Defence Science Journal, Vol. 58, No. 3, May 2008, pp.

327-337
Ó 2008, DESIDOC

Numerical Analysis of Integrated Liquid Ramjet Engine

G. Raja Singh Thangadurai1, B.S. Subhash Chandran1, V. Babu2, and T. Sundararajan2

1
Defence Research & Development Laboratory, Hyderabad-500 058
2
Indian Institute of Technology Madras, Chennai-600 036

ABSTRACT

The numerical simulation of an integrated, liquid-fuelled ramjet engine comprising supersonic

air intake, subsonic combustor and a convergent-divergent nozzle has been carried out and the
results are discussed in this paper. These results include cold flow studies, heat addition in the
combustor and full engine analysis with coupled simulation of supersonic air-intake and
combustion chamber along with the nozzle. Overall ramjet operation depends on the performance
of the air intake and the combustion chamber. The coupling phenomena are very dominant and
performance of air intake is affected vastly by the combustor operation and vice versa. In this
paper, a numerical analysis of integrated liquid ramjet engine considering coupling phenomena
between various sub-systems viz., air intake, combustor and nozzle has been reported.
Keywords: Ramjet engine, air intake, combustor, numerical simulation, internal flow, air/fuel ratio

1 . INTRODUCTION ramjets. Calzone3 carried out a study of the international

developments on missile ramjet propulsion. The
Ramjet engines are lighter than rockets since
choice and techniques to be used during the design
they utilise ambient air as the oxidiser for combustion
of a liquid-fuelled ramjet engine were described in
of fuel. The major constituents of a liquid ramjet
engine are air-intake, combustion chamber, and detail by Cazin and Laurent 4.The specific features
nozzle. The full engine simulation is useful for of the constituents of a ramjet engine such as the
understanding the various important aspects of ramjet air supply system, fuel supply system, combustion
internal flows that include shockwave/boundary chamber and the nozzle, were discussed. Conway
layer interactions, inlet/combustor coupling, flame and Johansson 5 dealt with the development and
holding and spreading, and combustion dynamics. validation of a methodology for simulation of
Thomas 1 presented documented facts about the ramjet -powered missiles using computational fluid
current status of ramjets and ramjet technology dynamics (CFD). Simultaneous calculations of the
and concluded that ramjets possess the unique internal and external flows were carried out by
ability to provide continuous thrust, sustained high coupling a quasi one- dimensional ramjet engine
supersonic speed and high specific impulse. Hebrard2, model with a CFD solver. A thermally perfect gas
et al. employed a combined approach using experiments assumption was adopted to enable accurate modelling
in isothermal conditions and simple computation of the hot nozzle gas flow. Tip to tail calculations
models to study the global performances of various were carried out on two ramjet-powered vehicles
Received 24 January 2006, revised 19 June 2007
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 DEF SCI J, VOL. 58, NO. 3, MAY 2008

