin e driven by a high energy fluid, driving one or more rotating pu mps in ord er to deliver specific ranges of fluid m as s flow rates at specified ranges of pressure 3.1.75 ullage volume volu me in a tan k not occupied by liquid p rop ellan t and equip ment and lines present in th e tan k 3.1.76 valve load cycle loading of th e valve according to the extreme envelope, operating the valve or p rop ul si on syst e m and returnin g to a m bient conditions 3.1.77 valve manoeuvring time moving time of the valve between an initial pred etermin ed position and a final predeter min ed position 3.1.78 valve response time time between the command given to the valve to move and th e initial move men t of the valve 3.1.79 venting opening a closed volume to the ambient with the objective of decreasing t he pressure in the volume

3.2

Definition of masses
3.2.1 mass qu antit y of matter measu red in ter ms of resistance to the acceleration by a force NOT Proper definition of m a ss es is extremely important for E correctly assessing the perfor mance of the propulsion system. The terminology for propulsion related m a ss es used in space syste ms is illu strated in Figure 5. In Tsjolkowskis equation, = M V
0

I
s p

l n M ,
f

on system with the sa me (exhaust) velocity. In reality, laun ch syst e ms eject m asses at di ffer ent velocities, and in some cases, the ej ect ed m ass does not contribute to the velocity increment according to Tsjolkows- kis equation. Exa mples include: lost oil from TVC syste ms; p rop ellan t used to achieve movements around the COM (attitude control). Other mass is ejected at lower exh au st velocities, e.g. m ass used for du mp cooling, tur bin e exha ust gases.

i t i s t a c i t l y a s L oad ed s = Dry u ss ma + p r op el lan t m ass m + p ressu r an t m ass e + m ass of (other) fluids d

t h = L oa d ed m ass -- p r op ell a n t s and liquids, + igniter m ass -- igniter p r op ell an t , a + including gas gen erator starter m ass, -- p r op ell an ts, t + initi at or m asses, + including explosive transfer lines a l E nd of flig ht = l m a s s e s l e a v e t h e p r o p u l s i

D ry

L oad ed m ass ej ect ed ma s s Mas s E j ect ed P r op ella n t = P r op ell a n t m a s s (from main combustion cha mber at nominal Isp ) + m ass used for dump cooling (a t different Isp ) + m ass of turbin e exhaust gases (a t different Isp ) + p rop ellan t m ass used for attitude control + jettisoned m ass con sistin g of: -- instantaneously jettisoned mass: burst me mbrane, igniter (consumable) -- continuou sl y jettisoned mass: ther mal protection, no zzle erosion, grid erosion, igniter consumption (ablation or erosion), vented p r op ell a n t, TVC lost oil = M a ss of m ai n p r op ell an t + m ass of igniter and gas gen erator p rop ellan ts (if ejected) + m ass of p r op ell an t for attitude control

F ig u re 5: D e fin itio n of p ro p ulsio n-related ma s s e s


3.2.2 loaded mass m a ss of the propellant syste m ju st before activation of the propulsion system 3.2.3 dry mass load ed mass without consumables, or the initial mass without p rop ellan t s and fluids NOT 1 E NOT 2 E Dry m ass can be weighed. It is important to note t h a t explosive transfer lin es and pyr o valves are usu ally sealed, so t h at even wh en the explosive is con su med, they are not ejected from the syst e m .

NOT 3 E

Usuall y, in i ti at or s ar e considered t o be par t of t h e dry ma s s since th e m ass of the explosive that leaves the propulsion syste m is negligible; initiators are mounted as conventional mechanical equip ment. For solid propulsion systems, la u n ch e rs or stages, th e sam e definition is used: dry m ass is the initial m ass w ith ou t p rop ellan t m ass (grain s and ignit er grains).

NOT 4 E

3.2.4 end of flight mass m a ss of the propulsi on syste m directly after the end of the propulsion system operation NOT E nd of flig ht m ass = load ed m ass -- ej ect ed ma s s e s E 3.2.5 ejected mass sum of th e con su med p rop ellan ts, the ejected p ressuran t gases, the inst an taneously jettisoned masses and continuou sl y jettisoned masse s NOT 1 E Not all prop ellants are ejected with the sa me velocit y. EXAMPLE An example of con su med p ressuran t gases is t he p ressu r an t gas someti mes ejected by sp a ce cr a ft operating in blow-down mode. An example of instantaneously jettisoned masses are th e burst me mbr an es and consumable igniters. An example of continuousl y jettisoned masses are erosion and ablation products and lost oil from TVC systems. 3.2.6 propellant mass sum of th e m ass of the main p rop ellan t, the gas generator and st a rt er p rop el l an t s, th e p rop el l an ts for attitude control, and the igniter p r op ell an t s NOT Note th at some of th ese p r op ellan t s do not contribute to a E velocity incre ment of the propulsion syste m.

3.3

Abbreviated terms
The following abbreviated ter m s are defined and used within this Stand ard : A b b revi ation AIV ACS AOCS BOL CFC CFD COM CPIA DR D E ID P EJ M A EMC EMI EOL M ean ing asse mbly, integration and verification attitude control system attitu d e and orbit control system beginning-of-life chloro fluoro carbons computation al fluid dyn amics centre of mass Chemical Propulsion In for mation Agency docu ment requirements definition end ite m data package E xpan sion Joints M anufacturer Association electromagnetic compatibility electromagnetic interference end-of-life

FE E P FM E CA FOS GEO GSE GSO IATA LOx MDP M E OP MLI MMH MON MPD NDI N PSP NTO OBC OB DH ODE PACT P CU PE D PMD P PT RAMS RCS RFNA STD TBI TCA TEG TM/TC TVC U DM H VCD

field emission electric propulsion failure modes, effects and criticality a nalysis factor of safet y geostation ar y or bit grou nd support equipment geosynchronous orbit In tern ation al Air Transp ort A ssociation liquid oxygen maxi mu m design pre ssure maximu m expected operating pressure m ulti la yer in sulation mon omethyl hydrazin e mixed oxides of nitrogen magneto-plasma-dyna mic th ru st er non -destructive inspection net positive suction pressure nitrogen tetroxide on-board compu t er on-board data han dlin g one-dimensional equilibriu m power aug mented catalytic t h ru st er power conditioning u n it positive expulsion device propellant manage ment device pulsed plasma th ru st er reliability, availability, maintenance and safet y reaction control system red fu ming nitric acid surface tension device throu gh bulkhead initiat or thrust cha m ber a ssembly turbin e exhaust gases telemetry/telecommand th ru st vector control unsym metrical-di meth ylhydrazine verification control docu ment

3.4

Symbols
The following symbols are defined and used within this Stan dard: S y mb ol
e

M ean ing half nozzle cone angle (at exit) thrust deflection angle (for TVC) characteristic velocity discharge coefficient

C* Cd

CF D F F g0 h Isp k L L*

thrust coefficient diamet er incre ment th ru st frequency mixture ratio, ratio of oxidizer and fuel mass flow r ate. stand ard surface gravity, 9,806 65 m/s2 . enth alpy specific impulse pressure drop coefficient length characteristic length of a combustion cha m ber correction factor for divergence loss m ass flow r at e total expelled ma ss initial mass of a propulsi on system m ass of the propulsion syste m at end of motor operation (n is 1,2 or 3) n -dimensional pressure maxi mu m pressure due to ignit ion vap ou r pressure surface area or cross section a re a nor m al stress at the interface of a bond te mp eratu re torque (pu mps and t urbin es) burning t i me time at which combustion st a r t s ignition time. shear stress at th e interface of a bond ideal velocity incre ment of a rocket delivered in a gra vitatio n free environ ment and with out oth er disturbin g forces (drag, solar wind, radiation pressure) rotation al speed effective

m Mp M0 Mf n-D p
^

p max

p vap S
N

T T tb ti t ig n V

( )eff

4 Propulsion engineering activities

4.1

Overview
4.1.1 Introduction
This Clause 4 (subclauses 4.2 to 4.10) applies to all types of rocket propulsion syste ms u sed in space applications, including: D D D D solid propulsion for laun chers and spacecraft; liquid propulsion for launchers; liquid propulsion for spacecraft; electric propulsion for spacecraft.

