Acta Astronautica 55 (2004) 409 420

www.elsevier.com/locate/actaastro

Advanced ceramic matrix composite materials for current

and future propulsion technology applications
S. Schmidta; , S. Beyera , H. Knabeb , H. Immicha , R. Meistringc , A. Gesslerc
a EADS-Space

Transportation, Munich, Germany

Dornier Research and Technology, Friedrichshafen, Germany
c EADS Corporate Research Centre, Munich, Germany

b EADS

Abstract
Current rocket engines, due to their method of construction, the materials used and the extreme loads to which they are
subjected, feature a limited number of load cycles.
Various technology programmes in Europe are concerned, besides developing reliable and rugged, low cost, throwaway
equipment, with preparing for future reusable propulsion technologies. One of the key roles for realizing reusable engine
components is the use of modern and innovative materials. One of the key technologies which concern various engine
manufacturers worldwide is the development of 3bre-reinforced ceramicsceramic matrix composites. The advantages for
the developers are obviousthe low speci3c weight, the high speci3c strength over a large temperature range, and their great
damage tolerance compared to monolithic ceramics make this material class extremely interesting as a construction material.
Over the past years, the Astrium company (formerly DASA) has, together with various partners, worked intensively on
developing components for hypersonic engines and liquid rocket propulsion systems. In the year 2000, various hot-3ring
tests with subscale (scale 1:5) and full-scale nozzle extensions were conducted. In this year, a further decisive milestone was
achieved in the sector of small thrusters, and long-term tests served to demonstrate the extraordinary stability of the C/SiC
material.
Besides developing and testing radiation-cooled nozzle components and small-thruster combustion chambers, Astrium
worked on the preliminary development of actively cooled structures for future reusable propulsion systems. In order to
get one step nearer to this objective, the development of a new 3bre composite was commenced within the framework of
a regionally sponsored programme. The objective here is to create multidirectional (3D) textile structures combined with a
cost-e;ective in3ltration process. Besides material and process development, the project also encompasses the development of
special metal/ceramic and ceramic/ceramic joining techniques as well as studying and verifying non destructive investigation
processes for the purpose of testing components.
c 2004 Published by Elsevier Ltd.


1. Introduction
Within the scope of the national technology programme ASTRA, work is being carried out on two

Corresponding author.

c 2004 Published by Elsevier Ltd.

0094-5765/$ - see front matter

doi:10.1016/j.actaastro.2004.05.052

di;erent propulsion concepts, the advanced development of reliable throwaway items paying special
attention to the main aspect of low cost, and preparation for future reusable propulsion technologies for
multiple use (3050 launches). Apart from cutting
manufacturing times and costs for throwaway items
for commercial launcher propulsion systems, one of

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S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

Fig. 1. Ratio of strength to weight as a function of temperature [1].

the main challenges comprises implementing a high

thrust-to-mass ratio, i.e. high thrust (performance)
with a low engine masskN/kg; this applies to
throwaway items as well as to future propulsion systems. In particular, against the backdrop of reusable
propulsion system components, modern and eIcient
materials for realizing new construction concepts will
play a decisive role.
Since the early 1990s, the Astrium company has
been working on a pacesetting key technology,
namely ceramic matrix composites (CMCs). An interesting representative of the group of CMCs comprises carbon3bre-reinforced silicon carbide (C/SiC),
which is made using the liquid polymer in3ltration
(LPI) Process. Fig. 1 illustrate the excellent ratio of
strength to weight, in particular at high temperatures,
compared to currently utilized metal materials, is
just one special feature that makes it attractive as a
construction material [1].
In the sector of space propulsion systems, to date
ceramic 3bre composites have been used primarily
for radiation-cooled nozzle extensions and combustion
chambers for small thrusters; the advantage here lies
in the low speci3c weight (lightweight construction),
dispensing with active cooling and at the same time
high service temperatures.
To date, the high temperature, lightweight material has become an established material in particular
for nozzle extensions. Currently, commercial carbon/carbon nozzles, manufactured by Snecma in
France, are being used for the upper-stage engine