and results were compared with available and wind on both the stagnation pressure and stagnation
tunnel data. Sung 6, et al. numerically analysed an temperature conditions achieved in the combustor
entire ramjet engine to understand the combustion section. Thus, a comprehensive understanding of
dynamic characteristics of an integrated rocket air intake-combustor-nozzle interactions requires a
ramjet system.Various physical processes were solution obtained through integrated ramjet simulation.
investigated systematically, including flame propagation,
The full engine simulation is useful in understanding
flame dynamics, turbulent flame evolution, terminal
the various important aspects of ramjet internal
shock train, modal analysis of the system, and
flows that include shockwave/boundary layer
interaction mechanism between the oscillating
interactions, inlet/combustor coupling, flame holding
shockwave in the diffuser and pressure wave resulting
and spreading, and combustion dynamics. Since
from heat release, using spectral analysis. Gaiddon
the focus of this study is on the coupling phenomena
and Knight 7 used an automated optimisation loop
between the various subsystems, a simple axi-symmetric
based on CFD tools for improving the flight performance
engine geometry (consisting of axi-symmetric intake,
of a ramjet-powered missile. For each point of the
axi-symmetric combustor and axi-symmetric nozzle)
mission (acceleration, cruise, and manoeuvre) the
has been considered (Fig. 1). In order to achieve
best inlet shape was determined. Multi-objective
aerodynamic flame holding in the combustor, a sudden
optimisations were then performed to obtain the
expansion has been introduced at the end of the
best set of shapes satisfying the whole mission.,
intake. Fuel is injected close to the re-circulation
The coupling phenomena between the various subsystems
zone, which occurs after the sudden expansion.
of a liquid ramjet engine, namely the air-intake,
combustor, and nozzle have been investigated in In order to clearly highlight the flow phenomena
the present study. due to geometry and the effects of spray mixing
as well heat release by combustion, the simulation
2. SIMULATION OF A RAMJET ENGINE of the complete ramjet engine has been carried out
in the following three stages:
The performance of a ramjet engine depends
on the efficient operation of both the air intake and
combustion chamber. Since the operations of these
subsystems are inter-dependent, there is a requirement
to carry out the simulation of a complete ramjet
engine in totality to analyse its realistic performance
Figure 1. Ramjet engine with axi-symmetric intake,
characteristics. Complete simulation also helps in combustor and nozzle.
choosing the proper location and size of air inlets
as well as the combustor geometry to obtain the (i) Simulation with cold air flow,
best overall engine performance. However, a very
(ii) Simulation with equivalent heat addition at the
important factor that needs deep consideration is
combustor wall, and
the interaction between the intake, combustor, and
the nozzle flows. For example, in sub-critical condition, (iii) Simulation with fuel spray and combustion in
the unattached shock may lead to air spillage, which the combustor.
could result in poor combustion and loss of thrust. The main parameters which are varied in the
On the other hand, in super-critical condition during full simulation studies are the flight Mach number
which the shock train moves into the diffuser, pressure and the air/fuel ratio.
recovery may be poor, again resulting in lower
propulsion efficiency. The locations of the shock
3 . COLD FLOW STUDIES IN A RAMJET
as well as the shock reflections are affected not
ENGINE
only by the geometries of the intake but also by
the amount of heat release in the combustor. The To simulate the entire ramjet engine, a cylindrical
extent of flow acceleration in the nozzle depends combustion chamber with a convergent divergent

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nozzle is attached to the exit section of the air the air duct. The oblique shocks attached to the
intake. The grid employed for simulation studies is fore body, tip of the cowl and also near the sudden
shown in Fig. 2. This arrangement is useful in expansion section in the external flow, are clearly
analysing the ramjet engine in totality. For the seen in the static pressure and Mach contours. It
numerical calculations the system of governing is interesting to note that the peak pressure value
differential equations for a steady, compressible is achieved only just before the nozzle section.
and turbulent flow have been solved using the
commercial software FLUENT with appropriate At a higher Mach number, the static pressure
boundary conditions. On the left hand side (inlet) recovery is also greater as expected. A closer
boundary and on the top and bottom boundaries, scrutiny of the Mach number contours reveals
the free stream temperature, pressure and Mach reflected oblique shock patterns in the intake region.
number conditions have been imposed. On the walls Expansion of the flow (compressed by shock in
of the engine and on the centre body, adiabatic the intake) is observed across the nozzle.Stream
conditions along with standard wall functions have
been prescribed. On the right boundary, supersonic
outlet conditions have been prescribed for both
internal and external flow streams. All the flow
variables including pressure are determined from
the interior domain by extrapolation.

The turbulence model used in the present simulation

study is the standard k-e model which employs two
partial differential equations to estimate the velocity
and length scales of turbulence. The standard wall
functions described by Launder and Spalding 8 are
used in the present calculations. Numerical simulations
were carried out using three different grid sizes
with 100 x 100, 150 x 150, and 200 x 200 nodes
in the axial and radial directions to obtain solutions
for cold air flow through the engine. Based on grid
sensitivity analysis, grid size of 200 x 200 has been Figure 3. Static pressure (bar) contours for cold air flow.
chosen for all calculations. The predicted static
pressure and Mach contours for cold flow analysis
of a typical case are shown in Figs 3 and 4 respectively.
With the enlarged combustion chamber the terminal
normal shock moves further downstream inside

Figure 2. Grid for integrated engine. Figure 4. Mach contours for cold air flow.

