AERODYNAMIC DESIGN OF MISSILE

MAINTAINING HIGH L/D BY INCREASING LIFT

AND MINIMIZING DRAG

MEHRAJ BEGUM-(17951A2143)
AERODYNAMIC DESIGN OF MISSILE MAINTAINING HIGH
L/D BY INCREASING LIFT AND MINIMIZING DRAG

A Project Report
submitted in partial fulfillment of the
requirements for the award of the degree of

Bachelor of Technology
In
Aeronautical Engineering
by

Mehraj Begum
17951A2143

Department of Aeronautical Engineering

INSTITUTE OF AERONAUTICAL ENGINEERING
(Autonomous)
Dundigal, Hyderabad – 500 043, Telangana April, 2020
© 2014, Mehraj Begum. All rights reserved.
 DECLARATION

I certify that
a. the work contained in this report is original and has been done by me under the
guidance of my supervisor(s).
b. the work has not been submitted to any other Institute for any degree or diploma.
c. I have followed the guidelines provided by the Institute in preparing the report.
d. I have conformed to the norms and guidelines given in the Ethical Code of
Conduct of the Institute.
e. whenever I have used materials (data, theoretical analysis, figures, and text)
from other sources, I have given due credit to them by citing them in the text of the
report and giving their details in the references. Further, I have taken permission
from the copyright owners of the sources, whenever necessary.

Place: Hyderabad Signature of the Student

Date: Roll No.:17951A2143

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 CERTIFICATE

This is to certify that the project report entitled Aerodynamic Design of Missile
Maintaining high L/D ratio by increasing Lift and minimizing Drag submitted
by Mehraj Begum(17951A2143) to the Institute of Aeronautical Engineering,
Hyderabad in partial fulfillment of the requirements for the award of the Degree
Bachelor of Technology in Aeronautical Engineering Branch is a Bonafide
record of work carried out by him/her under my/our guidance and supervision. The
contents of this report, in full or in parts, have not been submitted to any other
Institute for the award of any Degree.

Supervisor: Head of the Department

Date:

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 APPROVAL SHEET

This project report entitled AERODYNAMIC DESIGN OF MISSILE

MAINTAINING HIGH L/D BY INCREASING LIFT AND MINIMIZING
DRAG by Mehraj Begum is approved for the award of the Degree Bachelor of
Technology in Branch Aeronautical Engineering

Examiners Supervisor(s)

Principal

Date:
Place:

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 ACKNOWLEDGEMENT

I wish to record my deep sense of gratitude and profound thanks to my

research supervisor K. Sai Priyanka, Assistant professor, Aeronautical
Department, IARE, Hyderabad, for his keen interest, inspiring guidance, constant
encouragement with my work during all stages, to bring this thesis into fruition.
I am extremely indebted to Dr. Naveed Ali, Scientist D, DRDL, Hyderabad
for them valuable suggestions and support during the course of my research work.
I also thank the faculty and non-teaching staff members of Defence Research
&Development Laboratory (DRDL), Hyderabad, for their valuable support
throughout the course of my research work.
I would also like to thank Dr.D. Govardan (head of the department),
Dr. L.V.N Prasad (principle) for there valuable suggestions ,support and constant
encouragement with my work during all stages till completing my report.

THANKING YOU ALL FOR YOUR SIGNIFICANT AND VALUABLE

CONTRIBUTIONS

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 ABSTRACT

This paper is about the objective of the aerodynamic design is to maximize L/D by
increasing the lift and minimizing the drag. For this the missile aerodynamics is
studied. In missile the whole payload is carried in its nose, and to reduce the drag
of missile its nose cone shape has to be changed. In general, the body of missile
will have a nose section, a cylindrical section and a rear section in the shape of a
boat-tail or flare. The shape of the nose may be a cone, a circular arc ogive, a
parabola, an ellipse, a hemisphere, or one of a number of other shapes derived as
per specific purpose. Drag is the main component in the design of missile. Keeping
in mind that we have to reduce the missile is designed in such a way that it will
produce high lift also. And also, the aerodynamic efficiency has to be high. So, a
missile design is experimented in an aerodynamic design tool DATCOM. The
commercial CFD solver ANSYS is utilized as the computational tool whereas a
research code developed by the authors is implemented as the semi-empirical tool.
First the code is executed in CFD and further in DATCOM. The result is
aerodynamic efficiency is high, lift is high and drag is reduced.

KEYWORDS:
Missile aerodynamics, CFD, DATCOM, Wind tunnel, FLUENT,
Aerodynamic efficiency, Bernoulli's principle, Newtons Laws.

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 CHAPTER 1

INTRODUCTION

This chapter emphasize the introduction to Aerodynamics. A brief review of

literature pertaining to the present work is also presented.

