CHAPTER - 01

Introduction
1.1 What is a missile?
Basically any object thrown at a target with the aim of hitting it is a missile. Thus, a stone
thrown at a bird is a missile. The bird, by using its power of reasoning may evade the missile (the
stone) by moving either to the Left, right, top or bottom with respect to the flight path
(trajectory) of the missile. Thus, the missile in this case has been ineffective in its objective of
hitting the bird (the target). Now, if the stone too is imparted with some intelligence and quick
response to move with respect to the bird, to overcome aiming errors and the bird's evasive
actions and hit it accurately, the stone now becomes a guided missile.
The incorporation of energy source in a missile to provide the required force for its
movement (propulsion), intelligence to go in the correct direction (guidance) and effective
manoeuvring (control) are mainly the technologies of guided missiles. They help in making a
missile specific to a target, that is, they determine the size, range and state of motion of a missile.

1.2 History of guided missiles

Looking back into the history of rockets and guided missiles, we find that rockets were
used in China and India around 1000 AD for fireworks as well as for war purposes. During the
18th century, unguided rocket propelled missiles were used by Hyder Ali and his son Tipu Sultan
against the British. There is a reference that two rockets belonging to Tipu's forces were captured
during the fourth Mysore war in the siege of Seringapatnam in 1799 by companies of the Bengal
and Bombay Artillery of the East India Company.
The current phase in the history of missiles began during the World War I1 with the use
of V1 and V2 missiles by Germany. Since then there has been a tremendous and rapid global
advancement in this field. It spawned the growth and pushed the frontiers of many new
technologies in the areas of materials science, aeronautics, communications, radars and
computers. Huge amounts of prime resources have been channelized into this field resulting in
the development of sophisticated missiles.

1.3 Missile Aerodynamics versus Airplane Aerodynamics

One of the principal differences between missiles and airplanes is that the former are
usually expendable, and, consequently are usually uninhabited. For this reason increased ranges
of speed, altitude, and manoeuvring accelerations have been opened up to missile designers, and
these increased ranges have brought with them new aerodynamic problems.

For instance, the higher allowable altitudes, and manoeuvring accelerations permit
operation in the nonlinear range of high angles of attack. A missile may be ground-launched or
air-launched and in consequence can undergo large longitudinal accelerations, can utilize very
high wing loadings, and can dispense with landing gear.
In the absence of a pilot the missile can sometimes be permitted to roll and thereby to
introduce new dynamic stability phenomena. The problem of guiding the missile without a pilot
introduces considerable complexity into the missile guidance system. The combination of an
automatic guidance system and the air frame acting together introduces problems in stability and
control not previously encountered. Many missiles tend to be slender, and many utilize more
than the usual two wing panels. These trends have brought about the importance of slender-body
theory and cruciform aerodynamics for missiles.

1.4 Classification of Missiles

Missiles can be classified on the basis of points of launching and impact, type of
guidance system, trajectory, propulsive system, trim and control device, etc. An important
classification on the basis of points of launching and impact is given in Table 1-1.
TABLE 1-1 Classification of Missiles

AAM

Air-to-air missile

ASM

Air-to-surface missile

AUM

Air-to-underwater missile

SAM

Surface-to-air missile

SSM

Surface-to-surface missile

UUM

Underwater-to-underwater missile

Another source of distinction among missiles is the guidance system. In a command

system the missile and the target are continuously tracked from one or more vantage points, and
the necessary path for the missile to intercept the target is computed and relayed to the missile by
some means such as radio. A beam-riding missile contains a guidance system to constrain it to a
beam. The beam is usually radar illuminating the target so that, if the missile stays in the beam, it
will move toward the target. A homing missile has a seeker, which sees the target and gives the
necessary directions to the missile to intercept the target. The homing missile can be subdivided
into classes having active, semi active, and passive guidance systems. In the active class the
missile illuminates the target and receives the reflected signals. In the semi active class the
missile receives reflected signals from a target illuminated by means external to the missile. The
passive type of guidance system depends on a receiver in the missile sensitive to the radiation of
the target itself.