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function contours are shown in Fig. 5. A re-circulation intake zone itself, for free stream Mach numbers
zone is observed where there is sudden enlargement of 2.0 and 2.5. For a free stream Mach number
in the combustion chamber area. The size of the of 3.0 also, most of the pressure recovery occurs
re-circulation eddy is seen to increase with Mach in the intake, although a small pressure rise is seen
number. in the combustor zone.

4 . SIMULATION WITH HEAT ADDITION However, a closer scrutiny of the pressure

IN THE COMBUSTOR values indicated a small drop (Fig. 6) in the rear
part of the combustor, which can be attributed to
For the simulation of hot flow in a ramjet the effect of heat addition in the constant area
engine, the thermal input for a typical ramjet engine section. Thus, the Rayleigh flow in the constant
was distributed over the combustion chamber wall area combustion chamber also has been predicted
as a uniform heat flux. Steady state combustion of well and the pressure drop across the combustor
the combustible mixture in a ramjet combustor for matched well with the predictions of the corresponding
a fixed set of flow variables generates a constant
heat input. Uniform heat flux distributed over the
cylindrical combustion chamber wall produces a
constant heat input. The heat input is arrived at by
considering the following nominal conditions that
prevail in a typical practical ramjet engine: Air/fuel
ratio = 15; air mass flow rate = 7 kg/s; fuel flow
rate = 0.4667 kg/s. Kerosene (JP-8) is used as the
fuel for simulation studies. For the above conditions
the heat input works out to be 10 MW.

The parametric study has been carried out for

heat inputs of 10 MW, 12 MW and 15 MW. As in
the case of cold flow simulation, grid size of
200 x 200 has been chosen for carrying out calculations
with heat addition in the combustion chamber. For
Figure 5. Stream function (m3/s) contours for cold air flow.
a given geometry, at a fixed free stream Mach
number and altitude of operation, the mass flow
rate through the intake is constant. This mass flow
rate (for a given throat area) is proportional to p o/
T o1/2. When the stagnation temperature is increased
due to heat addition in the combustion chamber, the
mass flow rate through the combustor has to be
decreased. To achieve this, the normal shock moves
upstream where the Mach number is higher. This
results in increased loss of stagnation pressure
thereby reducing the mass flow rate. With heat
addition, the terminal normal shock moves upstream
and is located near the narrowest cross section of
the air intake. The contours of static pressure and
Mach number for this condition shown in Figs 6
and 7 corroborate this observation. Due to the
forward movement of the terminal shock, the peak Figure 6. Static pressure (bar) contours for air flow with heat
pressure value is attained in the rear part of the addition (12 MW) in the combustor.

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Figure 8. Stream function (m3/s) contours for air flow with