1.1 Introduction:
Aerodynamics is the flow of air through an object. It is divided as Aero and
Dynamics. That is aero means air and dynamics is study of bodies under force.
fluid is allowed to flow through an object and its aerodynamic study is carried
out. When any aircraft or missile is built first comes its aerodynamic study. It is
designed on the basis of their aerodynamic study only. As in the case with aircraft,
on the basis of its aerodynamic study there are four forces acting on an aircraft.
There are two examples practical objective:
1. The prediction of forces and moments on bodies moving in a fluid, as well as
heat transmission to them (usually air). For instance, we're interested in how lift,
drag, and moments are generated on airfoils, wings, fuselages, engine nacelles,
and, most critically, entire airplane configurations. We'd like to calculate the wind
force on buildings, ships, and other vehicles on the ground. We are concerned with
the hydrodynamic forces on surface ships, submarines, and torpedoes. We need to
be able to calculate the aerodynamic heating of flight vehicles ranging from the
supersonic transport to a planetary probe entering the atmosphere of Jupiter. These
are but a few examples.
2. Flows travelling internally through ducts are measured. We want to calculate the
engine thrust as well as compute and evaluate the flow parameters inside rocket
and air-breathing jet engines. The flow conditions in the test portion of a wind
tunnel must be known. Under different conditions, we need to know how much
fluid can flow via pipes. A recent, very interesting application of aerodynamics is
high-energy chemical and gas-dynamic lasers (see Ref. 1), which are nothing more
than specialized wind tunnels that can produce extremely powerful laser beams.
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Figure 1.5 is a photograph of an early gas-dynamic laser designed in the late
1960s.
The above example 1 describes the external aerodynamics and example 2 describes
the internal aerodynamics because it deals with the flow inside a duct.

1.2 Basics of Aerodynamics

In the case with aircraft, on the basis of its aerodynamic study there are four forces
acting on an aircraft. Lift is a force which keeps it airborne, Drag, which holds it
back and thrust, which moves the airplane.
Lift is a force developed on wings gives rise to a “carry over” lift on body itself.
Drag, which holds it back and thrust, which moves the airplane. The fourth one is
its weight acting downwards.
Lift can be properly explained by using Bernoulli's principle. Bernoulli's principle
states that the pressure of a moving gas decreases as its velocity increases. In case
with aircraft the shape of the wing which airfoil, it is a curve. So, when the air
flows through it the pressure above the surface is less and below the surface it is
more. That results in high pressure at lower surface then the pressure at upper
surface. So, because of high pressure the lift is produced.

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1.3. LIFT
Lift can also be explained by newtons second law. Isaac Newton did not propose a
theory of flight but he did provide Newton's Laws of Motion the physical laws
which can be used to explain aerodynamic lift.

F = M a = d/dt (M v)
And also, third law which provides the upwards force. It states for every action
there is equal and opposite reaction. Lift occurs when the flow of air is turned by a
solid object. By newtons third law the lift is produced. The lift equation is:

Pressure difference creates lift, and it depends on angle of attack, airfoil shape, air
density, and airspeed. As angle of attack increases the lift increases. But at highest
angle of attack stalling takes place.

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1.3.1. pressure difference
The typical force per unit area is referred to as pressure. Above and below the surface of
the airfoil, there is a pressure difference. Because the net force is in the opposite
direction, the average pressure on the lower surface is greater than the average pressure
on the upper surface.

1.3.2. Angle of Attack

The angle of attack is the angle formed by the airfoil's chord line and the flow of
air. As the angle of attack increases, so does the lift. A symmetric airfoil generates
zero lift.

1.3.3. shape of airfoil

The shape of the airfoil plays an important role in production of lift. If camber is
more that airfoil will produce more lift.

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Because the chord line is horizontal, the trailing edge of the symmetric airfoil has a
downward orientation, and because the air follows the trailing edge, it is deflected
downward. The curvature of a cambered airfoil causes a pressure difference
between the upper and bottom surfaces of the airfoil. The lift is produced as a
result of the pressure difference.

Drag
When the body is in the air, it produces drag, which is a resistance force. Wind
resistance or fluid resistance are other names for it. The drag in a laminar flow is
proportional to the velocity. The drag in a turbulent flow is proportional to the
square of the velocity.

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1.4 Types of Drag
Induced drag
Drag is a resisting force produced by the body when it is in the air. It's also known as
wind resistance or fluid resistance. In a laminar flow, drag is proportional to velocity.
In a turbulent flow, drag is proportional to the velocity squared.
pressure drags
When the body is in the air, drag is a resisting force created by the body. It's
sometimes referred to as fluid resistance or wind resistance. Drag is related to
velocity in a laminar flow. Drag is related to velocity squared in a turbulent flow.
Drag increases with velocity can be shown in the drag equation:

Thus, for high-speed vehicles it is very important. Every vehicle is built in order to
reduce the drag and increases the lift.