Another method of classifying missiles is with regard to the type of trajectory taken by
the missile. A ballistic missile follows the usual ballistic trajectory of a hurled object. A glide
missile is launched at a steep angle to an altitude depending on the range, and then glides down
on the target. A skip missile is launched to an altitude where the-atmosphere is very rare, and
then skips along on the atmospheric shell.
On the basis of propulsive systems missiles fall into the categories of turbojet, ram-jet,
rocket, etc. If the missile receives a short burst of power that rapidly accelerates it to top speed
and then glides to its target, it is a boost-glide missile. Sometimes a missile is termed singlestage, double stage, etc., depending on the number of stages of its propulsive system.
Further differentiation among missiles can be made on the basis of trim and control
devices. A canard missile has a small forward lifting surface that can be used for either trim or
control similar to a tail-first airplane. A missile controlled by deflecting the wing surfaces is
termed a wing control missile, and one controlled by deflecting the tail surfaces is termed a tailcontrol missile. It is to be noted that these definitions depend on which set of lifting surfaces is
taken as the wing and which is taken as the tail. For missiles with two sets of lifting surfaces, we
will specify the wing-to be the main lifting surfaces and the tail to be the balancing surfaces, a
distinction maintained throughout the book. In a cruciform missile, sets of controls at right
angles permit the missile to turn immediately in any plane without the necessity of its banking.
On the other hand a bank-to-turn missile, like an airplane, banks into the turn to bring the normal
acceleration vector as close to the vertical plane of symmetry as possible.

Fig.1. 1: Missile classification by method of launching

SSMs are common ground-to-ground ones though these may also be launched from a
ship to another ship. Underwater weapons which are launched from a submarine also come under
this class of missiles.
SAMs are essential complement of modern air defence systems along with anti-aircraft
guns which are used against hostile aircraft. AAMs are for airborne battle among fighter/ bomber
aircraft. These are usually mounted under the wings or fuselage of the aircraft and are fired at

enemy airborne targets by the pilot through the press of a button. In his decision to launch a
missile at a particular moment, the pilot is aided by a computer and radar network onboard as
well as from ground based data link. The missiles in certain types are ignited before release
while in others ignition takes place after release.

On the basis of range, missiles can be broadly classified as

Short-range missiles;
Medium-range ballistic missiles (MRBM);
Intermediate range ballistic missiles (1RBM);
Intercontinental or long-range ballistic missiles (ICBM)

1-5. Glossary of Special Terms

Many special terms occur repeatedly in missile aerodynamics. Some of these terms are now listed
for ready reference.

Body axes: a set of Cartesian axes fixed in the missile and parallel to the axes of symmetry of the
missile if such symmetry axes exist.
Cross flow plane: a plane normal-to the free-stream velocity.
Cruciform wing: four similar wing panels -mounted together at a common chord and displaced
one from the next by /2 radians of arc.
Fineness ratio: ratio of body length to body diameter (calibres).
Horizontal plane of symmetry: the horizontal plane in which the lower half of the missile is the
mirror image of the upper half.
Included angle: angle between free-stream velocity and missile longitudinal axis,

Interdigitation angle: angle between the plane of a lifting surface and the plane of
another tandem lifting surface.
Normal plane: a plane normal to the missile longitudinal axis,
Subsonic leading edge: a leading edge such that the component of the free-stream Mach
number normal to the edge -is less than one,
Supersonic leading edge: a leading edge such that the component of the free-stream Mach
number normal-to the edge is-greater than one,
Symmetrical wing: a wing possessing a horizontal plane of symmetry,
Tangent ogive: a missile nose having constant radius of curvature in all planes through
the longitudinal axis from the apex to the circular cylinder to which it is tangent.
Trefftz plane: a fictitious cross flow plane infinitely far behind a missile or lifting surface to
which the trailing vortex system extends without viscous dissipation.
Vertical plane of symmetry: the vertical plane, in which the left half of the missile is the
mirror image of the right half,
Wing panels: those parts of the main missile lifting surfaces exterior to the body.