RL10, built by Pratt & Whitney, for the American

launcher Delta III.
System studies undertaken at Astrium as well as
structural and thermal analyses promise, thanks to the
use of CMCs in thrust chambers of liquid-propellant
rocket engines, substantial advantages compared
to metal materials, which are currently utilized for
most launcher propulsion systems for the cooled
combustion-chamber structures and nozzle extensions.
The main advantages comprise on the one hand the
possible weight reduction and on the other hand the
high resistance to thermoshocks as well as the stability
to chemical attack versus the liquid propellants used.
A further signi3cant advantage is the high creep resistance and the extraordinary resistance to high temperatures compared to metal materials. However, the
multiaxis states of stress occurring in actively cooled
thrust chambers necessitate a 3bre composite that features suIcient shear strength in as many directions
as possible, i.e. isotropic behaviour. The currently
available 2-directional 3bre composites would probably only have a very limited lifetime. For this reason,
some years ago the development of a new material
system and manufacturing process, respectively, was
commenced, with the objective of combining multidirectional (3D) textile structures with a cost-e;ective
in3ltration method. Besides material and process
development, the focus is on the development of
metal/ceramic joining techniques, engine analyses and
concepts as well as the veri3cation of non-destructive
test methods.
Due to the above advantages inherent in ceramic
3bre composites, currently engine manufacturers and
research institutes are stepping up their activities
geared towards the use of ceramics in rocket-engine
thrust-chamber components. In view of the extreme
thermomechanical loads in the combustion chamber
of liquid-propellant rocket engines, previous developments concentrated above all on the use of ceramic
3bre composites in the less thermally loaded nozzle extensions [1]. At Astrium, nozzle extensions
have been developed to date made of C/SiC for the
upper-stage engine AESTUS and successfully tested
on the altitude test bench P4.1 at DLR in Lampoldshausen. A subscale nozzle on the scale of 1:5 for the
Ariane 5 main engine Vulcain was made of C/SiC and
also successfully tested on the research test bench P8
at DLR in Lampoldshausen at combustion-chamber

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411

Fig. 3. 5-axis winding machines.

Fig. 2. CMC production by in3ltration and pyrolysis of polymers.

pressures of up to 80 bars. Further, very successful test campaigns with radiation-cooled combustion
chambers were carried out in the small-thruster sector, whereby the material was able to demonstrate its
long-term stability and high chemical compatibility
versus the propellants and combustion products.
2. Manufacturing, process technique and non
destructive investigation (NDI) methods
2.1. LPI-process
The C/SiC is made as shown in Fig. 2 via the polymer route. The coated C-3bre bundle is impregnated
with a powder-3lled polymer and laminated to form
prepregs. Analogously to the manufacturing technique
for 3bre-reinforced plastics, the structure is laminated,
compacted in an autoclave and cross linked, and then
pyrolized without pressure and without moulding
tools at temperatures of 13001900 K in inert gas.
For further compacting (depending on the desired
porosity), re-impregnation is e;ected with a suitable
polymer followed by pyrolysis. The component may
then be coated optionally with an protection layer.
Thanks to the consistent advanced development
of the LPI Route over the past years, using a
new rein3ltration polymer permitted reducing the
re-impregnation cycles by 50% while retaining the
same mechanical strength characteristics. Consequently, it was possible to cut the production costs, in
particular for large-scale structures, by approx. 25%.