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friction drag
The friction of the fluid against the skin of the thing moving through it causes this.
Viscous drag and the boundary layer are to responsible. The skin friction
coefficient,

Profile drag
It is a sum of form drag and skin friction drag. Profile drag is parasitic drag acting
on wing.

parasitic drag
It is the drag produced when the fluid is flowing through air. At low-speed parasitic
drag is high. High angle of attack is required to maintain lift producing high drag.
As speed increases angle of attack reduced and induced drag reduced. If fluid
moves faster over the body parasitic drag increases, also increasing friction drag.

wave drag
When the body is travelling through a compressible fluid at a speed near to the
speed of sound, this is referred to as a drag. The production of shoch waves in
transonic speed is caused by wave drag. A quick and substantial increase in drag is
associated with breaking the sound barrier, and it only comes into play as the
vehicle speeds up into transonic and supersonic speeds. Independent of viscous
effects.1.5.

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Aerodynamic efficiency:
In the design of an aircraft, the critical performance parameters are lift/drag ratio,
which are achieved mainly through the aerodynamic design. These, lift and drag
are aerodynamic forces. Aerodynamic efficiency is lift-to-drag ratio (or L/D ratio).
The lift equation is written as:

Similarly, the drag equation relates the aircraft drag D to a drag coefficient Cd:

Dividing these two equations give:

Aerodynamic efficiency = Cl/ Cd = L/D
An airplane has a high L/D ratio if it produces a large amount of lift or a
small amount of drag. An aircraft with a high L/D ratio can carry a large payload,
for a long time, over a long distance. All aerodynamics research aims to enhance
lift while lowering drag, while also taking Mach number into account. Because
different aerodynamic designs react differently depending on the Mach number.
Because of the fundamental variations in the behaviour of flows at Mach 1, shock

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waves created at supersonic and hypersonic Mach numbers have such enormous
variances in their aerodynamic design. The aerodynamic design of the nose is
significant in missiles to minimise drag. When compared to the cone and parabolic/
spherical shapes, the blunt cone causes higher drag. The largest drag comes from a
flat plate, whereas the lowest comes from a streamlined symmetric airfoil.
1.5. Nose cone drag in missile
In aerodynamics, drag is a key factor. Before designing a vehicle or an airplane,
the designers aim to decrease drag. Many experiments are still being carried out
now to minimize drag. Any aerodynamic experiments should focus on reducing
drag and increasing lift. In the event of a missile, the whole payload is carried in
the nose. The drag reduction in missile is done by changing the nose cone design.

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 CHAPTER 2
LITERATURE SURVEY

A detailed experimental procedure adopted in this investigation is presented in this

chapter. In addition, the theoretical formulations involved in the computation of
various acoustic parameters are also discussed.

Drag
Nose cone is a drag reducing aerospike used to reduce forebody pressure aerodynamic drag of
the blunt bodies at supersonic speeds. This creates a shock wave ahead of body where a
recirculating flow occurs reducing the drag.

When compared to the cone and parabolic/ spherical shapes, the blunt cone causes
higher drag. We may investigate the influence of shape on drag by comparing the
drag coefficient values of any two objects as long as the reference area is the same

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and the Mach and Reynolds numbers are the same. The largest drag comes from a
flat plate, whereas the lowest comes from a streamlined symmetric airfoil.

Because the drag on a sphere is significantly dependent on Reynolds

number, the drag coefficient for a sphere is provided as a range of values. The
boundary layer evolves to chaotic turbulent flow when velocity is raised further,
with vortices of various sizes being shed in a turbulent wake from the body. Each
of these flow regimes causes the sphere to drag in a different way. An experiment
was conducted by students on nose cone drag reduction of missile and it is a
review of nose cone designs for different flight regimes.

2.2 A REVIEW ON NOSE CONE DESIGNS FOR DIFFERENT FLIGHT

REGIMES (Aditya Rajan Iyer, Anjali Pant)
In the paper it is discussed about the different nose cone designs for high
performance vehicles that a designer to choose a nose cone with appropriate
aerodynamic efficiency and geometry.
The nose cone is selected by considering its aerodynamic guidance and
structure. The generally used aerospace applications are Conic, spherically blunted
conic, bi-conic, tangent ogive, spherically blunted tangent ogive, secant ogive,
elliptic, parabolic, power series and Haack series. The main factor for effect of the
nose cone profile on aerodynamic characteristics is friction drag, which depends on
wetted area, smoothness of surface, presence of any discontinuities in shape.
Effect of nose shape on drag is more when pressure drag increases for
transonic region. For the shape of nose cone, fineness ratio, bluffness ratio are the
factors influencing pressure drag. Ratio of length of nose cone to its base diameter
is fineness ratio.
For the shape of nose cone, fineness ratio, bluffness ratio are the factors
influencing pressure drag. Ratio of length of nose cone to its base diameter is
fineness ratio. As the fineness ratio increases the wetted drag increases and then
skin friction component of drag increases. As the fineness ratio and Mach number
increases overall drag decreases. Drag is compared based on skin friction drag,

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wave drag and base drag. The following plots and numerically generated contours
help us understand the flow interaction with different nose cone profiles.