Figure 7. Mach contours for air flow with heat addition heat addition (12 MW) in the combustor.
(12 MW) in the combustor.
pressure rise becomes less. These trends can be
one-dimensional analysis. The peak pressure values attributed to the changes in the shock locations and
attained for the cases with heat addition are higher their strength due to heat addition. In Fig. 10, the
than the corresponding values shown for cold flow effects of heat addition on the Mach number distribution
case (Fig. 3), for each Mach number considered. in the axial direction are shown. It is evident that the
Thus, it is evident that the shock locations and the flow decelerates from supersonic to subsonic condition
shock compression process are intimately coupled because of the terminal normal shock. Beyond this
with the heat addition due to combustion in the shock, in the combustor section, slight flow acceleration
combustion chamber. The Mach number contours is seen even before the nozzle portion. For the cold
depicted in Fig. 7 illustrates that the terminal normal flow case, it is clear that the terminal shock occurs
shock (corresponding to the transition from M>1 very much inside the combustor region. The axial
to M<1) is located at the entry section for the free variation in static temperature is depicted in Fig. 11
stream Mach number of 2.0, while the terminal for different free stream Mach numbers.
shock location moves to the constant area section
of the intake for M = 2.5 and M = 3.0. The Static temperature increases across the oblique
streamline contours in the combustion chamber shock and the terminal normal shock in the intake
portion are shown in Fig. 8. It is seen that re- region. The Mach number continues to increase in
circulatory eddies are present near the sudden the combustor region due to heat addition.The captured
expansion for the case with heat addition also. air mass flow rate is different for different Mach
numbers and hence temperature rise ( DT = Q& / m& c p )
Moreover, flow separation is observed at the
due to heat addition varies with Mach number.
end of the constant area portion of the intake for
M = 2.5 and M = 3.0. The static pressure distribution
5 . SIMULATION WITH COMBUSTION
along the centre body outer surface and axis for the
IN THE COMBUSTOR
cases, with and without thermal input in the combustion
chamber inner wall, are shown in Fig. 9. It is evident Simulation studies were also carried out for a
that heat addition significantly increases the static full liquid ramjet engine comprising all the constituent
pressure recovery for the given flow geometry. However, assemblies such as airintake, fuel injector, combustion
for a given free stream Mach number as the heat chamber and nozzle. The exact operation has been
addition is increased, the rate of increase in static simulated by injecting fuel in the combustor, immediately

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5 4.0
6.0x10

3.5

3.0 COLD FLOW

10 MW HEAT ADDITION
Static pressure ( bar )

5
4.0x10
2.5 12 MW HEAT ADDITION
)

Mach number
15 MW HEAT ADDITION
2.0

5
1.5
2.0x10
COLD AIR FLOW 1.0
10 MW HEAT ADDITION
MACH 2.0 12 MW HEAT ADDITION 0.5
15 MW HEAT ADDITION
0.0 0.0
0.0 0.2 0.4 0.6 0.8 1.0 0.0 0.2 0.4 0.6 0.8 1.0
Distance along the axis ( m )
Distance along the axis ( m )
Free stream Mach number 2.0 Free stream Mach number 2.0
6
1.0x10
3.0
COLD FLOW
8.0x10
5
10 MW HEAT ADDITION
2.5
12 MW HEAT ADDITION
Static pressure ( bar )

15 MW HEAT ADDITION
5 2.0
6.0x10

Mach number
1.5
5
4.0x10
1.0

5
COLD AIR FLOW
2.0x10 10 MW HEAT ADDITION 0.5
12 MW HEAT ADDITION
15 MW HEAT ADDITION 0.0
0.0
0.0 0.2 0.4 0.6 0.8 1.0
0.0 0.2 0.4 0.6 0.8 1.0
Distance along the axis ( m )
Free stream Mach number , M = 2.5 Distance along the axis ( m )
Free stream Mach number 3.0
6
1.2x10
2.5
6 COLD FLOW
1.0x10
2.0
10 MW HEAT ADDITION
Static pressure ( bar )

5 12 MW HEAT ADDITION
8.0x10
15 MW HEAT ADDITION
Mach number

1.5
5
6.0x10

5
1.0
4.0x10
COLD AIR FLOW
5 10 MW HEAT ADDITION 0.5
2.0x10
12 MW HEAT ADDITION
15 MW HEAT ADDITION
0.0 0.0
0.0 0.2 0.4 0.6 0.8 1.0
Distance along the axis ( m ) 0.0 0.2 0.4 0.6 0.8 1.0
Free stream Mach number M = 3.0 Distance along the axis ( m )
Figure 9. Effect of heat addition on the static pressure Free stream Mach number 2.5
distribution along the axis.
Figure 10. Effect of heat addition on the Mach number
distribution along the axis.
after the sudden expansion section. The computational
domain is given in Fig.12 engine simulations have been carried out with
three different grids having 11090, 22080 and
The effect of free stream Mach number 44350 cells. Refinement of the grid has been
and air/fuel ratio (A/F) on the ramjet engine carried out at the location where steep gradients
performance have been studied in detail. Full of temperature and pressure are seen. All the