4.1.2

Characteristics of propulsion systems

The specification, design and development of a propulsion system always dema nd s a close collaboration between those responsible for th e syste m and t hose responsible for the propulsion engineering. Propulsion syste ms have th e following characteristics: D D They provide the thrust dema nded. They use materials (propellants, si mul ants and cleanin g agents) that can be toxic, corrosive, highly reacti ve, flammable, dangerous with direct contact (e.g. causing burns, poisoning, health hazards or explosions). The criteria for the choice and use of material are covered by ECSS -- E - 30 Part 8. - Handlin g, transp ortation and disposal of dan gerous or toxic materi als and fluids is subject to strictly applied local regulations (see 4.2.a.). Risks (e.g. contamination and leakages) are properly analyzed and covered, and RAMS stu dies are widely perfor med (see 4.2.b. and 4.2.c.). Rocket engines can be subject to instabilities which can result in damage or loss of the motor or the vehicle. Design and development includes t he definition of solution s at the syste m and vehicle level (see 4.2.d.).

D D D

4.1.3

Relationship with other standards

The require ments defined herein comple ment the following ECSS engineering stand ard s for specific subjects related to propulsion syste ms: D D D D D D D D D D D ECSS - E -- 10 Part 1, ECSS - E -- 20, ECSS --E -- 30 P art 1, - ECSS --E -- 30 P art 2, - ECSS --E -- 30 P art 3, - ECSS --E -- 30 P art 6, - ECSS --E -- 30 P art 7, - ECSS --E -- 30 P art 8, - ECSS - E -- 40, ECSS - E -- 50, ECSS - E -- 70, NOT See Clau se 2 and Bibliograph y. E

4.1.4
D D

Structure of the requirements

The require ments in this Stan dar d are organized as follows: There are a set of common requirements applicable to all types of propulsion syste ms in subclauses 4.2 to 4.10. There is a common structu re to the requirement s, th at is compatible with th e classification of engineering activities described in EC SS --E - 00, as follows: - S functional; S con straints; S interfaces; S design; S GSE; S m at eri als; S verification; S production and manu facturin g; S in-service (operation and disposal); S product a ssuran ce; S deliverables. The requirements in Clause 5 and Clau se 8, for each type of propulsion syste m, are structu red th us. Fu rth er in for mation on the use of con ve nti on al pro pellan ts, pressurant s, si m ulants and cleanin g agents is given in Annex A.

4.2

General
a. Local regulations for the han dling, transportation, and disposal of dan gerous or toxic materi al and fluids shall be strictly a pplied. NOT See ECSS --Q -- 40. E Risks shall be analysed and covered (e.g. conta mination and leakages). RAMS stu dies shall be perfor med. Acceptable levels for rocket engine instabilities shall be defined at system a nd vehicle level by the design and developme nt.

b. c. d.

e.

Stan dard s and procedures addition al to those specified in the contracts shall be specified or approved by the custo mer before use.

4.3

Design
4.3.1
a. b. c. d. e.

General

Only m ature, well tested, validated and well understood designs shall be used. The design should be based on previously qualified designs. Any modification shall be analysed and validated prior to implement ati on . NOT See ECSS --E -- 10 Part 1. E The economical aspects and costs shall be ta ken into account in the t rade-off of different designs. If the syste m require ments lead to a complex subsyste m design, they shall be analysed in order to develop a set of more relaxe d requ ire me nt s th at still conform to the higher level require ments. NOT 1 E NOT 2 E Si mple solutions are usu ally selected for reasons of cost and reliability. For fu rt h er details on ECSS --E -- 10 Part 1. - require ment engin eerin g see

4.3.2
4.3.2.1

Global performances
Reporting

Global perfor man ces shall be analyzed and reported in accordance with: a. b. Annex C, for aspect relating to the propulsion performance analysis; Annex K, for aspects relating to the mathe matical modelling for propulsion analysis. Overview

4.3.2.2

F or a rocket motor, the most i mportant global propulsion perfor mance para meter s are: D D D D the th ru st histor y, the specific impulse histor y, the mass flow r at e histor y, the burn t ime.
te

The definition of specific impulse is (see 3.1.60): Fdt F Isp = m or I sp =


t0

Mp

The total mass flow rate consists of the algebraic sum of all the mass ejected by th e engine as follows: D D D D D the main mass flow rate th r ou gh the n ozzle; the mass flow r at e from du mp cooling; the mass flow r at e from tu rbin e exh au st gases; erosion or ablation from th e engine internal th er mal protection; the ignit er or starter ma ss flow r ate.

For solid motors, only the (propellant) mass flow r at e of th e solid propellant grain s is ta ke n into account for practical purposes. For liquid engines, only the (propellant) mass flow rates of the main ta n k s ar e taken into account for practical purposes. The most important derived engine perfor mance para m eters are: D D The characteristic velocity, which is a measure of the efficiency of th e combustion process in th e cha mber. The th ru st coefficient, which is a measu re of the efficiency that the n ozzle contributes to t h e th ru st.

The engine specific impulse is a measure of the overall engine perfor ma nce. The importance of th ese para m eters is th at, D D they can be used for comparison of engines, and they can be used for comparison between experi mental resu lts and theoretical analyses.

For liquid engin es, it is im portant to distinguish th e thrust cha m ber a sse mbly (TCA) perfor mance from the engine perfor man ce. The theoretical values of the derived perfor mance para meters, for every operational point of the engine or TCA, shall be determined. 4.3.2.3 T theoretical specific impulse he

The Isp, which can be calculated is subject to losses due to the following: D D D D D injection process, combustion, flow in the combustion chamber and nozzle, boundary layer effects, che mical kinetics.

Most of the losses can be esti mated by calculation or from experi ments. In ma ny cases the specific impulse under vacuu m conditions is used. To esti mate the theoretical specific impulse, Isp, global methods may be used: theoretical, empirical or a combination of th ese. 4.3.2.4 4.3.2.4.1 T theoretical characteristic velocity he Overview

Th ere are, in principle, several method s for assessin g the theoretical value for th e characteristic velocity, C*th . C*th can be calculated by a complete kinetic code th at t a ke s into account th e chemical kinetics of the reaction s. At present, such codes are not generall y available. A si m pler approach, th at is generally used, is to assu me a one dimensi onal equilibriu m (ODE). For this cal culation, the following assu mption s are ma de: D D the flow in the combustion cha mber is one-dimensional; the chemical composition of the products of combustion are in equilibriu m with the chemical composition of the environ ment, which i mplies that t he process is isentropic. The composition and mixture ratio of th e propellants. The total enth alpy of the propellants (a t the outlet of th e injector). The total pressure in the combustion cha m ber.

The in pu t para meters for this cal culation are as follows: D D D

NOT B ecau se the ODE -type codes assu me isentropic conditions, E the total pressure in the chamber is assu med to be con stant. In realit y th is is not the case. Therefore, the total pressu r e to be used as an in pu t is th e total pressure at the nozzle inlet, which is the sam e as the total pre ssur e at the t hroat. D The contraction ratio of the chamber at the location where the total pre ssu r e has been defined. This value is i m portant for deter mi ning the static pressu r e that affects the chemical composition, especially at lower chamber pressures. The nu mber of species to be considered is not limited . T heoretical performance calculations

4.3.2.4.2

W hen making theoretical perfor mance calculations the following infor mation shall be available and documented for fu ture r eference: a. b. c. d. The version and type of calculation (code) used. The version and type of the ther mod yna mic database. Any li mitation or reduction in the nu mber of chemical reactions or considered species which has been made for practical reasons. The species considered in the calculations. EXAMPLE Assessing the effect on the energy balance, if for practical reasons, species have been deleted from the calculations. NOT In some cases it is con venient to use the discharge coefficient, E Cd . The discharge coefficient is th e in verse of t he characteristic velocity, C*: Cd = 1 . C* 4.3.2.4.3 a. T effective characteristic velocity he

To obtain the theoretical, effective characteristic velocity, C*eff , the de viation s in C* as discu ssed in subclauses 6.6.8.4 and 6.6.14.15.2 from the ODE -type and kinetic codes shall be ta ke n into account. The way the deviations in a. are ta ken into account shall be docu mented and justified. The justification shall be supported by experimental evidence, where available. The accuracy of the measu rem ents shall be ta ke n into a ccount. T theoretical thrust coefficient he General

b. c. d.