As angle of attack increases the adverse pressure gradient becomes more. A pair of
vortices are formed, catastrophic yaw is developed as the vortices pair moves aft.
As Cp local gets minimum or close to zero the adverse gradient weakens.

Analytical method to calculate the three drag components:

The equation makes use of the wetted area and viscosity to determine the drag
and is measured at zero angle of attack.

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 For hypersonic regime only blunt nosecone is applicable, the sharp nose cone is
prohibited due to adverse heat transfer characteristics. To reduce drag and heat flux
the modifications in flow and shock structure is important.

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Finally, the conclusion is that Von Karman is favored for slightly above subsonic
to transonic flow regimes in a subsonic flow regime. More than the design, for
supersonic flow, it is a balance between different types of drags, and for
hypersonic flow, geometric characteristics of the nose cone must be determined in
accordance since aerodynamic heating is a major issue.

2.3 An Aerodynamic Optimization of Supersonic Flow Over the Nose Section

of Missiles.
(B.Kaleeswaran, S.Ranjith Kumar, Jeniwer Bimro.N)
In the paper it is discussed about aerodynamic study of 2D supersonic nose cone
models Spherical nose cone model and Spherical model with a parabolic nose
cavity were tested with a Mach speed of 3. They were designed in GAMBIT and
analyzed in FLUENT. Then different plots were obtained which are taken as result.
And the result was the new model of nose cone showed better thermal resistance to
high temperature.
As we know missile carries the payload in its nose so if any change in
temperature of the nose area can cause the missile to endorse itself to many
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thermal Un equilibrium conditions. As there are different nose cone designs but
spherical one most used in missile design. Two models Sphere cone, Sphere cone
with a curvature at the nose (nose cavity) A 2D model was designed as the
rocket/missile nose cones possess the symmetric shape. Both the models were
designed, grid generated and meshed in GAMBIT. The mesh files are read in
fluent software and accurate results were obtained.
As the speed is supersonic that is it is high so the Reynolds number is also
high. Viscous flow is neglected due to high Reynolds number. This, is because the
viscous forces are small when compared to the inertial forces. Inviscid solver
model was chosen as the shock front region is considered as inviscid. Four
conditions are applied density base solver, energy equation, inviscid flow ideal,
ideal gas equation.
The models were solved in inviscid conditions. Various obtained contour plots of
the results were shown

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In nose cone cavity High pressure is created before the nose section and not in the
nose section, so the temperature in that region reduces. And this is positive sign to
store chemical payload in it. Whereas in a spherical nose the high-pressure region
is just before nose section which leads to increase in temperature. Similarly,
velocity and temperature in both models were noted.
Results were the parabolic nose cavity model of the missiles shows less
temperature effects (resistances) when compared to the existing spherical nose
cone model.

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2.4 Aerodynamic Design Optimization of Long-Range Projectiles Using
Missile DATCOM (Joseph D Vasile, Joshua T Bryson, and Frank E Fresconi):
In the paper it is discussed about the optimization and improvement of flight
performance for long range guided projectiles in missile DATCOM. In the current
work, an automated design optimization was developed and implemented to
recommend aerodynamic characteristics to maximize the lift-to-drag ratio (L/D)
for each projectile for a given diameter, length-to-diameter ratio, and ogive length.
Optimal Body-Fin configuration for a 4-inch diameter, length-to-diameter of 10,
and ogive length of 30% of overall length projectile, for a) subsonic and b)
supersonic speeds.

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The SEAP code Missile DATCOM was used to predict the aerodynamic forces and
moments for all configurations at 12 Mach numbers (i.e., M∞ = 0.1, 0.2, 0.4, 0.6,
0.8, 0.9, 1.02, 1.2, 1.5, 2, 3, 4) and at seven angles of attack (α = 0°, 2°, 4°, 6°, 8°,
10°, and 12°).
To generate input for desirable design configurations, the optimization was built in
MATLAB. After that, a new swarm of design configurations is chosen and
repeated for each of the 32 body baseline projectiles, resulting in fitness for each
configuration. The PSO algorithm was used with Missile DATCOM to determine
the best combinations. Later for each given optimal design, static aerodynamic
coefficients from multiple angles of attack were computed using CFD.

Missile DATCOM could forecast the force coefficient for finned projectiles with a
low angle of attack, but not the center of pressure position. To increase the
accuracy of the aerodynamic database utilized in flight trajectory simulations, the
aerodynamic data sources were compiled.