2.2. Production capabilities

Based on the current production by EADS in
Friedrichshafen of carbon 3bre reinforced plastics
(CFRP) for the protective payload fairing of Ariane 5
(Speldra and Syldra), liquid-polymer in3ltration was
developed by DaimlerChrysler Research for, amongst
other things, space components, hot structures, and
re-entry technologies.
In order to build axisymmetric components such
as nozzle extensions, combustion chambers, etc.,
two 5-axis winding machines with dimensions
3200 10; 000 mm2 and 2000 5000 mm2 (Fig. 3)
as well as two 4-axis winding machines with dimensions 500=800 5000 mm2 and 200=800 2000 mm2
are available, in particular for 3D components.
For the autoclave hardening of the components in
order to provide them with the so-called green body,
various autoclaves are available for smaller components (1000 3000 mm2 ) as well as for large-space
structures (3500 8500 mm2 ) in the Friedrichshafen
production centre (Fig. 4).
For high-temperature treatment, two pyrolysis
furnaces for component sizes of up to 2:5 m in diameter and 3 m in height are available (the Munich-based
ECM company).
2.3. NDI methods
In view of, compared to metals, signi3cantly
anisotropic ceramic composite structure, the nondestructive testing of C/SiC components already

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S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

Fig. 5. Testing various specimen plates by means of thermography

and CT.
Fig. 4. Autoclave hardening of huge space structures.

during production is a decisive criterion as regards the

lifetime and reliability of highly stressed components.
In particular defect interpretation and the correlation of the various methods are not yet completely
understood. Currently, at Astrium diverse standard
procedures for the non-destructive testing of C/SiC
components, such as thermography, X-ray technology
and ultrasonic technology, are in use. With the aid of
the NDI methods, possible production defects such
as delaminations, pores, and cavities, etc. as well as
component conditions before and after testing are to
be detected. In order to improve the prediction potential and minimize risks, a comprehensive investigation
programme was launched a short while ago at Astrium. The focus and objective of such investigation
is to prepare a so-called defect catalogue which is to
serve as a reference for the application of the di;erent methods. Besides the above-mentioned standard
procedures, alternative methods such as computer
and neutron tomography were studied. With respect
to the later quali3cation of the individual methods,
3rst of all various C/SiC specimen plates with de3ned, built-in defects at di;erent depth positions and
with di;erent production statuses were made and
then tested applying the NDI methods thermography,
ultrasonic testing and computer tomography (CT).
Fig. 5 shows as an example the test result of two
di;erent plates measured on the one hand using thermography (left-hand image) and CT (right-hand image). In the thermography image (left-hand image),
the di;ering depth position of the arti3cial defects is
also clearly to be seen. A decisive advantage of the

CT measurement lies here in the exact localization,

in particular the visualization of the depth position
of the defect, as well as in the simple estimation of
the size of the defect in all three spatial directions by
means of the reconstructed images.
2.3.1. Impulse thermography
A mobile and proven method for determining component qualities is impulse thermography, which has
already been very successfully tried and tested in the
development of nozzles and combustion chambers. In
the case of impulse thermography, the component remains stationary, and the surface of the component to
be tested is warmed very homogeneously with special Oashbulb heat in the milli- to microsecond range
by some few degrees. If no di;erences in material or
structural damage such as, for instance, delaminations,
occur, this thermal impulse penetrates uniformly into
the material. If, for instance, there are delaminations or
other defects in the composite material, at this spot the
thermal conductivity is disturbed and visualized via a
special software by means of di;ering colour codings.
2.3.2. Computer tomography
CT makes it possible to visualize the interior structure of objects non-destructively and without contact.
By applying the latest technologies and faster algorithms, a spatial resolution of up to 1
m and less
is achieved. As, for instance, the C/SiC combustion
chambers represent 3D axisymmetric bodies, the industrial 3D CT method is extremely advantageous.
The system permits detecting changes in density as
well as defects, together with a characterization with

S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

Fig. 6. Measurement principle of 3D CT.

respect to their type, geometry and position in the component. It is therefore possible to visualize material
defects in the component volume, to e;ect local resolution and hence to make a comprehensive statement
as regards quality. In addition, a dimensional measurement, i.e. a complete, quantitative coverage of the contour, can be e;ected. Downstream data processing can
thus serve to determine wall thicknesses and represent
nominal-actual contour comparisons. Fig. 6 illustrates
this principle. Through the continuous advanced development of the industrial CT systems, in particular
of the detectors, components that are 800 800 mm2
in size can be tested.

