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Viking (rocket engine)
View on Wikipediafrom Wikipedia
 Viking 5C rocket engine | |
| Country of origin | France |
|---|---|
| First flight | 1979 |
| Last flight | 2003 |
| Designer | Société Européenne de Propulsion (SEP) |
| Predecessor | None |
| Successor | Vikas Vulcain |
| Status | Retired |
| Liquid-fuel engine | |
| Propellant | Dinitrogen tetroxide / UDMH or UH 25 |
| Mixture ratio | 1.7–1.86 |
| Cycle | Gas-generator cycle |
| Pumps | 3 coaxial pumps |
| Configuration | |
| Chamber | Film-cooled, ablative throat insert |
| Nozzle ratio | 10 (Viking 5C) 30.8 (Viking 4B)[1] |
| Performance | |
| Thrust, vacuum | 690–805 kN (155,000–181,000 lbf) |
| Thrust, sea-level | 611–678 kN (137,000–152,000 lbf) |
| Thrust-to-weight ratio | 80–99 |
| Chamber pressure | 5.5 MPa (800 psi) |
| Specific impulse, vacuum | 2.76–2.95 km/s (281–301 s) |
| Specific impulse, sea-level | 2.43–2.79 km/s (248–284 s) |
| Restarts | Unlimited |
| Gimbal range | Fixed, swiveled, and gimbaled versions were made |
| Dimensions | |
| Length | 2.87–3.51 m (9.4–11.5 ft) |
| Diameter | 0.95–1.7 m (3.1–5.6 ft) |
| Used in | |
| Ariane 1 – Ariane 4 | |
| References | |
| References | [2] |
The Viking rocket engines were members of a series of bipropellant engines for the first and second stages of the Ariane 1 through Ariane 4 commercial launch vehicles, using storable, hypergolic propellants: dinitrogen tetroxide and UH 25, a mixture of 75% UDMH and 25% hydrazine[3] (originally UDMH).
The earliest versions, developed in 1965, had a sea-level thrust of about 190 kN. By 1971, the thrust had improved to 540 kN, with resulting engine named Viking 1 and adopted for the Ariane program. The engine first flown on the Ariane 1 rocket in 1979 was Viking 2, with thrust further improved to 611 kN.
The version used on the Ariane 4 first stage, which used a cluster of four, had 667 kN thrust each. The second stage of Ariane used a single Viking. Over 1000 were built, and achieved a high level of reliability from early in the programme.
The 144 Ariane 1 to 4 launchers used a total of 958 Viking engines. Only two engines led to a failure. The first failure (on second Ariane 1 flight 23 May 1980) was due to a chamber combustion instability.[4] The vehicle had lost an attitude control and broke up. Several injector changes were implemented in the aftermath of the failure, and the fuel was changed from UDMH to UH 25.
The second failure was of human origin: a rag had been left in a water coolant pipe during installation, resulting in a loss of thrust and vehicle breakup due to off-centre thrust during launch on 22 February 1990.[5]
Initially, all the engines were tested before being integrated on a launcher. Beginning in 1998, engineers, confident of the reliability of the engine, authorized the use of untested engines on launchers. One engine per year was tested, randomly taken from the assembly workshops.[6] This confidence is very rare in the world of space engines.
An unusual feature of the Viking engines is their water tank and water pump, used to cool the exhaust gasses of the gas generator. The hot exhaust of the gas generator is cooled by water injection to 620 °C before being used to drive the three coaxial pumps (for water, fuel and oxidizer) and to pressurize the fuel tanks. The water was also used as a hydraulic fluid to actuate the valves.[7]
Technical data
[edit]| Viking 2 | Viking 2B | Viking 4 | Viking 4B | Viking 5C | Viking 6 | |
|---|---|---|---|---|---|---|
| Height | 2.87 m | 2.87 m | 3.51 m | 3.51 m | 2.87 m | 2.87 m |
| Diameter | 0.95 m | 0.99 m | 1.70 m | 1.70 m | 0.99 m | 0.99 m |
| Mass | 776 kg[8] | 776 kg[9] | 826 kg | 826 kg | 826 kg | 826 kg |
| Propellant | Dinitrogen tetroxide and UDMH in ratio 1.86:1 | Dinitrogen tetroxide and UH 25 in ratio 1.70:1 | Dinitrogen tetroxide and UDMH in ratio 1.86:1 | Dinitrogen tetroxide and UH 25 in ratio 1.70:1 | Dinitrogen tetroxide and UH 25 in ratio 1.70:1 | Dinitrogen tetroxide and UH 25 in ratio 1.71:1 |
| Propellant consumption | 250 kg/s | ca. 275 kg/s | ca. 275 kg/s | 273 kg/s | 244 kg/s | ca. 275 kg/s |
| Performance of the turbine | 2500 kW, 10,000 rpm | 2500 kW, 10,000 rpm | 2500 kW, 10,000 rpm | 2500 kW, 10,000 rpm | 2500 kW, 10,000 rpm | 2500 kW, 10,000 rpm |
| Vacuum thrust | 690 kN | ? | 713 kN | 805 kN[10] | 758 kN | 750 kN |
| Sea level thrust | 611 kN | 643 kN | - | - | 678 kN | ? |
| Use | Ariane 1 | Ariane 2, 3 | Ariane 1 | Ariane 2 – 4 | Ariane 4 | PAL (Ariane 4 liquid booster) |
See also
[edit]- Karl-Heinz Bringer - designer of Viking and A4 engine
References
[edit]- ^ George Paul Sutton, "History of Liquid Propellant Rocket Engines", p. 798
- ^ News Archive 2009 Viking engine (Archived)
- ^ Souchier, A..Drakkar Ariane 1st stage - The concept and its originality , AA(Societe Europeenne de Propulsion, Vernon, Eure, France) International Astronautical Federation, International Astronautical Congress, 27th, Anaheim, Calif., Oct. 10–16, 1976, 4 p.