CHAPTER - 02
The Atmosphere
The atmosphere is a gaseous envelope surrounding the earth to a height of roughly 250
miles. Although there is some difference of opinion as to where the atmosphere ends and space
begins, the limit defined above is quite generally accepted. So far as tangible evidence goes, the
750-mile upper limit of the aurora borealis is the "top" of the Atmosphere. The behaviour of the
electrical discharges indicates that elements of air are present, although extremely rare.
One of the most important characteristics of the atmosphere is that air density changes
with altitude. As altitude increases, air density decreases significantly. At sea level, the density of
air is about .076 pound per cubic foot. At 20,000 feet, air density is only about .0405 pound per
cubic foot. Because of the decrease in air density with altitude, a missile flying at 35,000 feet
encounters less air resistance that is, has less drag-than a missile flying close to sea level.
Air pressure also varies with altitude. The pressure acting on each square inch of the
earth's surface at sea level is actually the weight of a column of air one inch square, extending
from sea level to the outer limits of the atmosphere. On a mountain top, this column of air would
be shorter, and so the weight (pressure) acting on each square inch would be less. Therefore, air
pressure decreases as altitude increases.

Fig 2-1. Vertical Structure of Atmosphere

Another characteristic of the atmosphere which changes with altitude is temperature (see
fig. 2-1). But, unlike density and pressure, temperature does not vary directly with altitude. From
sea level to about 35,000 feet, the temperature drops steadily at a rate of approximately 3 1/2F
per thousand feet. It then remains fairly constant at -67F up to about 105,000 feet. It then
increases at a steady rate until another constant- temperature zone is reached.
This zone lasts for several miles. Then the temperature starts decreasing. The procedure
repeats itself that is, a second temperature minimum is reached, and after a short constanttemperature zone, it starts rising again. These temperature minimums mark the boundaries
between the four regions in the atmosphere: the troposphere, the stratosphere, the mesosphere,
and the thermosphere, shown in figure 2-2. In this figure the regions beyond are simply labelled
"outer space," but they may be divided into further layers, according to the findings of space
probes and explorations of recent times.

Fig 2-2. Atmosphere Regions around Earth

2.1 Troposphere
The troposphere is the lowest layer of the atmosphere and extends from the surface of the
earth to a height of 10 miles. This is not a firm figure, as the height of the troposphere varies over
different parts of the earth. Near the poles it may be only 4 miles. It is made up mostly of
nitrogen and oxygen, and accounts for three- fourths of the weight of the atmosphere. Within this
layer temperature decreases with altitude, and it is here that clouds, snow, rain, and the seasonal
changes occur.
Because the troposphere is dense, aerodynamic surfaces can be used efficiently to control
missiles. However, this high density causes a large amount of drag. It is known that the dense
lower atmosphere slows down a projectile. It will have the same effect on a missile. The German
V-2, rocket which was used to bomb England during World War II, was slowed down from 3300
to 1800 mph as it passed through the troposphere. The friction of the air also causes extremely
high skin temperatures on missiles or re-entry craft, high enough to melt common metals.

2.2 Stratosphere
The stratosphere is the layer of air above the troposphere. Its upper limits are around 20
miles above sea level. In this region temperature no longer decreases with altitude, but stays
nearly constant and actually begins to increase in the upper levels. Higher temperatures in the
upper levels are caused by ozone which is heated by ultraviolet radiation from the sun. (Ozone is
a gas which is produced when electricity is discharged through oxygen.)
The composition of the stratosphere is similar to that of the troposphere; however, there
is practically no moisture in the stratosphere. There are almost no clouds and no storms, and an
almost complete absence of dust. At the earth's surface the air contains about 21 percent oxygen,
but this decreases to a small value in the stratosphere, while the percent of hydrogen rises from
0.01 percent to 95 percent.
The air is said to be "thin" and will not support human life nor air breathing engines.
Propeller-driven vehicles cannot penetrate this region because of the low air density, and
aerodynamic surfaces have greatly reduced effect in controlling missiles. But increases in missile
speeds are possible because thrust is used more for acceleration and less to overcome drag.