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2.5 Aerodynamic shape optimization using a novel optimizer based on
machine learning techniques (Xinghui Yan, Jihong Zhu, Minchi Kuang,
Xiangyang Wang)
In this paper it is said that a new optimizer model is tested in two machine learning
techniques. To extract the optimization experience from the semi-empirical method
DATCOM using deep neural networks, CFD-based optimization by sharing neural
network parameters. It is nothing but converting the optimization problem to
solving with numerical simulations. First the design optimization model is built.
Later geometry model parameterization, mesh generation/deformation and
numerical calculation is done.
The assessment methodology is based on the rapid aerodynamic prediction
programe DATCOM and the deep deterministic policy gradient DDPG. Then, to
speed up convergence, transfer learning is combined with CFD assessment.
Finally, a comparison is made between the new optimizer and the prior optimizer,
and the new optimizer beats the others in terms of both optimized outcomes and
overall performance.
This is explained by the design optimization of a missile's aerodynamic fin. The
objective is to create a shape that has the best feasible lift–drag ratio at cruise
speeds while still meeting geometrical and aerodynamic restrictions. The basic
goal is to increase the lift–drag ratio as much as possible. To minimize flight
performance loss, the missile's drag coefficient should also be limited. Flow
conditions: a Mach number of 2.0, a flying height of 5000 meters, and a 4-degree
angle of attack. Functions that are objective: optimize the coefficient of lift–drag
ratio Geometrical limitations should be followed by design parameters. The wings
and tails are placed in a “+” shape, with hexagonal airfoils on both. Optimization
problem is done with DATCOM-based and later CFD-based evaluation workflow
is done.

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The optimizations in DATCOM and Fluent are compared and the result is in
DATCOM, rectangular tails perform better than swept ones, in fluent it is opposite.
The increasing the length of fin span produced more lift, the wing sweep angle
resulted drag reduction. And distancing the wing and tails helped in improving the
aerodynamic efficiency.

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2.6 AERODYNAMIC PREDICTIONS, COMPARISONS, AND
VALIDATIONS USING MISSILELAB AND MISSILE DATCOM (97) (Teo,
Hoon Hong)
In the following paper the writer explained about wind tunnel test carried on SA-2
missile suitable modeling was provided by MSIC. Data developed in this became
benchmark for validating the Missile Datcom that was used for performance of
missile. The missile's geometry was created by the missile lab. The axial force
coefficient and skin friction are compared in this research. It is essentially a
comparison of calculations, simulations, and data from wind tunnel tests to
estimate missile performance. Different flow circumstances were used, including
Mach number, angle of attack, altitudes, Missile surface geometry parameters, and
boundary layer conditions. The SA-2 missile has a two-stage propulsion system,
with the booster separating 2-3 seconds after launch. It can operate across a broad
range of altitudes, accelerating from subsonic to supersonic speeds, thanks to its
manoeuvrability and high angle of attacks.

The axial force coefficient is crucial in determining the missile's range and agility.
Skin friction is crucial depending on the flow conditions on the wall.

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Wind tunnel testing gave the key data for the missile. MATLAB provided further
information. The missile lab created geometry coding, which allows the user to
inspect the geometry at any time. Nose of the missile was tangential ogive nose.
Twelve angles of attacks are there for this missile.

Missile Datcom (97) estimates the axial force coefficient for the missile body as
well as all fins by factoring in friction, pressure/wave, and base drag. The overall
axial force coefficient of the missile is 50 percent due to base drag.

Skin friction reduces in lockstep with Mach number. The boundary layer on the
missile's surface has an impact.

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 The results of this study indicated a match for skin friction at sea level with a
roughness of 0.000106m. For the power ‘on' state, a satisfactory match was
established up to around Mach 2.0 in terms of coefficient of axial force.

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2.7 A Comparative Study on 6-DOF Trajectory Simulation of a Short-Range
Rocket using Aerodynamic Coefficients from Experiments and Missile
DATCOM Pawat Chusilp*, Weerawut Charubhun, and Navapan
Nutkumhang
In this paper trajectory simulation of a short-range solid propellant rocket is done
using aerodynamic coefficient determination by different methods. The first
strategy relies on missile DATCOM, whereas the second relies on publicly
available experimental data. The 6-DOF rigid body model is then used to simulate
the trajectory using data from two ways. This experiment will use the Hydra70, a
short-range solid propellant rocket. There are three translational and three
rotational components in this 6-DOF. The body frame and the earth frame are two
cartesian planes. The forces and moments of aerodynamics are calculated. The
MK66 Mod1 rocket engine was chosen for this study because the wrap-around fins
of the MK66 Mod1 rocket engine are curved, and the rocket is just a Body-Tail
arrangement. The error in the power on CA is larger than the error in the power-off
CA in the Mach number range.

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There were a total of sixteen runs completed. It has been discovered that the more
the elevation angles, the greater the mistake. Because there is less roll damping
force calculated, the expected spin rate during the power-on time is greater. The
Mach number rises to supersonic during the first 1 second, then drops to subsonic
after 8 seconds. The predicted range and drift of impact points from 16 runs are
presented below:

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 The DATCOM coefficient can lead to various inaccuracies. Impact drift
errors are significantly smaller than impact range errors, and the higher the
elevation angle, the more drift and range error there is. Angle of attack, side slip
angle, and spin rate simulations are all wrong.