4.3.2.5 4.3.2.5.1 a.

To deter min e th e th eoretical thrust coefficient, CF,t h , the sam e code (kinetic or ODE-type) used to deter min e th e th eoretical characteristic velocity shall be used. The approxi mations used to esti m ate the CF,t h , shall be documented in detail and justified. NOT Usually, the ODE -type codes only give the CF,th for ideal E expansion and expansion into a vacuu m.

b.

c.

C orrections shall be made for non-ideal expansions where exit pressure and a mbient pressure are different. Kinetic losses

4.3.2.5.2 a.

The kinetic losses may be esti mated by comparing a one dimensional kinetic flow field simulation with the ODE -type simul ati on.

NOT Kinetic losses occur due to the differ en ce bet w e en t h e E assumed chemical reaction processes in the ODE -type codes and the actual che mical kinetics durin g the nozzle flow expansion. b. It sh all be en su r ed th at the stagnation conditions in th e kinetic code match the stagnation conditions derived from the ODE -type code for the th r oat (or chamber). It sh all be en su red th at the different calculations use the sa me che mical species. Fluid dynamic losses

c.

4.3.2.5.3

It sh all be en su r ed th at the same che mistry model is used as in the O DE -t ype si mul ation. NOT Fluid dynamic losses are caused by the non -axial flow in t h e E exit section of the nozzle. For conical nozzles, the loss is derived from Malinas correction factor, : 1 + cos 2 where: =
e

e is the nozzle half cone angle; th e actual loss is 1 -- . For bell nozzles, the losses may be establish ed from an axi-symmetric two-dimensional flow field simu lation.

4.3.2.5.4

Boundary layer losses

B oundary layer losses are due to viscous flow effects close to the wall. The losses depend on the gas transport properti es, the wall surface roughness and the w all te m perature. Note th a t the roughness can chan ge with (repeated) use of th e nozzle. The wall can, by catalytic effects affect the composition of the boun dar y layer. For composite material nozzles, there can also be a che mical reaction between the nozzle flow and the wall materi al. The boundary layer losses can be esti m ated by comparing a t wo dimen sional viscous flow field si mulation with a t wo dimension al in viscid flow field simu lation using the same che mistry. A si mpler approach is to solve th e bou ndary la yer equ ation s and deter mine t he mo mentum loss thickness. This meth od usually leads to a good esti mate of th e boundary layer loss. The boundary layer also affects the heat transfer from the core flow to the nozzle wall. 4.3.2.5.5 a. T effective thrust coefficient he

b. c.

To determine the effective th ru st coefficient, CF,eff , th e loss for each case, i, Lossi should be deter min ed in CFi , CFi = . Pc A t If a. is not carried out, justification shall be provided. The effective t h r u st coefficient, CF,eff shall be calculated as follows:
N

CF,eff = CF,th
i

. CFi , defined as: = C F,eff , shall be deter mined. C F,th

d.

The th ru st efficiency,

C,F

C,F

4.3.2.6

T effective specific impulse he

The effective specific impulse, Isp,eff , is the th eoretical specific impulse, Isp ,th , corrected for all the losses and gains (Isp,eff = Isp ,t h Isp ). According to t he definition s of C*eff and CF,eff , the effecti ve specific impulse, Isp,eff , may be deter min ed from: Isp,eff = C*eff CF,eff . 4.3.2.7 4.3.2.7.1 Efficiencies Overview

The efficiencies of the characteristic velocit y, C*, th ru st c oefficient, CF, and specific impulse, Isp , are obtained by takin g the ratio of the experi mental and effective values:
C*

= = =

C * exp C * eff C F,exp C F,eff I sp,exp I sp,eff Normative provisions

C,F

I,sp

4.3.2.7.2 a. b. c.

The designer shall take the values of Isp , C* and CF into account at an early stage (project P h ase A and B), apply corrections to the theoretical values to obtain realistic estimates, a nd provide justification for th e esti m ates. NOT For project phases, see ECSS --M - 30. E -

4.3.3
4.3.3.1

Aerodynamic effects
Overview

During at mosph eric flight there is an interaction between the extern al flow arou nd the launcher and the nozzle exhaust flows. Th ese flows mix, while th e mixing process itself is governed by th e velocity and den sity ratios of the extern al flow and th e nozzle flows. For man y laun cher or stage con figurations this result s in a non-steady re-circulating flow pattern in the launcher base a re a. This non-steady re-circulating flow can introduce severe, non-steady, asym metric side loads on the nozzles and heatin g of the launcher base area. 4.3.3.2 a. Normative provisions

The side loads (buffeting) introduced by non stead y re-circulatin g flow shall be esti mated and taken into account in: 1. the nozzle design (structu ral), and 2. the design of th e TVC act u at or s.

b. c.

As the esti mate of th ese side loads can be very inaccurate, large margin s of uncertainty should be agreed with the custo mer and applied. As the non -steady side loads (buffeting) can also affect other propulsion components in the base area of th e laun cher or th e stage, th ese loads shall be taken into account in the stru ctural design of these compon ents.

d.

The changing loads on the nozzle exten sion th at result from the decreasing a mbient pressure as the (aerod ynamic) velocity in creases, shall be analysed and taken into account the design of th e nozzle extension. As aerod ynamic heating can become i m po rtant at high launcher velocit y, th e following shall be done: 1. Ther mal a nalysis (a) (b) analize the aerod ynamic heating effects and take th em into account in the ther mal anal ysi s of the propulsion system; report th e ther mal anal ysi s, as specified in (a), in accordance with Annex E.

e.

2. Ther mal protection: The ther mal protection shall be analysed and taken into account in th e design of the ther mal protection. f. For th e stead y state aerod yn a mic loads on propulsion system compon ents th a t are exposed,, exterior aerodynamics shall be deter min ed and ta ke n into account in the design of th ese components. The acoustic frequencies and a mplitudes of the acoustic noise, durin g t he flight of a launcher, caused by the following, shall be estimated or deter mi ned: 1. The various operating propulsion systems on the laun cher (e.g. boosters, m ain stage engines). 2. The non-steady a erod ynamics. h. It sh all be en su r ed th at the acoustic noise specified in g. does not jeopardize the following: 1. the pressurization system (liquid propulsi on systems), 2. the propellant feed system (liquid propulsion systems), 3. the stru ctu ral integrit y of the propulsion system. i. The effects of th e interactions betw een the first stage or booster propulsion syste ms of th e laun ch er and the laun ch pad on the launcher propulsion syste m s shall be analysed and take n into account in the design of all th e propulsion systems. The analysis specified in i. shall be reported in accordance with Annex G. The effects specified in i. shall include the following: 1. shock waves (pressure), 2. heatin g, 3. vibration s.

g.

j. k.

4.3.4
4.3.4.1 4.3.4.1.1

Reference envelopes
Operational envelope Overview

The set of no minal data in which the propulsion system, subsystem, or component should operate is called the operation al envelope. 4.3.4.1.2 a. b. Normative provisions

In the initial design process, an operational envelope shall be selected in conformance to the spacecraft, stage or laun cher r equire men ts. The propulsion system or subsystem shall be capable to function within th e operational envelope specified in a.

NOT Du ring the design process, the laun cher, spacecraft or stage E requirements usually change; it is therefore prud ent to t ake this into account when defining the operational envelope. c. The operational envelope shall be based on the following para m eters: 1. The range of para met ers durin g flight and t esting. NOT F or liquid engines this includes, for example, changes in E inlet pressure and inlet temperatures during flight and, if specified, re-ignition. 2. Deviations in the propellant or engine tu nin g. NOT For solid motors this includes variati on s in the r at e of E burning. 3. Deviations in the various modelling processes. 4. Deviations in component perfor mances. 5. Deviations in manu facturing. 6. Deviations in measu rem ents. d. e. f. Addition of independent deviations shall be made statisticall y. The sa me deviations shall not be taken into account more than once. The operational envelope shall 1. be used for the initial design of propulsion syste ms, subsyst ems a nd components, and 2. enco mpass the envisaged mean flight conditions. g. The operation al li mits of the systems, subsyste ms or components shall also be documented. Qualification envelope (test)

4.3.4.2 a.