- ^ Guy Collins. "Europe in Space", p. 51
- ^ Launch failures: the “Oops!” factor
- ^ Qualification Over Ariane’s Lifetime
- ^ George Paul Sutton, "History of Liquid Propellant Rocket Engines", p. 799
- ^ "Viking 2". Archived from the original on 2015-08-24. Retrieved 2015-08-14.
- ^ "Viking 2B". Archived from the original on 2015-08-24. Retrieved 2015-08-17.
- ^ Martin J. L. Turner, "Rocket and Spacecraft Propulsion: Principles, Practice and New Developments", p.90
External links
[edit]
Wikimedia Commons has media related to Viking (rocket engine).
- [1] Vernon, French manufacturer's history site.
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Viking (rocket engine)
View on Grokipediafrom Grokipedia
Development
Origins
The development of the Viking rocket engine was initiated in 1965 by Société Européenne de Propulsion (SEP), a French aerospace company, as part of the Europa II program under the European Launcher Development Organisation (ELDO). This effort aimed to create a reliable liquid-propellant engine capable of powering orbital launchers, addressing Europe's need for independent access to space amid the challenges of the post-World War II era and the growing international space race. The Europa II configuration sought to build on the Blue Streak first stage, incorporating advanced upper stages to achieve geosynchronous transfer orbits, with SEP tasked to develop a hypergolic bipropellant engine for the second stage to ensure simplicity and storability for operational flexibility.[5][6][7] Early prototypes focused on a gas-generator cycle using storable hypergolic propellants—dinitrogen tetroxide (N₂O₄) as the oxidizer and unsymmetrical dimethylhydrazine (UDMH) as the fuel—to enable rapid ignition without complex pyrotechnic systems, a key advantage for reusable or clustered engine designs. By 1967, these prototypes had achieved a sea-level thrust of approximately 190 kN, demonstrating the feasibility of turbopump-fed operation while overcoming the limitations of prior pressure-fed systems like those in the Diamant launchers. The design emphasized a simple turbopump driven by gases from a dedicated gas generator burning the same propellants, prioritizing reliability for European collaborative projects.[1][6] Key milestones included the first static test firing in 1968 at SEP's Vernon facility, which validated the engine's combustion stability and thrust performance under controlled conditions. Development faced significant challenges in achieving stable combustion within the gas-generator cycle, as the use of storable hypergolics introduced risks of injector instabilities and turbine blade erosion from hot gases, requiring iterative testing to refine propellant mixing and cooling mechanisms. Following the cancellation of the Europa program in 1973 due to repeated launch failures, the engine design—with contributions from partners in Germany, Italy, and elsewhere—was adapted for the newly approved Ariane launcher family under the European Space Agency (ESA), repurposing the technology from a second-stage engine to power both core stages of Europe's first independent heavy-lift vehicle.[5][1][8][3]Evolution of variants
The Viking rocket engine's development progressed through several variants, each tailored to enhance performance for successive Ariane launcher generations while maintaining compatibility with hypergolic propellants. The initial prototype version achieved 540 kN of sea-level thrust by 1971 and underwent extensive ground testing as a precursor to the Ariane program.[9][2] Subsequent iterations focused on thrust augmentation and material upgrades. The version introduced in 1979 for both the first and second stages of Ariane 1 delivered 611 kN of sea-level thrust through improved chamber materials that supported higher chamber pressures, enabling more efficient operation. The uprated version, qualified in 1982 for Ariane 2 and 3, incorporated an optimized injector design and switched to UH25 fuel for better combustion stability, boosting thrust by approximately 9% to around 650 kN at sea level.[10] Later evolutions in the 1980s addressed the demands of Ariane 4's increased performance requirements. The second-stage variant for Ariane 4 achieved approximately 805 kN of vacuum thrust and featured refined gimbaling mechanisms for superior thrust vector control, while the uprated first-stage Viking 5C series reached 678 kN at sea level (752 kN in vacuum).[2][11] These adaptations allowed the engine to power clustered configurations on Ariane 4's core and strap-on stages effectively. By 2003, over 1,000 Viking engines had been produced, with late-stage refinements emphasizing cost reduction through streamlined manufacturing and reliability enhancements.[12] This evolution underscored the engine's adaptability, contributing to the Ariane program's commercial success over more than two decades.[13]Design