3. Development and test of CMC components

3.1. Vulcain subscale nozzle extension
Within the framework of the TEKAN and ASTRA
Programme, two Vulcain subscale nozzles on the scale
of 1:5 and with an area ratio of  = 545 were designed, made using the LPI technique and subjected
to hot-3ring testing on the Astrium test bench F3
(Ottobrunn) as well as on the DLR test bench P8.
The development and test objectives of the C/SiC
nozzle extension were:
To study the compatibility and function of oxidation/erosion protection coatings for di;erent mixture ratios (O=F = 58).
Investigation into nozzle Oow, Oow separation
(transient, steady).
Comparison with Vulcain (full-scale) lateral
loads/separation data.

413

Upgrading/verifying of design tools (heat transition,

separation, side load).
Quali3cation of measurement technology (pressure
sensors at wall).
Investigation into material behaviour under extreme
thermalmechanical conditions.
Manufacturing of complex contours with adapted
sti;ener rings for buckling loads.
Demonstration and veri3cation of the metallic/
ceramic joining technique.
3.1.1. Manufacturing and design
Based on the thermal and structure-mechanical
analyses, two Vulcain scaled nozzles were made applying the LPI method. The required 3bre angle and
the wall-thickness progression of the nozzle component were set via the winding technique so as to be
tailor made. Due to the side loads calculated, special
sti;ener elements were necessary in order to prevent buckling of the nozzle. By laminating on ring
elements and subsequent ageing and pyrolysis, an
integral positive compound between nozzle and sti;ening element was generated. For manufacturing the
two nozzles, a newly developed polymer system was
used which permitted reducing the manufacturing
time by approx. 30% compared to the old polymer.
Both nozzles were coated for the hot-3ring tests with
a CVD-SiC layer. One of the challenges involved the
interface design between ceramic nozzle and metal
combustion chamber. In particular the high temperatures occurring at the interface in the case of an area
ratio of 5 represented a particular challenge. Thanks
to an angular Oange design, the use of Oexible hightemperature seals and special clamping rings, the
problem could be solved. Fig. 7 shows the two coated
C/SiC nozzle extensions.
3.1.2. Hot-4ring tests
The Vulcain subscale nozzle extension was tested
in two test sequences, one with a maximum chamber pressure of pc = 40 bars, and a second test sequence which comprised one single load point, with
pc =80 bars and O=F =6, for the entire test duration of
32 s, which was suIcient to have full-Oowing conditions in the nozzle extension installed. The 40-bar load
case was specially performed to visualize the transition process from free to restricted shock separation,

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Fig. 9. Vulcain subscale nozzle during 40 bar hot-3ring test (F3).

Fig. 7. Vulcain subscale C/SiC nozzle extensions (1:5).

Fig. 10. Vulcain subscale nozzle on DLR test bench P8.

Fig. 8. Vulcain subscale nozzle on test bench F3 in Ottobrunn.

which is typical of parabolic rocket nozzles, i.e. the

Vulcain or SSME type. Figs. 8 and 9 show the nozzle extensions on test bench F4 and during the 40-bar
hot-3ring test.
During the F3 hot-3ring test (40 bars), particularly
in the transition range from free to restricted shock
separation, temperatures of up to 2300 K were measured on the hot-gas side by means of thermography. In addition to the high wall temperatures, large
thermal gradients occurred, especially in the sector
of the sti;ening elements. Temperature measurements
yielded gradients of up to 650 K. Fig. 10 illustrates the
high combustion-chamber pressure test with pc = 80
bars at H0 + 10 s. The exhaust plume with the typical

cap-shock pattern is clearly visible. Additionally, the

thermographical imaging lens system is shown, pointing nearly perpendicularly to the outer surface of the
nozzle. The nozzle extension withstood the transition
process without structural damage.
3.2. Summary
Design challenge involving ceramic subscale
nozzle for 3rst- or booster-stage application successfully demonstrated:
Side-load case during transient start-up and
shut-down.
Maximum buckling load case due to integral pressure di;erence between inner and outer nozzle wall
with strongly overexpanded core Oow.