2.3 Mesosphere
Above the stratosphere is the mesosphere, extending from about 19 miles to 50 miles.
Within this region the minimum temperature is reached at about 47 1/2 nautical miles (fig. 2-1),
decreasing from about 7C at its lower edge to - 100C at its upper limit. Ozone is generated in
this region and it is the seat of transformation of most primary into secondary radiation. Intense
meteor trains reach down into the mesosphere and their brilliant combustion gave rise to the
belief that this was a region of comparatively high temperature.

2.4 Intermediate Layers

In figure 2-1 you find the words "Tropopause," "Stratopause," and "Mesopause." These
are applied to rather narrow regions between the layers described above. In each case, they are
the regions of transition from one type of atmosphere to the next one, and are likely to have
turbulence because of the inversion or reversal characteristics.

2.5 Thermosphere
The thermosphere starts at about 47 1/2 nautical miles (fig. 2-1) and extends to the
ionosphere. Sometimes the two areas are considered as the ionosphere as they have a continuing
upward trend in temperature. The increase in temperature is due to the presence of ozone, which
is formed by the action of ultraviolet rays from the sun on the oxygen in the atmosphere.

Tremendous fluctuations of wind speed (70 knots or more) occur on a daily basis. These
fluctuations are referred to as atmospheric tides.

2.6 Ionosphere
Above the thermosphere, ranging up to about 250 miles above sea level is the ionosphere.
This is a region rich in ozone, and consists of a series of electrified layers. The ionosphere is
extremely important because it refracts (bends) radio waves (fig. 2-2).
This property enables a radio transmitter to send waves to the opposite side of the world
by a series of refractions and reflections taking place in the ionosphere and at the surface of the
earth. The characteristics of the ionosphere vary with daylight and darkness, and also with the
four seasons. The term "ionosphere" is used particularly in referring to the electrical
characteristics of the region, while "exosphere" is the name used when referring to the
meteorological aspects.

2.7 Higher Atmospheres

The reaches of space beyond the ionosphere have not been fully explored and much of
the information about them is conjecture. Much information about the upper air has been
transmitted to earth from orbiting satellites and spacecraft which have carried instruments to
measure radiation, temperature, and other information that could be measured.
Weather information and reports of meteorites and micrometeorites are recorded. There is
still a great deal more to learn about space. If you read different writers on the subject, you will
find variations in statements about the size of atmospheric zones and even differences in names
for the regions. As conjecture is replaced by real information, these differences will be resolved.
Several belts of high intensity charged particles, called Van Allen Belts (fig 2-4),
surround the earth in space. They were discovered by the early U. S. satellites, Explorer I and
Explorer II, in 1958. The zones fluctuate and it is believed solar flares or other phenomena of the
sun cause the changes. It is almost certain that the outer zone owes its existence to ionized solar
gas ejected from the sun.

Fig 2-3. Van Allen Radiation Belts around Earth

2.8 Planetary Boundary Layer

It is the part of the troposphere that is closest to Earth's surface and is directly affected by
it, mainly through turbulent diffusion. During the day the planetary boundary layer usually is
well-mixed, whereas at night it becomes stably stratified with weak or intermittent mixing. The
depth of the planetary boundary layer ranges from as little as about 100 meters on clear, calm
nights to 3000 m or more during the afternoon in dry regions.

CHAPTER - 03
Basic Flight Principles
The principles of low speed aerodynamics which underlie the operation of most aircraft
also apply to missiles, at least in the first few seconds of flight. Before we discuss high speed
missile flight, let us consider the motions and forces that are common to both guided missiles
and conventional airplanes flying at low speeds.