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FUEL SPRAY COMBUSTION

AIR INTAKE NOZZLE
550 CHAMBER

CENTRE BODY
Static Temperature (K)

500

450
Figure 12. Computational domain.

400
and 3.0 are shown in Figs 13 and 14 respectively.
COLD FLOW
350
10 MW HEAT ADDITION The ir/fuel ratio for this case was 17. Mach number
12 MW HEAT ADDITION contours for inlet Mach number equal to 2 (Fig. 13)
300 15 MW HEAT ADDITION
indicate that the shock train is located outside the
0.0 0.2 0.4 0.6 0.8 1.0
intake, which results in spillage of air flow. For M i
Distance along the axis ( m )
Free stream Mach number, M = 2.0 = 2.5, the spillage is reduced and the terminal normal
shock is located at the entry section. For Mi = 3.0,
800 the shock train moves into the intake; here, the
750
feature of reflected oblique shocks culminating in
700
a terminal shock is clearly seen.These three cases
Static Temperature (K)

650

600
of Mi = 2.0, 2.5 and 3.0 correspond to the sub-
550
critical, critical (approximately) and super-critical
500 operation of the engine respectively. From the temperature
450 contours (Fig. 14) it is seen that combustion primarily
COLD FLOW
400
10 MW HEAT ADDITION occurs close to the wall, near the sudden expansion
350 12 MW HEAT ADDITION section.The re-circulatory region and boundary layer
15 MW HEAT ADDITION
300
close to the wall aid in flame stabilisation. In this
0.0 0.2 0.4 0.6 0.8 1.0
Distance along the axis ( m )
study, the conserved-scalar approach based on the
Free stream Mach number, M = 2.5 fast-chemistry assumption is adopted to account
for the turbulence-combustion interaction. The maximum
1100 temperature attained is highest for M i = 3.0, since
1000 the shock compression process results in a higher
pre-ignition temperature for this case because of
Static Temperature (K)

900

800 stronger shocks.

700

600

500
COLD FLOW
400 10 MW HEAT ADDITION
300
12 MW HEAT ADDITION
15 MW HEAT ADDITION
200
0.0 0.2 0.4 0.6 0.8 1.0
Distance along the axis ( m )
Free stream Mach number, M = 3.0

Figure 11. Effect of heat addition on the static temperature

distribution along the axis.

results reported here have been obtained on the

finest grid, i.e., with 44350 cells.

5.1 Effect of Free Stream Mach Number

The contours of Mach number and static
temperature for inlet Mach numbers of 2.0, 2.5 Figure 13. Mach contours for air/fuel ratio = 17.

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shock, while the Mach number decreases to subsonic

values. In fact, for M i = 3.0, features such as flow
deceleration at the first shock, re-acceleration
immediately after the shock and subsequent transition
to subsonic flow at the terminal normal shock can
be clearly discerned. Also, at Mi = 3.0, combustion
phenomenon does not penetrate up to the axis and
hence temperature rise is marginal along the axis.

5.2 Effect of Air/Fuel Ratio

Results for an air fuel ratio of 30 are presented
in Figs. 19 and 20. Compared with the previous
case for which the air/fuel ratio was 17, significant
changes can now be seen. For example, the Mach
number contours show that the ramjet operation
Figure 14. Temperature (K) contours for air/fuel ratio.
1.2x106

Although maximum temperature is higher, the

1.0x106
average temperature is lower for M i = 3.0 due to
STATIC PRESSURE (Pa)
larger mass flow rate. In Fig. 15, the fuel mass 8.0x105
fraction contours are plotted. It is clear that fuel
disperses more at M i = 2.0 as compared to the 6.0x105

cases of Mi = 2.5 and 3.0. Therefore, the combustion

4.0x105 M i = 2.0
zone is larger for M i = 2.0. The static pressure, M i = 2.5
static temperature and Mach number variation along M i = 3.0
2.0x105
the surface of the centre body and axis are shown AIR / FUEL RATIO = 17
in Figs 16, 17 and 18 respectively. The static pressure 0.0
and temperature increase across the terminal normal 0.0 0.2 0.4 0.6 0.8 1.0
DISTANCE ALONG THE COMBUSTOR AXIS ( M )