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415

Function of metallic/ceramic joining technique

under real conditions.
Manufacturing of tailor-made ceramic structures
with adapted sti;eners based on thermal and structural calculations.
C/SiC material withstood high wall temperatures
( 2300 K) and thermal gradients, especially for
highest heat Oux measured with restricted shock
separation.
Test results show excellent scalability of Oow
phenomena to full scale, e.g.
transition from free to restricted shock separation.
plume pattern for overexpanded core Oow operation, cap-shock pattern and Mach disk.
To the best of our knowledge, world record test with
ceramic nozzle extension, with regard to combustion chamber pressure and operational load case.
Knowledge gained at Astrium in designing, manufacturing and testing of ceramic subscale Vulcain
nozzle can be applied directly to nozzle design for
further 3rst- or booster-stage nozzles, e.g. SSME
type.
Flow features, i.e. free and restricted shock separation, for SSME are identical to Vulcain, due to
parabolic nozzle contours.
Dimensioning load cases for SSME-type ceramic nozzle are identical with successfully tested
Vulcain-type ceramic nozzle.
3.3. Aestus nozzle extension
In 1998, development work on the C/SiC extension
nozzle commenced, the objective being to demonstrate
the basic feasibility of making full-scale components
by means of the LPI Process. A main focus was the
design (FEM, thermal) of 3bre composite structures
taking into consideration the loads (vibration, etc.)
occurring in the case of Ariane 5. Further development
and test objectives were:
Preparation of future developments in the area of
liquid propulsion.
Veri3cation of interface designjoining technique
between ceramic nozzle and metal combustion
chamber.
Optimization of the design tools (FEM and thermal).

Fig. 11. Section drawing of Aestus engine with C/SiC nozzle.

Comparison between Aestus test results and standard construction (metal nozzle).
Veri3cation of reproducibility with respect to the
manufacture of complex large-scale structures
made of C/SiC applying the LPI process.
Optimization of the process route by using newly
developed polymer systems.
Implementation of a material characterization programme to determine material characteristics (creep
tests, ILS, thermal conductivity) of the original
nozzle laminate.
Fig. 11 shows a section drawing of Aeatus engine
with C/SiC nozzle extension.
3.3.1. Manufacturing and design
The leap from subscale to large structures such as
the Aestus nozzle represented a particular problem.
Especially the process-induced component shrinkage
occurring during manufacture and as a function of the
3bre orientation had to be solved during production
development with a special emphasis on adherence to
the geometrical tolerances.
Based on the FEM and thermal analyses, the required 3bre angle and the wall-thickness progression
of the Aestus nozzle were set via the winding technique, as for the Vulcain subscale nozzle. Thanks to

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S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

Fig. 13. Prepreg manufacture (on the left) and laminated sti;ening
ring (on the right).
Fig. 12. Production of the Aestus nozzle structure by means of
the winding technique at the Friedrichshafen Production Centre.

this tailor-made composite layup, the nozzle contour

could be made so as to be near net shape as well as
weight-optimized. Fig. 12 illustrates how the 3bres
are laid up by means of the winding technique at the
Friedrichshafen Production Centre.
The loads occurring on launching the Ariane necessitate providing a sti;ening ring at the end of the
nozzle. In contrast to the nozzle structure, the sti;ening ring was made by means of the prepreg technique.
Fig. 13 shows prepreg manufacture on the left-hand
side, on the right-hand side the sti;ening ring is shown
on the layup tool. The ring and nozzle were joined
subsequently.
Since development was launched, altogether 5 nozzle hardware units have been made applying the LPI
process. Thanks to continuous optimization of the pro-

duction and process techniques, production time was

cut by approx. 30%. The 3rst hot-3ring test took place
in the year 2000.
3.3.2. Hot-4ring test
Within the framework of the test programme,
funded in-house, the structural integrity of and the
thermal load on the C/SiC nozzle extension were veri3ed in a sine-load vibration and vacuum hot-3ring
test. The test was performed on the DLRs P4.2 test
facility in Lampoldshausen in the year 2000.
The scheduled and realized test time amounted to
150 s at a combustion-chamber pressure of 11 bars
and with a mixture ratio [O=F] of 2.05. Fig. 14 shows
on the left-hand side the integrated ceramic nozzle on
the P4.2 and on the right-hand side during the vacuum
test.