Propellants and cycle
The Viking rocket engine utilizes hypergolic, storable liquid propellants consisting of dinitrogen tetroxide (N₂O₄) as the oxidizer and UH 25—a mixture of 75% unsymmetrical dimethylhydrazine (UDMH) and 25% hydrazine hydrate—as the fuel, with an oxidizer-to-fuel mixture ratio of 1.70 by mass.[2] This combination enables spontaneous ignition upon contact, facilitating reliable, instant engine start without the need for pyrotechnic igniters or complex ignition systems.[14] The propellants' storability at ambient temperatures supports long-term vehicle readiness and simplifies ground operations compared to cryogenic alternatives.[15] The engine operates on an open gas-generator cycle, where a small portion of the propellants is diverted to a separate gas generator chamber, combusted to produce high-pressure gases that drive the turbopumps, and then exhausted overboard as low-energy byproducts.[15] The remaining full propellant flow is directed to the main combustion chamber for efficient thrust generation, balancing high performance with mechanical simplicity relative to more complex staged combustion cycles.[16] The combustion process in the main chamber involves the hypergolic reaction of the propellants at a chamber pressure of 55–58 bar, producing high-temperature gases that are managed through fuel film cooling along the chamber walls to control heat flux.[11][2] This approach leverages the fuel's cooling properties while maintaining structural integrity during operation.[17] The cycle's design emphasizes reliability and ease of development, contributing to the engine's widespread use in Ariane launchers.[14]Components and features
The Viking rocket engine incorporates a single-shaft turbopump assembly in which the oxidizer and fuel pumps are mounted on a common shaft and powered by a gas generator cycle, operating at 10,000 rpm with 2,500 kW power.[2][18] The coaxial injector is designed to promote uniform propellant mixing and stable combustion. The engine's cooling system utilizes film cooling with fuel transpiration ("sweat cooling") injected uniformly along the internal surfaces of the combustion chamber, combined with a carbon-phenolic ablative material for the nozzle throat and extension to resist erosion and manage heat.[4][17] For attitude control, the engine employs a gimbal mounting system, enabling thrust vectoring in first-stage configurations with multiple engines.[2] The hypergolic propellants allow for unlimited restarts without ignition aids, supporting operational flexibility with burn durations up to 209 seconds.[2] Key materials include a nickel alloy for the combustion chamber to withstand high temperatures and pressures, paired with a carbon-phenolic ablative material for the nozzle extension; the engine's total dry mass is 776–826 kg depending on variant.[11][2]Applications
Integration in Ariane vehicles
The Viking engine was first integrated into the Ariane 1 launcher, operational from 1979 to 1986, where four Viking 5 engines powered the first stage, delivering a total sea-level thrust of 2,720 kN, while a single Viking 4 engine propelled the second stage with 798 kN of thrust. This configuration utilized the engines' gimbaling for pitch and yaw control on the first stage, with the overall staging design optimized for the vehicle's 47.4 m height and 210 t launch mass. Subsequent upgrades in the Ariane 2 and 3 vehicles during the 1980s incorporated refined Viking variants, including the Viking 5A for enhanced first-stage performance and the Viking 4 for the second stage, alongside interstage adaptations to accommodate larger payload fairings and improved structural interfaces between stages.[13] These modifications ensured compatibility with evolving mission requirements, such as increased geostationary transfer orbit capacities, while maintaining the bipropellant feed systems' reliability across the clustered first-stage setup. The Ariane 4, launched from 1988 to 2003, represented the pinnacle of Viking integration, employing four Viking 5C engines on the L220 first-stage booster—a 3.8 m diameter core stage that provided 2,712 kN of sea-level thrust—along with a single Viking 4B on the second stage for certain configurations.[19] The engines in the first-stage cluster were fixed at a 3.8-degree cant angle to enable roll control through differential thrust, eliminating the need for additional attitude thrusters and simplifying the propulsion bay layout.[2] Engineering adaptations for Viking integration across the Ariane family included independent propellant feed lines for each engine in multi-engine clusters, sourced from shared NTO/UDMH tanks, and compatibility with CNES/Arianespace ground support equipment for automated fueling, pressurization, and pre-launch health checks.[13] These features, such as in-vacuum filling procedures to mitigate regulator issues, supported seamless vehicle assembly and checkout at the Guiana Space Centre.[13] The Viking engine was retired following the final Ariane 4 launch in 2003, giving way to the Ariane 5's Vulcain cryogenic engine for the core stage and solid-propellant strap-on boosters for enhanced thrust, marking a shift toward higher-performance propulsion architectures.[20]Launch history and reliability