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 CHAPTER 3
METHODOLOGY

Missile DATCOM is the programme utilised here, and it is an extremely efficient

missile design tool. This programme can handle any design setup.

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Inputs:
flight conditions, synthesis parameters, body parameters, wing, horizontal and
vertical tail parameters, control devices.
Output:
body alone, wing alone, horizontal tail alone, vertical tail alone, wing-body
configuration, body-HT, body-VT configuration.
Also, the other outputs are
 CL - Lift Coefficient
 CD - Drag Coefficient
 Cm - Pitching Moment Coefficient
 CN - Normal Force Coefficient
 CA - Axial Force Coefficient
 CLα - Lift Curve Slope (Derivative of Lift Coefficient with respect to angle
of attack)
 Cmα - Pitching Moment Curve Slope (derivative of Pitching Moment
Coefficient with respect to angle of attack)
 CYβ - Derivative of side-force coefficient with respect to sideslip angle
 Cnβ - Derivative of yawing-moment coefficient with respect to sideslip angle
 Clβ - Derivative of rolling-moment coefficient with respect to sideslip angle
For complete aircraft configurations, downwash data is also included.

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The code is first written in MATLAB and then ported to Missile DATCOM. This
is also done for the nose first, then the body. The identical procedure is then
repeated with fins. The combinations are shown for all Mach speeds.
The flowchart for body-only axial force calculations is shown in Figure 1, and the
procedures that have been changed to improve the accuracy of the aerodynamic
predictions are highlighted. Figure shows three regions where relevant changes
have occurred. They are the exclusively subsonic, transonic, and supersonic zones,
respectively.

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 CHAPTER 4

PROCEDURE

GEOMETRIC MODELLING
Missile DATCOM is an aerodynamic design tool. It is used to provide relevant and
accurate aerodynamic properties for any missile.

Validation of the Missile DATCOM product became achievable through thorough

comparison between wind tunnel/extrapolated data and that produced by Missile
DATCOM, advancing its utility as a prediction tool in conceptual and early design

work.

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Subtraction was used to remove the missile's solid model from the fluid domain
once it was produced. This leaves just the surface of the missile and the
surrounding fluid for the CFD solver to discretize. Missile DATCOM was used to
conduct parametric studies of missile performance in order to provide data for
comparison with the range of flow circumstances included in the MSIC data.

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The methods for Missile DATCOM were selected in four stages:
Stage 1: Feasibility Study methods screening
Stage 2: Development Study preselection
Stage 3: Method incorporation and validation
Stage 4: Method usage in a Handbook or computer code

These four stages permitted a wide range of method types to be evaluated and
allowed the methods being evaluated to be selected based upon range of
applicability (Stage 1), ease of use and automation (Stage 2), accuracy when
compared to experiment (Stage 3), and computational time (Stage 4).

An approved accuracy criterion is used to determine the correctness of a certain

procedure. The aerodynamic coefficients that must be established for this should
be a function of what the coefficient will be used to compute. The Missile
DATCOM program's objective were to have the computer code and the Handbook
compliment one other, yet be independent so that either could be used without
requiring the use of the other. Here Mach number is also very important.
There is no simple approach for applying in the subsonic and transonic regimes.
There is a design chart available for the specified nose cone shape. As a result, they
are not included in the DATCOM code. The design chart for the blunted nose cone
design approach is accessible, however it is not in the public domain. It's also

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accessible for CA at a zero angle of attack. As a result, the blunted nose design
approach is ineffective. Elliptically shaped nose bluntness was not even addressed.
The existing flare methodology at subsonic and transonic speeds is limited to
conical flares whose surface slope angle is small.
At all speeds, the skin friction approach produced satisfactory skin friction drag
characteristics for turbulent boundary layers. The bulk of experimental data could
not be determined using the skin friction approach. For early design reasons, the
skin friction estimations were satisfactory. The wall temperature is the free stream
temperature in the computer code.

Subsonic Pressure Drag:

The Hoerner correlates the pressure drag to skin friction from the feasibility
results.

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Transonic Pressure/Wave Drag:
Because of its basis in transonic flow theory the ogive-cylinder configuration is
selected initially. comparison with experiment shows that this technique gives
excellent results. To reduce interpolation errors the Lagrange's interpolation was
replaced by linear interpolation.

Supersonic Wave Drag:

The two approaches chosen for supersonic wave drag are the Second Order Shock
Expansion (SOSE) approach and the Van Dyke hybrid theory technique. These
strategies were chosen to appropriately accomplish the whole supersonic Mach
regime.

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SOSE has a tendency to overpredict when the Mach number is less than 2.0. Drag
is reduced by around 20%. Subsonic errors are expected for specific forms. When
the Mach number is 1.4 or below, SOSE will create subsonic flow behind the
shock wave, resulting in a substantial nose tip drag and strong axial force.
Boattail Pressure/Wave Drag:
The Payne correlation of boattail drag at subsonic and transonic speeds is
comprehensive and is restricted only by the limitations detailed in Figure

Flare Pressure/wave Drag:

This technique was selected because previous techniques were applicable for only
limited projectile shapes. The limitations of flare pressure drag technique are:

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Base Drag:
Because of the ease of automation, this approach was somewhat modified. The
approach was adjusted to account for the base drag caused by boattails and flares.
Angle-of-Attack Effect:
Predicted comparisons revealed that the strategies were sufficient for a 30-degree
angle of attack.