The engine and its systems, subsyste ms and compon ents shall be qualified t o en su r e th at the engine, system, subsyste ms and components function properly in the whole operational envelope, including scatter and deviations. NOT This mean s th at the qualification envelope is larger th an t he E operation al envelope.

b. c.

The bou ndaries of the qualification envelope shall be deter min ed usin g statistical method s. W hen defining the qualification envelope, the following shall be taken int o account: 1. deviations in the propellant or engine tunin g; 2. deviations in the modelling processes; 3. deviations in the component perfor mances; 4. deviations in manu facturin g; 5. deviations in measu rem ents.

4.3.4.3 a.

Extreme envelope (margins)

As the qualification envelope is larger than the operational envelope, th e propulsion system, subsyst em or component design shall be such th a t the propulsion system, subsystem or compon ent is able to successfull y pass the qualification t ests. As the bou ndaries of the qualification envelope include statistical uncertainties, the extre me statistical uncertainties, which exceed the qualification envelope, shall be added to the qualification envelope in order to define th e extre me envelope.

b.

c. d.

The propulsion system and subsystem design shall take the extreme envelope into account. To define the extreme envelope, the following shall be taken into account: 1. deviations in the component perfor mances; 2. deviations in the manu facturing; 3. deviations in the measu rem ents.

e.

The design shall be based on the extreme envelope. NOT The extreme envelope strongl y affects the reliability E assessment.

4.3.5

Maximum expected operating pressure (MEOP)

The M E OP, multiplied by th e fact or of safet y (FOS) shall not be high er th an t he maxi mu m design pressure (MDP), i.e. FOS MEOP MDP. NOT 1 E The maxi mu m expected operating pressu re, M E OP, for a system, subsystem or component is derived from the extrem e envelope. For definition s of FOS and MDP see ECSS --E -- 30 Part 2.

NOT 2 E

4.3.6
4.3.6.1 a. b. c. d. e. f.

Sizing
General

The sizing process shall start by takin g the results of the propulsion syste m selection into a ccount. The sizin g process shall start by considering th e syste m requirement s. The functional require ments, operatin g and special constraints, loads, interfaces and mission require ments shall be taken into account. Subsequently, all functions durin g the mission shall be identified. The sizing process shall also con sider indu strial, transp ort, environ me nta l con strai nts and imposed and forbidden solutions or technologies. The sizing process shall take th e results of the FM E C A and require ments into account. safet y

g.

NOT For FMEC A, see ECSS - Q -- 30-- 02. E - - The sizing process shall take the margins based on reliability and safety into account. S izing cases General

4.3.6.2 4.3.6.2.1 a.

The results of the application of th e require m ents specified in 4.3.6.1 shall be taken into account for the sizing of the propulsion system, its subsystems a nd components. Dimensioning cases and criteria shall be establish ed for the system and ever y subsyste m and component. The di men sioning criteria shall take into account the perfor man ce a n d functional require ments. Ageing: overview

b. c.

4.3.6.2.2

Some m aterials (e.g. solid propellants, energetic materials, poly mers, composite materials, glues, putt y, grease) are susceptible to ageing, that is, th eir characteris tics change by natural processes with t ime.

The degree of change depend s on the materials, th e form of the materi als and t heir assembly, storage and mission conditions (e.g. loads, te mperatures, hu midit y, time). 4.3.6.2.3 Impact of ageing on sizing and dimensioning

For sizing and dimensioning the effect of ageing described in 4.3.6.2.2 shall be taken into account, with respect to the expected duration of, and the condition s durin g, th e mission (e.g. radiation, atomic oxygen, hu midity and th er m al environ ment). 4.3.6.2.4 a. b. Dimensioning

The dimensioning cases shall include a list of load co mbinations that a r e critical. The load combinations specified in a. shall be: 1. Determined from the identified mechanical and ther mal loads, pre ssu res, te m peratures, and tem perature gradients based on the functions to be performed by the syste m, subsyste m or compon ent during the mission.

NOT See ECSS --E -- 30 P a rt 1, P a rt 2, P a rt 6, P art7, and Part 8. E - 2. Reported in accordance with Annex E . c. If durin g manu facturing, han dling testin g and transp ort, th e loads on stru ctu ral elements, components, subsystems or syste ms exceed the loads for which they have been dimensioned, the conditions for manu facturing, han dling, testin g and transport should be modified such th at th e lo ad s conform to the dimensioning loads. If c. is not met, the loads specified shall be ta ke n into account in the design. If an analytical approach cannot be applied to obtain sizing or dimensioning, st ate of th e art ru l es and experience shall be used. In areas wh ere there is a lack of un derstanding of the underlying physical and chemical processes, the solution shall be well justified and docu mented usin g st ate of th e art ru l es and experience. Areas where there is a lack of un derstandin g of the underlyin g physical an d chemical processes and where th ere is no experience shall only be a pplied after a thorough develop ment program able to give confidence in the propose d solution. During the sizing and dimensioning process, the d a ta th at are used in th e calculations shall be docu mented, and include a description of th e calculation meth od s used, their li mitations and r estrictions. The sizing and dimensi oning process shall take into account the identified failure modes. Catastrophic failure modes shall be specificall y analysed.

d. e. f.

g.

h.

i. j.

4.3.7
4.3.7.1

Imbalance
General

Several types of imbalance can occur, either at engine level or at propulsion syste m level (e.g. mass i mbalance, pressure imbalance, angular momentu m i mbalance, th rust i m balance). 4.3.7.2 4.3.7.2.1 Angular momentum imbalance Overview

Angular momentum i mbalance is caused by the (different) angular m om entu ms of the fuel and oxidizer (turbo) pu mps.

Oth er potential cau ses for perturbing torqu es or pertu rbi ng an gular mome ntu m s are: D D D D D D D the nozzle bound ary layer (see subclause 6.6.9.6.3), swirl in the pro pellant tan k s, swirl in the turbin e exhaust gas, TVC, thrust misalign m en t, jet damping, a nd changes in th e in erti al prop erti es of the system. Normative provisions

4.3.7.2.2 a.

The effects of angular mo mentu m (perturbation s) shall be qu anti fied durin g the developmen t and taken into account in the design of t he propulsion control syste m. The angular mo mentum i mbalance shall con form to the system r equirement s. T hrust imbalance Overview

b.

4.3.7.3 4.3.7.3.1

If the th ru st is delivered by multiple engines, there can be an imbalance as a r esult of differences in thrust betw een the variou s engines. In all cases, thrust i mbalan ce cau ses the resu ltin g th ru st vector not to pass throu gh the (instantan eous) C O M . 4.3.7.3.2 a. b. Normative provisions

The effects of thrust i mbalance shall be taken into account in the design of t he control system. The th ru st imbalance shall conform to the system r equirements. T hrust misalignment and thrust out-centring

4.3.7.4 a.

The effects of thrust misalign ment and thrust out-cen tring shall be taken int o account in the design of the propulsion system and the design of the control syste m. The thrust misalign ment and th ru st out-centring shall conform to the syste m require ments. The derived results shall be justified.

b. c.

4.3.8
4.3.8.1

Thrust vector control


Overview

T h r u st vector control (TVC) can be used to adjust the direction of th e th rust vector on com man d. Presentl y th e TVC syste m gen erall y used for solid motors employs nozzles with a flexible bearing. For liquid engines, a combustion chamber or engine with a gimbal joint or ball joint, dedicated control engines, or separate small combustion cha mbers and nozzles integrated with the main engine are used. TVC may also be accomplished by alternative methods, for example: D D D fluid injection, partial blockage of th e flow, vanes.

Th ese are not within th e scope of th is Stand ard .

4.3.8.2 4.3.8.2.1 D

Nozzle deflection Actuation methods

For nozzle deflection or gimbaling, the following actuation methods are used: Blow-down system, where oil is pressurized by a high -pressu re gas. The act uator is activated by th e oil th a t is ejected from the act uator (see 4.3.8.2.2). The TVC capacity, amon gst others, is deter min ed by th e a mount of oil stored. Pu mped oil syste m, where the oil is pressu rized by a pu mp. The low pressu re oil returnin g from the act uator is again pressurized by th e pu m p. The pu m p is either powered by a high -pressure (hot) gas or by an electric motor. A direct mech anical actuation using an electric motor. Electro-hydrostatic actuator, that is a closed system where there are no valves and the direction of th e oil flow is deter mined by th e sense of rotation of a n electricall y driven pu mp. Blow-down systems

D D

4.3.8.2.2 a. b.