Figure 16. Variation of static pressure alng the surface and

axis of the centre body.
1400

1200 M i = 2.0
M i = 2.5
STATIC TEMPERATURE (K)

M i = 3.0
1000
AIR / FUEL RATIO = 17

800

600

400

200
0.0 0.2 0.4 0.6 0.8 1.0
DISTANCE ALONG THE COMBUSTOR AXIS (M)

Figure 15. Mass fraction contours of fuel for air/fuel Figure 17. Variation of temperature along the surface and
ratio = 17. axis of the centre body.

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 THANGADURAI, et al.: NUMERICAL ANALYSIS OF INTEGRATED LIQUID RAMJET ENGINE

3 M i = 2.0
M i = 2.5
MACH NUMBER

M i = 3.0
2 AIR / FUEL RATIO = 17

0.0 0.2 0.4 0.6 0.8 1.0

DISTANCE ALONG THE COMBUSTOR AXIS ( m
M)

Figure 18. Mach number variation along the surface and axis
of the centre body.

becomes super-critical (shocks moves within the Figure 20. Temperature (K) contours for air/fuel ratio= 30.
intake) even for M i = 2.5. Also, the extent of spillage
decreases for Mi = 2.0. In addition, the inward movement
of the shock system, results in higher temperature
values for M i = 2.5 and 3.0. However, most of the
features of the combustion zone such as fuel dispersion,
(Fig. 21) are similar to the corresponding predictions
for A/F = 17. In Figs 22 - 24, the centre line variations
of static pressure, static temperature and Mach number
also indicate the slight shift in the location of the
normal shock at M i = 2.5. Consequently, the flow
and pressure recovery are modified. For inlet Mach
number of 2.5, the peak temperature observed for
an A/F of 17 is 1980 K as compared to 1920 K for

Figure 21. Mass fraction contours of fuel for air/fuel

ratio= 30.

an A/F of 30. As a result of changes in the flow

structure and air flow rate, combustion is poorer
near the axis for A/F = 30. Thus, it is evident that
the air fuel ratio plays a crucial role for the
proper operation of a ramjet engine.

6 . CONCLUSIONS
The overall performance of an integrated ramjet
engine comprising of air-intake, combustor and
nozzle has been investigated through full engine
Figure 19. Mach contours for air/fuel ratio= 30. simulation. The coupled analysis clearly brings

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 DEF SCI J, VOL. 58, NO. 3, MAY 2008

1.2x10 6 out the interaction between the air-intake and combustor.

The air-intake performance is not only affected by
1.0x10 6
its geometry but also by the amount of heat release
STATIC PRESSURE (Pa)

5
in the combustor. The flow model developed in the
8.0x10
present study has the potential to be used as a
6.0x10 5 design and development tool in liquid fuelled ramjet
development programmes.
4.0x10 5
AIR / FUEL RATIO = 17
AIR / FUEL RATIO = 30 ACKNOWLEDGEMENTS
5
2.0x10
M i = 2.5 The authors are extremely thankful to Shri P.
0.0 Venugopalan, Director; and Dr S. Sundarrajan, Head,
0.0 0.2 0.4 0.6 0.8 1.0
Programme Team, PJ-10, Defence Research and
DISTANCE ALONG THE COMBUSTOR AXIS ( m
M) Development Laboratory (DRDL), Hyderabad, for
Figure 22.Variation of static pressure along the surface and their constant encouragement to complete this work
axis of the centre body. successfully.
1400

REFERENCES
1200
1. Thomas, Jr. & A.N. Exploding ramjet myths.
STATIC TEMPERATURE (K)

AIR / FUEL RATIO = 17

1000 AIR / FUEL RATIO = 30 National Defense, 1983, 18-23.

M i = 2.5
800
2. Hebrard, P; Lavergne, G. & Torque, A. Ramjet
and ramrocket performances: Experimental
600 simulation and prediction by computation codes.
In 10 th ISOABE Proceedings, UK, 1991. pp.
400 1051-059. 1991. ISABE 91 - 7112.