3.1 Basic Motions

Like any moving body, the guided missile executes two basic kinds of motions: rotation
and translation. In pure rotation all parts of a body pivot about the center of gravity, describing
concentric circles around it. In movements of translation, or linear motions, the center of gravity
of a body moves along a line, and all the separate parts follow lines parallel to the path of the
center of gravity. Any possible motion of the body is composed of one or the other of these
motions, or is a combination of the two.
Since missiles are free to move in three dimensions, we describe their motions by using a
reference system containing three reference lines, or axes. The missile axes (fig. 3-1A) are
mutually perpendicular lines which intersect at the center of gravity of the missile.
A missile can make three kinds of rotary movements: pitch, roll, and yaw. Pitch, or
turning up or down is rotation about the lateral or Y axis of the missile (fig. 3-1B).
The missile rolls, or twists, about the longitudinal axis, which is the reference line
running through the nose and tail and designated the X axis in figure 3-1C. It yaws, or turns to
the right or left, about the Z or vertical axis (fig. 3-1D). Rotary motions about all three of these
axes are controlled by devices within the missile. Hereafter, these axes will be referred to as the
pitch axis, the roll axis, and the yaw axis.
The second type of movement is called translation. Translation includes any linear
movement of the missile. For example, a sudden gust of wind or an air pocket could throw a
missile a considerable distance off its trajectory without causing any significant angular
movement. If you have ever flown in an airplane, this should be fairly easy to understand. If the
plane hits an air pocket, it may drop several hundred feet, but still maintain a straight and level
altitude. Any linear movement, regardless of direction, can be resolved into three components:
lateral movement, vertical movement and movement in the direction of thrust. So, besides the
three angular degrees of movement, we have three linear degrees of movement. A missile in
flight can therefore be said to have six degrees of movement, or freedom.
In an airplane the pilot checks his instruments or visually observes angular and linear
movement. On the basis of his observations, he repositions the control surfaces as necessary to
keep the plane where he wants it. Since we don't have a pilot in a guided missile to note these
movements, we install devices that will detect them.
10

11

Fig 3-1. Rotational Movements among the Missile axes A: Roll, Pitch and Yaw axes are mutually perpendicular; B: Pitch axes and
Plane; C: Roll axis and plane; D: Yaw axis and Plane

3.2 Aerodynamic Forces

The principal forces acting on a missile in level flight are thrust, drag, weight, and lift.
Like any forces, each of these is a vector quantity; a vector has magnitude (length) and direction.
These forces are illustrated in figure 3-2.
Thrust (force) is directed along the longitudinal axis of the missile and is the force. This
propels it forward at speeds sufficient to sustain flight. Drag is the resistance air offers to the
passage of the missile through air, and is directed rearward. The weight of the missile is the pull
of gravity on the missile, and is directed downward toward the center of the earth. Opposed to
the force of gravity is lift, an upward force which supports the missile. Lift is directed
perpendicular to the direction of drag.

Fig 3-2 Principal forces acting on a moving missile

Lift is produced by means of pressure differences. The primary factor contributing to lift
is that the air pressure on the upper surface of an airfoil (wing) must be less than the pressure on
the underside. The amount of lifting force provided is dependent to a large extent on the shape of
the wing. Additional factors which determine the amount of lift are the wing area, the angle at
which the wing surface is inclined to the airstream (angle of attack), and the density and speed of
the air passing around it. The airfoil that gives the greatest lift with the least amount of drag in
subsonic (less than the speed of sound) flight has a shape similar to the one illustrated in figure
3-3.
Some of the standard terms applied to airfoils are included in the sketch. The foremost
edge of the wing is called the leading edge and that at the rear the trailing edge (fig. 3-3A). A
straight line between the leading and the trailing edges is called the chord. The distance from one
wingtip to the other (not shown) is known as the SPAN. The angle of incidence (fig. 3-3B) is the
12

angle between the wing chord and the longitudinal axis of the fuselage. In figure 3-3C, the large
arrow indicates the relative wind, the direction of the airflow with reference to the moving
airfoil. The angle of attack is the angle between the chord and the direction of the relative wind.
In actual flight, a change in the angle of attack will change the airspeed. But if for test
purposes we maintain a constant velocity of the airstream while changing the angle of attack, the
results on the nonsymmetrical wing will be as shown in figure 3-4. The sketches show a wing
section at various angles of attack, and the effect these different angles have on the resultant
force and the position of the center of pressure. The burble point referred to in figure 3-4C and D
is the point at which airflow over the upper surface becomes rough, causing an uneven
distribution of pressure. Note that the center of pressure changes with the angle of attack.