F or the blow-down systems described in 4.3.8.2.1: It shall be ensu red th at the oil is ejected in such way t h a t its combustion does not end anger th e syste m or subsyst em. The oil should be ejected close to the nozzle exit. Parameters at system and subsystem level
t2 . . max

4.3.8.3 a.

The following para m eters shall be available from th e syste m requirements: 1. Static accuracy,
max,

,
t1

where is the th ru st deflection angle and t1 and t 2 define the ti me inter val over which the motor or engine is specified to provide TVC). 2. The ban dwidth of the TVC -actuation syste m in ter ms of frequency a nd phase lag. b. c. Startin g from this data, conformance to the system and subsyste m r equirem en ts shall be established and verified. It sh all be verifi ed that th e syste m is not be subject to un stable d yna mic behaviour.
..

NOT The maximu m gimbal acceleration, E

max

is an important

output para m eter for the mechanical design of the motor or engine. 4.3.8.4 Parameters at motor or engine level

At the motor or engine level, the following para m eters shall be known: a. b. M ass, inertia and COM of the movable part of th e nozzle or engine. The torque including all para meters contributing to it: S aerod yna mic moments; S for solid motors, the resistan ce of the ther mal protection of the flexible joint and resistan ce of the flexible joint; S for liquid engin es, the pressu rization of propellant feed lines; S the spring-back and friction of the feed-line flexible joints; S the resistance of the gi mbal joint or ball joint. c. F or solid motors, the position of the centre of rotation of the flexible nozzle.

d. e. f. g. h. i.

For liquid engines, the position of the centre of rotation of the engine or combustion cha mber. For solid motors, the displacement of the centre of rotation of the flexible nozzle und er pressu re. The attach ment points of the a ctuators. The stiffn ess of th e attach ment points, stage stru cture and engine structu re. For solid motors the stiffn ess (radial and axial) of the flexible seal. For liquid engines, if th e whole engine is gimbaled, the gyroscopic moment of the turbo pu mp. T and structure deformation interaction VC

4.3.8.5 a. b.

The coupling between the TVC-deflection and the defor mation of t he structu re shall be analysed and accounted for. It sh all be en su r ed th at no resonance between the TVC-action and t he stru ctu ral deflection occurs. Forces and loads

4.3.8.6 a. b. c.

For TVC-systems (for sea-level launched engines), the forces due to side-loads on the nozzle shall be taken into a ccount. The effect of thrust misalign ment on th e TVC and the resulti ng forces on t he act uators and the power supply syste m shall be ta ke n into a ccount. For th e TVC syste m th e following shall be d one: 1. Verify th a t the TVC syste m can w ith stan d all th e th er m al and mechanical loads (internal and external) and retai ns its integrity durin g the mission. 2. Report the thermal analysis specified in 1. in accordance with Annex E.

d.

The mechanical loads durin g the transient phases shall be analysed a nd include the following: 1. ignition (side-loads), 2. shutdown and burn-out (side-loads, only durin g grou nd tests), 3. lift-off, 4. stage-separation, 5. th e loads due to bu ffet in g.

e.

The analysis specified in d. shall be reported in accordance with Annex I. Roll control

4.3.8.7 a.

Roll control of a stage or spacecraft may be accomplished by: 1. the main propulsion syste m if it has two or more (movable) nozzles; 2. dedicated control engines.

b.

If no dedicated control engines or nozzles are used, the impact of t he integrated roll control system on the main prop ulsion syste m shall be carefully analysed. It sh all be en su red th at the interaction of the integrated control syste m with the main propulsion syste m does not adversely affect the operation of th e main propulsion syste m.

c.

4.4

Pyrotechnic devices
In terfaces for mounting pyrotechnic devices on the system, subsystem, mot or or engin e shall be defined at motor or engin e level. NOT 1 E For pyrotechnic devices, see ECSS --E -- 30 Part 6. - -

NOT 2 E

For solid propulsion systems, mounting of pyrotechnic devices is covered in the require ments of 5.6.5.3.4 and 5.6.5.5.

4.5

Materials
Pro pellant, pressurant, simulant, or cleanin g agents shall be a. b. selected according to 4.2.e. if stan d ard s are available, and used in conformance with such stand ar d s. NOT 1 E Stan dard s on th e use of con ventional liquid propellants, pressurant s, si m ulant s and cleanin g agents are given in Annex A. F or selection of material, see ECSS - Q -- 70 and ECSS - E - 30 - P art 8.

NOT 2 E

4.6

Verification
4.6.1
4.6.1.1 a.

General
Envelopes

The verification shall be perfor med in conformance to a stand ard conforming to 4.2.e. NOT For verification, see ECSS --E -- 10 - 02. E - - F or every system, subsystem or component, the envelopes (see 4.3.3) shall be defined. E very syste m, subsystem, or component shall conform to the requirements of the extreme envelope (see 4.3.4.3). NOT The extreme envelope defines th e design requ ire ments. E It shall be verified that the extreme envelope for every syste m, subsyste m a nd component confor ms to the syste m, subsyste m and component require ments. The verification specified in a. to d. shall be d ocumen ted. Verification plan

b. c.

d. e.

4.6.1.2 a. b.

A veri fication plan shall be establish ed in the develop ment and ground qualification phase. The verification plan specified in a. shall include the following: 1. Definition of: (c) (d) how to execute the verification; the acti vities to be perfor med for the verification.

2. Identification of the require ments or pheno mena resulting from t he extreme envelope that cannot be verified or reproduced during the ground develop ment phase. NOT Examples of require ments that cann ot be verified during t he E development and ground qualification phase are: beh aviour of propellants in low g con dition s, i gnitio n and perfor mance of large engines in vacuum, POGO for u pper sta ges, th e effect of buffeting on the propulsion system, th e effect of asym metric heat fluxes on boosters and th e effect of a long period in space. c. F or the require ments or phen o m e n a th at are justification shall be docu ment ed. identified in b.2., t he

d.

R equirements or pheno mena that cann ot be verified or reproduced during t he develop ment and ground qualification phase should be verified du rin g th e qualification flight. Data collection

4.6.1.3 a. b.

The propulsion system shall have functionality to enable the measure ment of data, in conformance to the r equire men ts. An analysis plan shall be established, specifying the analyses to be made, th e extent of th e analyses, and identifying the software to be used and be developed. The test conditions shall be established, specifying the data to be measu red. NOT See ECSS --E -- 10 - 02A, subclause G.8.10. E - - The test condition s shall be in accordan ce with the specific me asu re m en t objectives, e.g. develop ment test, qualification test, flight measure m ents. NOT See ECSS --E -- 10 - 02A, subclause G.8.10. E - - The test conditions shall be in accordance with the measu re ment objectives for: 1. verification of the behaviour of the propulsion system, subsystem a nd component; 2. validation of models; 3. environ mental loads, e.g. acoustics, heat flu xes and vibration s. NOT See ECSS --E -- 10 - 02A, subclause G.8.10. E - - -

c. d.

e.

4.6.1.4

Verification of requirements

Verification of confor mance t o t he requirem ents shall comprise t he following steps: a. E stablish a verification plan con sisting of 1. an analysis plan, a nd 2. the test c onditions. b. c. d. e. NOT See ECSS --E -- 10 - 02A, subclause G.8.10. E - - Define the product (system, subsystem, component). Verify t h a t the product definition s conform to the requ ire ments of t he extre me envelope (design envelope, see 4.3.4.3). Qualify the prod uct, i.e. demonstrate that the prod uct con for ms to all th e require m ents for the qualification envelope (see 4.3.4.2). Perfor m reception tests, i.e. verify t h at the product conforms to the specific verifiable require ments (e.g. proof tests), specified in: 1. Table 3 for solid propulsion, 2. Table 11 for liquid propulsion. 4.6.1.5 a. b. c. Verification approach

Verification can be performed by anal yses, tests or a combination of th ese. A verification control docu ment, VCD, shall be established. NOT For th e VCD, see ECSS --E -- 10 -- 02 E - - A compliance matrix shall identify the req u ire m e nts th at are verified by analysis, by te st, or by both.