It was most prominent in the transonic regime between 15 and 60 degrees of attack
angle. Some displayed minor experimental outcomes, while others displayed
mistakes. This impact might be affected by Reynolds number, nose shape, or
whole-body fineness ratio.

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FIN METHOD SELECTIONS:
Fin selection methods for subsonic and transonic flight, like body selection, are
theoretical or semi-empirical. Although supersonic airfoil section values are not
widely accessible, this is not a serious issue because the techniques at high speeds
presume that the fins are narrow. To reduce drag, supersonic fins are typically thin.
The following paragraphs describe the method selections for straight tapered and
non-straight tapered fin panels.

FINS WITH STRAIGHT TAPER:

There are four methods for predicting aerodynamics of straight tapered fin. This is
true in subsonic and transonic speeds. Particularly there are more theoretical
methods for fin for the design configuration.

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Axial Force Coefficient:

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 Fin and body selection approaches for subsonic and transonic flying are
theoretical or semi-empirical. Although supersonic airfoil section numbers are not
publicly available, this is not a major concern because high-speed approaches
assume that the fins are thin. Supersonic fins are generally narrow to decrease drag.
Skin Friction:
Method of skin friction for fin is same as the body selection, except two
dimensional to three-dimensional correction factor for surface is not needed. Skin
friction is difficult in case of fin selection.

Subsonic Pressure Drag:

There are no surprises here. In transonic flow, both subsonic and supersonic flows
occur at the same time in a fin panel. The body subsonic flow approach is also
utilized, however the correlation is based on the thickness to chord ratio rather than
the whole length.

Transonic Pressure/Wave Drag:

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This is applicable for the section containing the shocklets. This happens at Mach
0.8 and leads to supersonic flow. Although this is an approximation, it provides
precise uniformity in preliminary design.
Supersonic Wave Prag:
This approach is exclusively used to calculate supersonic wave drag on narrow
airfoil sections. The fin's surface is converted into a computational grid, and a
potential flow solution is applied. This approach is highly strong and produces
correct drag characteristics for tapered fins.
Hence, both this method, and that f-om the U. S. Air Force DATCOM
(Reference 30) which allows for swept forward trailing edges, are incorporated
into the computer code. The potential flow method is more accurate than the
DATCOM method.
Base drag:
This method can be validated because the base drag of fin is such small that its
contribution does not even matter.
Angle of attack effect:
Missile DATCOM will use the same mechanism as the US Air Force BATCOM.
The plot of lift vs drag has a parabolic form and appears to be reliant on fin panel
lift. This method's results agreed well with a wide range of design configurations.
However, as the angle of attack approaches 30 degrees, it fails. It is recommended
a new method be developed which addresses the higher angle-of-attack
requirements of missiles.

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Computer program:
The computer code for the Missile DATCOM was created in ANSI FORTRAN
utilizing structured programming techniques, including in-code documentation.
Namelist inputs are inputs, and control cards are part of the programme code.
The Namelist, emulator was created since not all computers have a FORTON
namelist and the code is difficult to translate to fixed field inputs. If an input error
occurs, a message is delivered to the output file detailing the error and its location.
The application may be run in either an un-overlayed or an overlayed mode. The
code is simple to convert from FORTRAN IV to FORTRAN V.

The computer code also includes two additional features that enable for more
extensive configuration analysis: experimental data replacement and configuration
incrementing.

Body Vortices:
Wingtip vortices are circular patterns of whirling air that are left behind a wing
when it creates lift. Each wingtip has one vortex trailing from it. Wingtip vortices
are also known as trailing or lift-induced vortices since they occur at locations
other than the wing tips.

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Missile DATCOM is used to compute the vertices of missile fins. The vertices are
monitored such that they follow the velocity vector of the free stream.
The Missile Datcom analysis of the missile configuration aerodynamics includes
two vortex sources. There are two types of vortices: (1) vortices shed from the
body nose and (2) vortices shed from any forward lifting surfaces. This influence
on aft mounted fin panels is less and even ignored.
The lifting surface vertices approach produced good results, except when a front
fin's vortex core collided with an aft fin. Fin lift is determined by the panel's local
angle of attack, which is determined by the exterior vertices. To calculate correctly
the panel lift, vortex strength, and panel load for each panel arrangement, the nose
to the aft body must be measured.