S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

417

Fig. 14. Ceramic nozzle on test bench 4.2 (left-hand side) and
during the vacuum hot-3ring test.

3.3.3. Summary
The use of nozzle extensions made of C/SiC for
upper-stage engines was successfully demonstrated
with respect to:
Mechanical loads during the transient start-up and
shut-down phase.
Manner of functioning of the metal/ceramic interface.
Manufacture of a tailor-made ceramic structure with
adapted sti;ening ring.
Design, manufacture and hot-3ring test of full-scale
nozzle components.
Weight reduction (60% compared to metal nozzle).
Fig. 15. 400 N engine (Oight version).

3.4. 400 N combustion chamber

Combustion chambers for apogee- and attitude-control
engines for satellites are currently made of refractory
heavy metals such as rhenium, iridium and platinum. Due to the high stability to chemical attack
and high service temperature of up to 1850 K, the
refractory metals are used as the material for combustion chambers. Besides high material and manufacturing costs as well as the substantial use of
raw materials, heavy metals exhibit a high density,
amounting to more than 21 g=cm2 . Fig. 15 depicts the
current 400 N engine (Oight version).
The potential o;ered by CMCs as a structural material for small thrusters lies among other things in the
clearly lower manufacturing costs compared to metal

construction. Further advantages comprise:

Simpli3cation of the construction method by reducing the individual components (single-piece construction), hence reduced test e;ort.
Increase in the permissible wall temperatures of currently 19002200 K (with suitable layer system),
hence increase in speci3c impulse (performance).
Reduction of engine mass of 3050%.
In order to study the use of 3bre-composite ceramics
for small thrusters, in 1998 the 3rst hot-3ring tests
were carried out at sea level with di;erent C/SiC
combustion chambers. The propellant compatibility (MMH=N2 O4 ), diverse clamping concepts, and

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S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

Fig. 16. C/SiC combustion chamber on the P1.5 and during the
hot-3ring test.

Fig. 18. Modi3ed C/SiC combustion chamber during the hot-3ring

test.

Fig. 17. Modi3ed C/SiC combustion chambers coated with di;erent

layers.

investigating di;ering layer systems with regard to

long-term deployment, comprised the main areas of
e;ort. The accumulated test time amounted to 3200 s
at a combustion-chamber pressure of 10 bars. By
varying the mixture ratio [O=F] in the range between
1.64 and 1.92, maximum wall temperatures of up
to 1700 C were determined. Fig. 16 illustrates the
C/SiC combustion chamber on test bench P1.5 in
Lampoldshausen.
In this year, further hot-3ring tests with modi3ed
and optimized combustion chambers (Fig. 17) as well

as newly developed layer systems were carried out.

The main objective of the material and component
tests was to verify the long-term behaviour ( 1 h)
and to 3nd out the maximum permissible component
temperatures. The test time amounted to 5700 s at a
combustion-chamber pressure of 11 bars.
Fig. 18 shows the combustion chamber during the
hot-3ring test.
The hot-3ring tests conducted since 1998 with
coated combustion chambers made of C/SiC yielded
important insights into the application potential of
CMCs for small thrusters. The feasibility together
with the positive e;ects on engine performance were
veri3ed.
3.5. Further developments
In the course of developing cost-e;ective manufacturing methods for structural components made
of 3bre composites, in recent years various textile

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419

Fig. 19. 3D braiding facility EADS Research Ottobrunn.