4.6.2
a.

Verification by analysis

Verification by analysi s shall be perfor med according to th e anal ysi s plan.

NOT In this Stan dar d, verification by analysis, includes, E verification by review of design and re-flight verification. b. The analyses, according to the compliance m atrix, shall dem onstrate th at th e system, subsystem or compon ent function properly during the operation of the system, subsystem or component as defined by th e extre m e envelope und er: 1. mechanical loads and 2. ther mal loads. NOT This contributes to the reliability a ssessme nt. E c. d. The analyses, according to the compliance matrix, shall dem onstrate th at th e propulsion system conforms to the corresponding mission requirements. An agree ment between all parti es shall be reached on th e 1. the calculation meth ods, 2. the software, and 3. the databa se s to be used NOT Such an agree ment need s no exchanging confidential E information. It serves to inform all participating parties an d avoid confusion when the results of the anal yses are being reviewed. e. The verification by analysis shall specifically address the following: 1. Motor perfor mance (e.g. thrust, pressure, burn time, total impulse), stead y state and transie nt. 2. COM, shi ft of th e COM and changes in in ertial properties. 3. C haracteristics of th e nozzle flow and the nozzle exhau st. 4. For liquids, the effect of sloshing. 5. The interfaces. 6. Subsyste m di mensioning (ther mal, mechanical). 7. The margin s for the failure modes identified by the F M E C A. NOT For FMEC A, see ECSS --Q -- 30-- 02. E - 8. The safet y aspects (e.g. effects of explosion and fire) durin g manu fact ur ing, transport, han dling, storage, ground operation and launch. f. For the verification by analysis the following shall be r eported: 1. The tran sient anal ysis specified in e.1. in accordance with Annex I. 2. The analysis specified in e.3. shall be in accordance with Annex G. 3. The analysis specified in e.4. shall be in accordance with Annex H. g. h. i. j. Validated analysis methods should be u sed. If f. is not satisfied, the analysis meth od s used shall be validated durin g th e develop ment phase. Th er mal analysi s shall be reported in accordance with Annex E . M athematical modelling shall be reported in accordance with Annex K.

4.6.3
4.6.3.1 a.

Verification by test
General

A plan for the test configurations, the test in stru m entation, and the te st stan d shall be establi sh ed taking into account the li mited nu mber of t ests. NOT 1 E For verification by te st, see ECSS - E -- 10 -- 02. -

NOT 2 E

The firing test con figuration (h orizontal or vertical) can affect the test results especially for solid motors while it al so affects the design.

b.

M easure ments shall be taken in con forman ce to the subsyst em or syste m require ments, at critical or specific location s, to obtain para meters which include: 1. shocks, vibrations (in at least t wo orthogonal directions: axial and r adial); 2. displace ments and defor mations; 3. te m perat ures; 4. thermal flu xes in th e nozzle area; 5. external acoustic pressu res and frequencies (for first stage and booster engines only); 6. extern al pressure; 7. for solid m otors, the grain t e mperature. NOT O th er m easu rem ents can E ultrasonic mea su rem ents). be made (e.g. optical and

c.

M easure ments shall n ot: 1. endanger personn el, 2. endanger equipment, 3. in validate measu rements of oth er para m eters.

d. e. f. g.

The conditions during ground testing should reproduce the expected flight conditions. Any differences between the ground test conditions and the expected flight conditions shall be identified and documented. The effects of these differen ces on the operation and reliability of t he propulsion system should be analysed. Special hard ware, not fully represen tati ve of the flight hard ware, but which has the functionality of th e hard w are, may be used during develop ment t est s (e.g. battleship hard w are). The verification by te st, to deter mine w heth er a system, subsyste m or component conforms t o t he requirement s, according t o t he compliance matrix, shall proceed in th ree steps: 1. Development t ests NOT The require ments for the development test are given in th e E following subclauses: D D D D F or solid propulsion systems for launchers, subclause 5.8.3. spacecraft and

h.

For liquid propulsi on systems for launchers, subclause 6.8.3. For liquid propulsion for spacecraft, subclause 5.6.3 of ECSS --E -- 30 Part 5.1. For electric propulsion for spacecraft, subclause 6.7.3 of ECSS --E -- 30 Part 5.1.

2. Ground qualification t ests NOT Du ring the ground qualification tests, the syste m, E subsyste m, or component is tested within the qualification envelope. The objectives are as follows:

To demonstrate that the manu facturing processes and procedu res result in a prod uct th at con for m s to th e qualification r equire ment s. To de m on strate th at th e syste m, subsyste m, or component function properly using th e m an ufacturi ng processes and procedures. To define the acceptan ce tests and criteria for flight hard w are.

The successful completion of the ground qualification t ests, together with the analyses, provides the in-flight prediction model. 3. Qualification during flight NOT Flight measurements are limited by telemetry perfor mance E and cost. Usuall y, pressure, acceleration, nozzle deflection (in th e case of TVC) and some te mp er atu res are measured. During flight qualification, conformance of th e syste m, subsyste m, or component to the specified flight performa nce and analysis predictions shall be verified, based on th e ground qualification t ests. During flight qualification, it is verified conformance of t he interaction between the launcher or spacecraft and t he propulsion system to the launcher or spacecraft qualification envelope shall be verified. i. During the qualification: 1. only qualifiable industrial processes shall be used to manu facture, control and test syste ms, subsyste ms, and components; 2. the ground qualification ite m shall be identical to the flight qualification ite m; 3. the flight qualification ite m shall be identical to the production ite ms, including manu facturin g and control processes. j. Th er mal analysi s shall be reported in accordance with Annex E . Tests on systems, subsystems and components Overview

4.6.3.2 4.6.3.2.1 D

There are two types of verification by test: A verification th at the material s, compon ents, subsyste ms or syste ms con form to the requirements and specifications derived from the operatin g and syste m require ments. This test includes, for example, incoming inspection, proof tests, integration tests, lot acceptance tests (acceptance). A verification that the materials, component, subsystem or system confor m to the qualification require ments (see 4.3.4.2) and to the qualification envelope. This test in clu des, for exam ple, burst tests and test firin g of th e motor. NOT The verification of qualification envelope requ irements, and E acceptance tests for materials, components, subsystems a nd syste ms, are listed in th e following subclauses: D D F or solid propulsion systems launchers, in 5.8.3.3. for spa cecra ft and

For liquid propulsi on systems for laun chers, in 6.8.3.4.

4.6.3.2.2 a.

P roof pressure or proof spinning test

Proof pressure and proof spi nning tests shall be performed depending on th e perfor med NDI, load assu mption s used for design and applied safet y rules on all pressure vessels and pressurized components and rotating equipm ent, respectivel y. The minimu m factors of safety shall be applied. NOT 1 E NOT 2 E See ECSS - E - 30 P a rt 2A, subclauses 4.6.14 throu gh 4.6.16. - and ECSS --E - 30 P art 3A subclauses 4.7.4.2.7. and 4.7.4.2.8. - The proof pressur e te st and th e proof spinn ing test are u sed to collect evidence of satisfactory work manship and th e quality of materi al.

b.

c.

As proof pressur e tests are major contributors to crack grow th, th e nu mbe r of proof pressur e tests shall be reduced to a mini mu m taking into account th e following rules: 1. Stress corrosion cracking effects (see ECSS -- Q - 70 -- 36 and NASA - MSFC -- SPEC -- 522B) resulting from proof pressur e tests may be neglected if t he total du ration of th ese tests is limited, this li mit being defined on a case-by-case basis. NOT This limit depend s on th e characteristics of th e m ateri als in E contact and mission require ments. 2. A system proof test shall be condu cted at a pressure hi gh er th an th e syste m MEOP. NOT See AIAA S -- 080 - 1998, AIAA S -- 081 -- 1999. E 3. Proof pressure tests for components shall take into account the particular M EOP of the component including transient pressur e pea ks. 4. All welds in lines and fittings shall be proof tested to at le ast 1,5 MEOP and be subject to an additional NDI according to ECSS --E -- 30 - 01A - - subclause 8.1.3, or a safe life analysi s shall be performed according t o ECSS - E -- 30 -- 01A subclause 7.2. NOT 1 E NOT 2 E The proof pressure or proof spi nning testin g may be restricted to component level verification as far as possible.

d.