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 CHAPTER 5

DISCUSSION AND RESULT

The code is run in missile DATCOM, and the results are produced. As a result, the
lift is high, the drag is low, and the aerodynamic efficiency is high. The designer's
primary goal for any design is to minimize drag while increasing lift. Drag
reduction is the primary goal of numerous studies and experiments to minimize
drag in any aerodynamic design. So, in case of missile drag reduction is done by
changing its nose shape. So, a code is written in MATLAB first and then further
executed in DATCOM to generate the results.

Missile DATCOM was able to forecast the force coefficient for finned projectiles
at low angles of attack, but it was unable to anticipate the position of the centre of
pressure. The sources of aerodynamic data were assembled to increase the
accuracy of the aerodynamic database used in flight trajectory calculations.
Predictions of vortex-fin interactions (i.e., shedding vortices from upstream control

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surfaces impacting downstream tail fins) in Missile DATCOM were unsatisfactory
due to limited modelling capability.

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The optimizations in DATCOM and Fluent are compared, and the results show that
in DATCOM, rectangular tails outperform sweep tails, but in Fluent, the converse
is true. Increasing the length of the fin span resulted in greater lift, while
decreasing the wing sweep angle resulted in less drag. Furthermore, separating the
wing and tails aided in boosting aerodynamic efficiency.

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The DATCOM coefficient may have some inaccuracies. Impact drift errors are
substantially less than impact range errors, and the larger the elevation angle, the
bigger the drift and range error. The simulated angle of attack, side slip angle, and
spin rate are all incorrect.

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So, it could be recommended for the selected rocket that the aerodynamic
coefficients predicted by Missile DATCOM are used for impact range and Mach
number only.

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 CHAPTER 6
CONCLUSION

The goal of aerodynamic design is to optimise L/D by boosting lift and decreasing
drag. The primary goal of any missile or aircraft is to reduce drag while increasing
lift. In addition, the aerodynamic efficiency must be maintained at a high level. Lift-
to-drag ratio (or L/D ratio) is the simplest definition of aerodynamic efficiency. A
aircraft has a high L/D ratio if it provides a lot of lift while generating very little drag.
An airplane with a high L/D ratio can transport a heavy payload for an extended
period of time across a great distance. The ratio of the lift and drag coefficients is
also equivalent to the L/D ratio. As a result, the aerodynamic efficiency remains high.
The lift rises as the angle of attack rises. Drag has to reduce for the aircraft to
maintain its flight.

Missile DATCOM correctly predicted the normal force coefficient for high aspect
ratio finned projectiles at low angles of attack; but it did not forecast the pitching
moment coefficient (and hence the center of pressure position) adequately. The
aerodynamic data sources were formally created in order to increase the accuracy of
the aerodynamic database used in flight trajectory simulations.

Furthermore, when compared to the three contrast algorithms, the proposed DDPG
with transfer learning (TL-DDPG) increases the missile's lift–drag ratio by 18.67%
higher than baseline, while successfully satisfying the drag coefficient, pressure
Centre position, and design variable values constraints. In terms of achieving
comparable outcomes, TL-DDPG saves up to 62.5 percent CFD-calls for the for the
present optimization problem.

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Missile DATCOM 08 achieved a significantly higher degree of agreement in terms of
the axial force coefficient than its preceding version DATCOM 07. This was made
feasible by the more comprehensive geometry supplied, as well as Missile DATCOM
8/08's predictive abilities in the transonic and supersonic speed ranges.

Based on a careful comparison of experimental/extrapolated data with Missile

DATCOM 8/08, it is possible to say with confidence that Missile axial force
predictions can be made with a confidence level of 10% from the upper transonic to
the beginning of the hypersonic speed areas.

Axial force component level agreements require much finer modeling than is
presently available in the semi-empirical models.

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 CHAPTER 7

FUTURE WORK

The continued development of aerodynamic prediction codes, such as Missile

DATCOM, will drive better accuracy and enhance the use of this aerodynamic
forecast instrument. It saves time and provides precise results.
However, this software is also costly, despite the fact that it provides precise
solutions in less time. However, the need to employ these more expensive
instruments will not be completely removed. It has newer coding features of
FORTRAN 90 and is maintained by the US Army Aviation and Missile Research,
Development, and Engineering Center (AMRDEC) in conjunction with the Air
Vehicles Directorate of the Air Force Research Laboratory (AFRL), Wright
Patterson AFB, Ohio.

It is used to provide meaningful and reliable estimates of the aerodynamic

properties of missiles. DATCOM's most current version was published in 2008.
This version included the option to have nine fin sets with up to eight fins each,
improved body axial force calculations, and moment contributions from
protuberances.

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Many future efforts in the aerodynamic sector employing missile DATCOM are
predicted. Because missile DATCOM is a programme that produces accurate
findings in a short period of time, it is frequently utilized. This software is solely
used by defense industries. This programme is useful for any aerodynamic design
objectives.
The normal force coefficient is regularly overpredicted by Missile DATCOM. This
overprediction in calculations is most likely due to the difficulty to adequately
represent the flow physics, which is, by definition, exceedingly intricate.

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CHAPTER 8
REFERNCES

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