production methods for processing carbon 3bres

have been developed further and innovative machine
concepts elaborated for making special semi3nished
products. New braiding techniques o;er extremely
productive methods for making contoured 3bre preforms such as combustion chambers or nozzles.
Thus the 3D braiding technique o;ers quite a few
advantages. 3D braided pro3les can be varied in shape
and cross section and are characterized by high structural integrity and tolerance, as the braiding threads
can be led laterally through the component wall, thus
representing a reinforcement in thickness direction.
Thanks to using sewing threads made of carbon 3bre,
cost e;ective, tailor-made 3D reinforcements for tensile and shear loads can be created. The actual innovation with this material development is the combination of an extremely cost-e;ective in3ltration method
with the textile technique for making multidirectional
3bre-composite ceramics. Within the scope of a regionally sponsored development programme, intensive work is being carried out, in addition to material
and process development, on metal/ceramic joining
techniques based on the active soldering method and
electroplating. Fig. 19 shows the 3D braiding facility
at EADS Research (Ottobrunn) and Fig. 20 depicts
the robot-assisted stiching machine.
In frame of a common development program
of MBDA-France, EADS ST France, EADS ST
Germany and EADS Common Research Center Germany, fuel cooled combustion chamber structures
for hypersonic Dual-Mode Ramjets (PTAH-SOCAR

Fig. 20. Robot stitching machine.

technology) become manufactured by a combination of textile techniques of EADS-ST France

(AEROTISSJ material) and the above mentioned
low-cost LSI process.
4. Summary
New, innovative approaches must be followed in
the area of material development in order to additionally create, besides the customary one-way engine
components, reusable propulsion technologies for the
future. In this context, using 3bre-reinforced ceramics,
in particular C/SiC ceramics, is becoming increasingly
obviousthanks to their outstanding thermophysical
and mechanical characteristicsas being the optimal
solution.
Within the framework of hot-3ring testing, funded
in-house, C/SiC nozzle extensions for upper- and
lower-stage engines as well as C/SiC combustion
chambers for small thrusters (400 N) were designed,
manufactured and successfully subjected to hot-3ring
testing.
The components were manufactured corresponding
to the laminating technique from CFRP technology

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S. Schmidt et al. / Acta Astronautica 55 (2004) 409 420

applying the so-called Liquid Polymer In3ltration process. In order to determine the speci3c characteristics
and to monitor the quality, various destructive as well
as non-destructive test measures were carried out.
In hot-3ring tests, the performance together with the
long-term loadability of the diverse components were
analysed. For instance, temperatures of up to 2300 K
and thermal gradients in the component of up to 650 K
were detected for the Vulcain subscale nozzle (original contour on the scale of 1:5) in two test series
various conditions, such as an internal chamber pressure of 40 and 80 bars. This served to verify the feasibility of complex nozzle components made using the
LPI Route.
For the upper-stage engine AESTUS with a
3bre-reinforced ceramic nozzle of the original size,
the high damage tolerance as well as the resistance
of the component to elevated temperatures were
demonstrated successfully in a combined 150-s-long
hot-3ring test in a vacuum with an internal chamber
pressure of 11 bars.
In order to obtain statements about deployment
as a material for combustion chambers in addition
to the usability of 3bre-reinforced ceramics in the
nozzle-extension sector, various hot-3ring test campaigns to determine temperature limits and long-term
behaviour with given operating parameters were performed following the manufacture of small 400 N
ceramic thrusters.

Since the start of development, test times of 8900 s

(approx. 2:5 h) at wall temperatures of up to 2000 K
and combustion-chamber pressures of 1011 bars
were reached within the scope of various test campaigns. With regard to advanced combustion chambers, the structural integrity was proven even in the
case of the most stringent requirements.
With the objective of consolidating competencies
in the sector of 3bre-reinforced ceramics, a new, innovative technology programme was launched in order to combine textile techniques with special in3ltration methods, hence creating a cost e;ective and at
the same time high-performance material.
References
[1] J. Alting, F. Grauer, G. Hagemann, J. Kretschmer, Hot-3ring
of an advanced 40 kN thrust chamber, AIAA 2001-3260, July
2001.

For further reading

Boeing.
S. Beyer, H. Knabe, F. Strobel, Development and testing of C/SiC
components for liquid rocket propulsion applications, AIAA
99-2896, June 1999.