See also ECSS --E - 30 - 01A subclause 10.3. - - The fluid used for th e proof pressure test shall be compatible with t he structu ral m at erial in the pressu rized hardw are. NOT See E also ECSS --E -- 30 - 02, - - AIAA S -- 080 -- 1998, AIAA S-- 081 -- 1999. ISO/AWI 14623 - 2, -

4.6.3.2.3 a.

Characterization under extreme pressure

It sh all be verified that durin g a bu r st test, the interfaces provide a simila r stress distribu tion in the test speci men to that expected und er operational conditions. NOT C haracterization und er extre me pressure test serves t o E dem onstrate th at the stru cture survives th e extre m e loads. One way to de m on strat e this is the burst pressure test.

b.

The qualification test progra ms shall include a test at burst pressure only for pressure vessels and other pressurized components except for lin es and fittings. NOT As specified in 4.3.5, the burst pressure exceed s t he E M EOP FOS. For FOS, refer to ECSS --E -- 30 P a rt 2 and - P art 3.

c.

The te st may be conducted to one of the following sta tes: 1. up to burst; 2. up to the burst pressure specified in the design.

d. e.

For c.2., the design burst pressure shall be maintain ed for a short time (e.g. at least bu rn t ime). F or safety r easons, 1. the burst test should be perfor med with liquids, 2. fluids shall be use d th at do not pose a hazard to test personnel, and 3. the bur st test shall be com patible with th e stru ctural material in th e pressurized h ardw are. NOT See E also ECSS - E -- 30 -- 02, ISO/AWI AIAA S - 080 -- 1998, AIAA S-- 081 - 1999. If e.1. is not met, justification shall be provided. T esting of bonds 14623 -- 2,

f.

4.6.3.2.4 a.

To get sufficient confidence in th e qu alit y of the bon ds, characterization an d peel tests shall be performed on samples produced at the sa me time and un de r the same conditions as the production ite m. NOT With non -destructive method s, open de-bonds can be E identified, however, the bond quality cannot be establi shed presently usi ng th ese method s.

b.

B onds shall be characterized by establishin g the nor mal tensile and shea r strength s under conditions which are represen tative or equivalent to th e nominal functioning conditions of th e bond (e.g. tensile rate, pressu re, te mp eratu re, and humidity). The stand ard peel test sh all be used to establish and compare the quality of the bonds, and propagation of defects. Leak tightness

c.

4.6.3.2.5 a.

During a leak te st for operational conditions: 1. The test con dition s at the con nection should be representative of t he operating conditions. NOT The operational conditions involve high pressure, hot gas E and defor mation of the stru cture und er load s. It is difficult to reproduce these con ditions during a leak t est. 2. The leak shall verify the correct assembly.

b.

If a.1. is not met, justification shall be provided. Ageing tests

4.6.3.2.6 a.

As the properties of certain m at erials can change due to ageing, ageing te st s shall be perfor med on sensitive material s to establish whether agein g affects the qualification. After the tests specified in a., the agein g properties of the materials sh all be established. In the accelerated agein g tests, vali dated c orrelations betw een ti m e an d te m peratu re shall be used. NOT The duration of th ese tests can be reduced, for instance, by E subjecting the materi als to storage at elevated t e mp e ratures (accelerated ageing t ests).

b. c.

4.6.3.2.7 a. b.

S afety tests

Safety tests shall demonstrate that the product confor ms to nati onal a nd international safet y stand ard s confor ming to 4.2.e. The procurement shall con form to the nation al safet y stand ard s of th e cou ntries wh ere the prod uct is produced, transported or used. Firing test

4.6.3.2.8 a.

W hen defining the firing test conditions, it shall be ta ken into account t h a t these conditions are different from the actual flight (e.g. lack of a cceleration, different external heatin g, orientation of the motor, ambient pressure versu s vacuu m, and mechanical interfaces). NOT During the firing test the functioning of the motor is verified. E As firin g tests are expensive, the nu mber of test s performed is usu ally limited.

b. c. d.

The test con dition s shall be selected such t h at a maxi mu m a mount of infor mation can be extracted from th e te st resu lts. The test conditions should be representati ve of the flight conditions. If c. is not met, justification shall be provided.

4.6.4

Verification by inspection
syste ms shall be verified by

All materials, components, subsyste ms and inspection.

NOT For inspection see ECSS --E -- 10 -- 02A subclause 3.1.5. E - - -

4.7

Production and manufacturing


4.7.1
a.

Elements

A list of critical events and ano mali es durin g th e production shall be established, e.g. te m peratures, ti me, interruption of the production process, pressure. NOT For manu facturing of elements see ECSS --Q - 20B Clauses 7, E - 8 and 10, and ECSS --E -- 30 P a rt 2A subclause 4.8. -

b.

All this in for mation shall be provided in the E IDP.

4.7.2
a. b. c.

T ooling and test equipment

Tooling and test equip ment shall be designed to avoid wrong connections, damage of hard w are, and pollution or conta min ation of th e hard w are.

4.7.3
a.

Marking

Colour coding for visual identification of th e natu r e of the item according t o an agreed stand ard shall be used and the requirements of ECSS --E 30 P a rt 6A, subclause 4.11.5.4 shall a pply. NOT 1 E NOT 2 E For colour coding for visual identification of the n atu re of t he item, GTP S/SPE/1 can be used. For solid rocket motors, this applies to the motor, igniter, initiators and the pyrotechnic transfer lines. For liquid propulsion syste ms, this applies to pyrotechnic igniters, solid propellant gas gen erators and pyrotechnic initiators.

b.

All components and sub-asse mblies shall have an identification marker th a t provides information, including: 1. date of manu facturing, 2. expiration date, 3. manu factu rers na me, 4. type and serial nu m ber, 5. deviation or concession reference nu m ber.

4.7.4
D D

Component manufacturing and assembling

For manu facturing operations refer to the following: ECSS --E -- 30 P a rt 2A subclause 4.8.6. The safet y requirements specified in ECSS - Q -- 20 and ECSS - Q -- 70. NOT For safet y require ments see ECSS --Q -- 40B Clau se 4 and E subclauses 8.3.1 to 8.3.4, and ECSS -- Q -- 70A subclause 2.5. - -

4.8

In-service
4.8.1 General
The in-service requirements cover the period from integration of the propulsion syste m into the launcher or spacecraft up to and including the disposal of t he propulsion system. For safet y, see ECSS --Q -- 40B Clause 6. - For handling and safet y of solid motors, see ECSS --E -- 30 P a rt 6A, subclauses 4.8.5, - 4.9.3 and 4.11.4. NOT As far as handling and safet y are concerned, solid motors are E considered to be pyrotechnics devices.

4.8.2
a.

Operations

Before operations (e.g. at th e t e st site, launch facility), the details of th e procedures to be applied sh all be verified and approved by the facilit y auth orities. The operation procedures shall: 1. take into account the operational limits of the comp on ents, subsystems and systems; 2. respect the limited lifecycle of the system and its compon ents.

b.

c.

The nu m ber of cycles a syste m has undergone and th e nu m ber of cycles cycle-limited components have undergone during ground operations, shall be recorded in the system and component d ocumentation. At the end of any operation, the propulsion syste m sha ll be configured to a safe and operable condition. The operation procedures shall identify any risk to personnel, in stallation s and system. C atastrophic and critical hazards shall be a voided. The transp ortation and handling procedures for the system or subsyste m shall confor m to the system, subsyste m and component r equire ment s. During AIV operations t he proper functioning of t he m easure m ent equip ment shall be verified. The operational procedures shall account for all specific require ments fr o m the plann ed launch agencies (launcher and laun ch site).

d. e. f. g. h. i.

j.

AIV data shall be provided for review purposes. NOT See E CSS E -M--30--01.

4.8.3

Disposal of dangerous products

Disposal of dan gerous material shall be performed according to the applicable local regulations and facility r ules.

4.8.4
4.8.4.1 a.