200 3. Calzone ,R.F. Developments in missile Ramjet

0.0 0.2 0.4 0.6 0.8 1.0 propulsion. TNO report. PML 1996 - A100.1991.
DISTANCE ALONG THE COMBUSTOR AXIS ( m
M)
4. Cazin, P. & Laurent, J.M. Liquid-fuelled ramjet
Figure 23. Variation of static temperature along surface and engine tactical missile propulsion. Prog. Astro.
axis of the centre. Aero., 1996, 170, 423-46.
3
5. Conway, S. & Johansson, J. Integrated engine-
AIR / FUEL RATIO = 17
airframe calculations using CFD. 2001. AIAA
AIR / FUEL RATIO = 30
Paper No. 2001-3201.
2
MACH NUMBER

M i = 2.5 6. Sung, H.G.; Hsieh, S.Y. & Yang, V. A unified

analysis of Ramjet operation in an integrated
1
rocket ramjet engine. Part II Combustion dynamics
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0 optimization of the aeropropulsive system of a
ramjet powered missile. 2002. AIAA Paper
No. 2002-5546.
0.0 0.2 0.4 0.6 0.8 1.0

m)
DISTANCE ALONG THE COMBUSTOR AXIS ( M 8. Launder, B.E. & Spalding, D.B. The numerical
Figure 24. Mach number variation along the surface and computation of turbulent flows. Computer Methods
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 THANGADURAI, et al.: NUMERICAL ANALYSIS OF INTEGRATED LIQUID RAMJET ENGINE

9. Sreenatha, A.G. & Bhardwaj, N. Mach number Breathing Engines and Aerospace Propulsion,
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11. Minard, J.P.; Hallais, M. & Falempin, F. Low
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Contributors

Dr G. Raja Singh Thangadurai obtained his ME (Aero Engg) and PhD (Mech
Engg) from the Indian Institute of Science (IISc), Bangalore, in 1991 and the
Indian Institute of Technology (IIT) Madras, Chennai, in 2004, respectively. Presently,
he is working as Scientist E at the Defence Research & Development Laboratory
(DRDL), Hyderabad. He is involved in the development of liquid propellant rocket
engines and reaction control systems for Prithvi and Agni missiles. His areas
of research are rocket and ramjet propulsion, numerical simulation of internal
flows, and supersonic air intakes. He has contributed 10 papers in national journals
and conferences.

Dr B.S. Subhash Chandran obtained his PhD (Aero Engg) from the Georgia Tech,
USA, in 1984. Presently, he is working as Scientist at the DRDL, Hyderabad. He
is actively engaged in the development of Akash propulsion system and liquid
fuel ramjet engine for flight vehicles. His areas of interest are rocket and ramjet
propulsion and supersonic air intakes. He has published 15 papers in national
and international conferences.

Dr V. Babu obtained his PhD (Mech) from the Ohio State University, USA, in
1991. Presently, he is working as Associate Professor at the IIT Madras. His areas
of research include: Computational simulation of internal/external flows, simulation
of chemically reacting , plasma and nonequilibrium flows, high performance computing
and development of software tools for engineering analysis. He is recipient of
Henry Ford Technology Award (1998) presented by the Ford Motor Co, UK. for
the design, development and deployment of a virtual aerodynamic/aero-acoustic
wind tunnel. He has four patents to his credit.

Prof T. Sundararajan obtained his PhD (Mech Engg) from the University of
Philadelphia, USA, in 1983. He worked as a postdoctoral fellow at the Univerity
of Philadelphia, USA, from 1983-84. He joined as Assistant Professor at the IIT,
Kanpur, in 1985. Presently, he is working at the IIT Madras, as Professor. He has
guided 17 students for their PhD and 24 students for their MS. He has published
76 research papers in various journals and presented 85 papers in various conferences.
He has also published a textbook on computational fluid dynamics. His areas of
research include: Spray combustion, jet flows, heat transfer and fluid flow in
porous media, and thermal modelling of manufacturing and metallurgical problems.

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