The Viking engines powered the first and, in some variants, second stages of the Ariane 1 through 4 launch vehicles, enabling a total of 144 launches from 1979 to 2003.[21] Across these missions, 720 Viking engines were utilized, demonstrating exceptional reliability with only two engine-related failures, yielding a 98.6% success rate for the launches.[21] This operational record underscored the engine's maturity, supporting over 180 satellite and probe deployments that established Europe's autonomous access to space. The first notable incident occurred during Ariane 1 Flight 2 on May 23, 1980, when combustion instability in one of the first-stage Viking engines caused the vehicle to disintegrate approximately 112 seconds after liftoff.[22] Analysis revealed that wear in the injector plate had allowed propellant streams to impinge on the combustion chamber wall, leading to catastrophic failure.[22] In response, the injector was redesigned with modified geometry to prevent such impingement and enhance stability.[22] The second failure took place on Ariane 4 Flight V36 on February 22, 1990, attributed to a decrease in thrust from engine D in the first stage due to a cloth fragment clogging the water coolant line in the gas-generator turbine. This human error during pre-launch rework resulted in overheating and loss of the mission. The Viking's proven performance influenced subsequent propulsion technologies, notably serving as the basis for India's Vikas engine through collaborative technology transfer with France, which powers ISRO's GSLV and other vehicles.[23]Specifications
General characteristics
The Viking engine family, developed for the Ariane launchers, has baseline physical dimensions of 2.87 m in height and 0.95 m in diameter for the main body, with a nozzle expansion ratio of 11:1. Lengths vary slightly across variants, reaching up to 3.51 m for upper-stage configurations with extended nozzles.[11] The dry mass is 776 kg for the standard Viking 5 configuration. The design incorporates a modular architecture, enabling separation of key sections including the turbopump assembly, combustion chamber, and nozzle for streamlined maintenance and assembly processes.[3] The engine is engineered for operation across sea-level and vacuum environments, supporting diverse stage roles in the Ariane family. Thrust vector control is implemented using hydraulic gimbal actuators, allowing ±6.5° deflection for steering.[24]Performance
The Viking rocket engine's performance evolved through its variants to meet the demands of Ariane launchers, with key metrics centered on thrust output, propulsive efficiency, and combustion conditions. Early versions like the Viking 2 delivered sea-level thrust of approximately 620 kN and vacuum thrust of 700 kN, while later iterations such as the Viking 5C achieved 678 kN at sea level and 752 kN in vacuum. These improvements stemmed from optimizations in nozzle design and propellant management, enabling higher overall vehicle performance without altering the core gas-generator cycle.[16][11] Specific impulse, a measure of propulsive efficiency, stood at 248 seconds at sea level and 281 seconds in vacuum for baseline models, rising slightly to 249 seconds sea-level and 278 seconds vacuum in the Viking 5C variant used on Ariane 4. This performance reflects the engine's open-cycle architecture, where gas-generator losses—primarily from diverting propellants to drive turbopumps—resulted in an overall efficiency of about 85% relative to theoretical maxima for the N2O4/UDMH propellant combination. Propellant flow rates typically reached around 278 kg/s combined for optimized variants, supporting sustained operation.[16] Combustion chamber parameters were tuned for reliable high-energy operation, with pressure maintained at 55-59 bar across variants to balance thrust and structural integrity. Chamber temperatures reached approximately 3,000 K, driven by the oxidizer-to-fuel mixture ratio of 1.7:1 in later models using UH25 hydrazine derivative fuel. The thrust-to-weight ratio improved to 91-93 in baseline and advanced configurations, contributing to the engine's compact integration in clustered setups. Burn durations varied by application, typically 142–209 seconds depending on the stage.[11][2]| Variant | Sea-Level Thrust (kN) | Vacuum Thrust (kN) | Specific Impulse Sea-Level (s) | Specific Impulse Vacuum (s) | Chamber Pressure (bar) |
|---|---|---|---|---|---|
| Viking 2 | ~620 | ~700 | 248 | 281 | 55 |
| Viking 5C | 678 | 752 | 249 | 278 | 59 |