Propulsion system operability


Verification of the propulsion system operability

M easurements and verification activities to ensure th at th e propulsio n syste m has been properl y integrated into the vehicle shall be defined. NOT Exa mples of such activities include leak tests, electrical E continuity, functioning of critical equip ment.

b. c.

After integration of the propulsion syste m into the vehicle, the defined m e asurements and veri fication activities shall be performed. Any ano maly shall be recorded, investigated and corrected. In-flight operations In-flight measurements

4.8.4.2 4.8.4.2.1 a.

The in -flight measurements to be performed should be identified at an earl y stage of the develop ment (project Phases A and B). NOT This require ment is important because it enables facilitate s E si milar chain s of measu rem ent to be used during ground test s and flight measure ments. Because of ban dwid th a nd costs, in-flight measure ments on operational systems ar e limited.

b.

To en sure th at relia ble m easu re m e nts are obtained th at are comparable t o those of th e ground measu rements, in-flight transducers shall be calibrated and compared to the correspon ding transducers used during ground tests. Si milar chain of measure ments should be available for flight mea su re m e nt s and grou nd measu rem ents. Ballistic phase: thermal control

c.

4.8.4.2.2 a.

It sh all be ensu red th at du rin g the ballistic phases, the tem peratures of t he propulsion system, including propellants, conforms to the propulsion syste m require ments. If requested by th e th er mal anal ysis, a control system shall be implement ed (e.g. thermocouples, heaters, (non-propulsive) venting). NOT 1 E NOT 2 E This is especially important durin g long ballistic pha ses. Ther mal control can be achieved on th e stage level by, for example, special devices, proper orientation or the barbecu e mod e.

b.

c.

Th er mal analysi s shall be reported in accordance with Annex E . Ballistic phase: end of mission phase

4.8.4.2.3

The consequences for the propulsion system of the end-of-mission phase shall be analysed, including: a. b. re-entr y, de-orbiting, or r e-orbiting; puttin g the system into a safe mode.

NOT 1 E

In certain cases, lower stages are return ed by performin g special manoeuvres (induce tu mbling to increase a erodynamic drag) without using the main engines. De-orbiting is performed by manoeu vring the stage and a controlled engine bur n. In the safe mode, the integrity of the spacecraft or stage is ensured so th at de bris is not created.

NOT 2 E NOT 3 E

4.9

Product assurance and safety


4.9.1
a. b.

General

A product assurance and safet y policy shall be enforced for the qualit y, dependabilit y and safet y of the propulsi on syste m. Quality assurance, depend ability assurance and safety shall be taken int o account during the design, develop ment and qualification of the propulsion syste m. As safet y req uire ments can have a very strong influence on the con ceptual design, they shall be ta ken into accoun t at the st ar t of the design process (project Phases A and B). NOT 1 E NOT 2 E For examples of st an d ar d s th at can be applied, see A.2. Safety require ments include, for example, require ments for launch facilities, local and nation al regu lation s, and ECSS --Q -- 40 In view of the criticality of th e laun ch er and spacecraft propulsion, which can be a potential single point failure for a mission, dependability assurance shall conform to an agreed stan d ar d. NOT ECSS -- Q -- 30 can be used for this purpose. E - To assu re the safet y of personnel, facilities and equip ment, the properties of the system, subsystem and components shall be in accordance with the safet y stand ard s conforming to 4.2.e. and national safety regulations. NOT For safety, see ECSS --Q -- 40. E - If th ere is a conflict bet ween safet y stand ard s and nation al safety regulations, the latter sh all be met. C ritical charact eristics of materials, co mpon ents and processes shall be identified. It sh all be veri fied that the critical ch aracteristics of materials, compon ents and processes conform to the system and subsyste m require ments, and t hose derived from the design.

c.

d.

e.

f. g. h.

4.9.2

Quality assurance system

For the propulsi on quality assurance system, see ECSS -- Q -- 20. -

4.10

Deliverables
4.10.1
a. b.

Documentation

The following docu mentation, specific to a propulsi on system, shall be delivered: Detailed description. Docu ments demonstrating conformance to th e requirem ent s: 1. Perfor mance analysis (in accordance with Annex C), 2. Ther mal analysis (in accordance with Annex E), 3. M echanical analysi s,

4. EMC analysis, 5. Function al anal ysis, in cluding tran sients (transient analysis in accordance with Annex I), 6. Nozzle flow analysis (in accordance with Annex G), 7. Test report, 8. Dependability analysis, 9. Safet y anal ysis. c. d. U ser manual (in accordance with Annex J ). Docu ments related to product assurance: 1. FMECA, 2. Product assurance plan, 3. Verification control docu ment (VCD). NOT Table 1 provides a cross-reference between terms used in E this volume to identify project docume nts and t he documen t s requirements definition (DRD) which specifies th e content s of th ese docume nts.

4.10.2

Document Establishment

Specific docu ments and the level of detail presented therein shall conform to th e syste m requirements from the docu ments require me nts list (DRL).

Table 1: Ter m s us ed for p roje ct do c u m e nts a nd t he co rresp o nd ing D R D


Te r m use d in te xt Detailed description Gauging a na lysis Mechanical a nalysis DRD t it le Design definition file Analysis report gauging Fra ct ure control ana lysis Design loads (DL) Dimensional stability analysis (DSA) Fatigue a nalysis Computer aided design model description a nd delivery (CADMDD) Fracture control plan and item s list Material and mechanical part allowables (MMPal) Addendum: Additional propulsion requirement for Material and mechanical part allowables (MMPal) Mathematical model description and delivery (MMDD) Addendum: Additional propulsion requirement for Mathematical model requirements (MMR) and Addendum: Additional propulsion aspects for mathematical model description and delivery (MMDD) Mathematical model require ments (MMR) Addendum: Additional propulsion requirement for Mathematical model requirements (MMR) and Addendum: Additional propulsion aspects for mathematical model description and delivery (MMDD) Modal and dyna mic response analysis (MDRA) Stress and strength analysis (SSA) Structure align ment budget (SAB) Structure buckling (SB) Structure mass su mmary (SMS) Propulsion performance analysis report (AR-P) Addendum: Specific propulsion aspects for material and mechanical part allowables (MMPal) Plume analysis report (AR-Pl) Nozzle and discharge flow analysis report (AR--N) Sloshing analysis report (AR-S) Applicable DRDs in ECSS --E- 30 Part 1 - Addendum: Specific propulsion aspects for t hermal a nalysis Addendum: Specific propulsion aspects for material and mechanical part allowables (MMPal) Addendum: Specific propulsion aspects for material and mechanical part allowables (MMPal) Propulsion transients analysis rep ort (AR- Tr) AIV (Test plan) Test procedure Test rep ort Test specification Verification Control Document Dependability Safety D R D re fer e nc e ECSS --E- 10 P a rt 17 ECSS --Q--70 Annex D ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 Part Part Part Part Part 2 2 2 2 2
1

ECSS --E- 30 Part 2 ECSS --E- 30 Part 2 Annex L ECSS --E- 30 Part 2 Annex M Annex N

ECSS --E- 30 Part 2 Annex M Annex N

Performance an alysis Performance an alysis Plume a nalysis Nozzle flow analysis Sloshing a na lysis Therma l a nalysis

ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 ECSS --E- 30 Annex C Annex L

Part Part Part Part Part

2 2 2 2 2

Annex F Annex G Annex H ECSS --E- 30 Part 1 Annex E Annex L Annex L Annex I ECSS -- E--10--02 ECSS -- E--10--02 ECSS -- E--10--02 ECSS -- E--10--02 ECSS -- E--10--02 ECSS --Q--30 ECSS --Q--40

Mathematical a nalysis Therma l model Transient ana lysis Test docu ment at ion

Verificat ion RAMS

Table 1: Ter m s us ed for p ro je ct d o c u m e nts a n d t h e co rres p o n d in g DRD (continued) (continued)


Te r m us e d in te xt FMECA User man ua l Product assurance pla n
1.

DRD t it le FMECA Propulsion subsystem or system user ma n ua l (UM) Product assurance plan

D R D re fer e nc e ECSS --Q--30--02 Annex J ECSS --Q--00

DRDs ECSS- E - 10 P a rt 17 to be publishe d. - -

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