Fig 3-.3 Nomenclature of parts for subsonic Airfoil

The relative wind strikes the tilted surface, and as the air flows around the wing, different
amounts of lifting force are exerted on various points on the airfoil. The sum (resultant) of all
these forces is equivalent to a single force acting at a single point and in a particular direction.
This point is called the center of pressure. From it, lift can be considered to be directed
perpendicular to the direction of the relative wind. The dynamic or impact force of the wind
against the lower surface of the airfoil also contributes to lift, but no more than one-third of the
total lift effect is provided by this impact force.

3.3 Acceleration
Acceleration is rate of change, either in speed or in direction of motion or both. A missile
accelerates in a positive or negative sense as it increases or decreases speed along its line of
flight. It also accelerates in a positive or negative sense as it changes direction in turns, dives,
13

pullouts, and as a result of gusts of wind. During accelerations a missile is subjected to large
forces which tend to keep it flying along its original line of flight. This is in accordance with
Newton's first law of motion which states:
A particle remains at rest or in a state of uniform motion in a straight line unless acted
upon by an external force.
Like gravity, acceleration is measured in terms of g's. The acceleration of a body in free
fall is said to be one "g." Missiles making rapid turns or responding to large changes in thrust
will experience accelerations many times that of gravity, the ratio being expressed as a number
of "g's." The number of "g's" which a missile can withstand is one of the factors which determine
its maximum turning rate and the type of launcher suitable for the weapon. The delicate
instruments contained in a missile may be damaged if subjected to accelerations in excess of
design values.

Fig 3-4. Effect of Angle of Attack on Airflow and Centre of Pressure

3.4 Mach Numbers and Speed Regions

Missile speeds are expressed in terms of Mach numbers rather than in miles per hour or
knots. The Mach number is the ratio of missile speed to the local speed of sound. For example, if
a missile is flying at a speed equal to one half the local speed of sound, it is said to be flying at
Mach 0.5. If it moves at twice the local speed of sound, its speed is then Mach 2.

14

3.5 Local Speed of Sound

The speed expressed by the Mach number is not a fixed quantity, because the speed of
sound in air varies directly with the square root of air temperature. For example, it decreases
from 760 miles per hour (mph) at sea level (for an average day when the air is 59~) to 661 mph
at the top of the troposphere. The speed of sound remains constant (with the temperature)
between 35,000 feet and 105,000 feet, then rises to 838 mph, reverses, and falls to 693 mph at
the top of the stratosphere. Thus, you can see that the speed of sound will vary with locality.
The range of aircraft and missile speed is divided into four regions which are defined
with respect to the local speed of sound. These regions are as follows.
Subsonic Flight, in which the airflow over all missile surfaces is less than the speed of
sound. The subsonic division starts at Mach 0 and extends to about Mach 0.75. (The
upper limit varies with different aircraft, depending on the design of the airfoils.)
Transonic Flight, in which the airflow over the surfaces is mixed, being less than sonic
speed in some areas and greater than sonic speed in others. The limits of this region are
not sharply defined, but are approximately Mach 0.75 to Mach 1.2.
Supersonic Flight, in which the airflow over all surfaces is at speeds greater than sound
velocity. This region extends from about Mach 1.2 upward.
Hypersonic Flight, in which the time of passage of the missile is of the order of
relaxation time. (Relaxation time is the time required for molecules of air to adjust
themselves after the passage of the body.) Mach numbers on the order of 10 may be
considered as hypersonic. Velocities that are not hypersonic at sea level may become so
at high altitudes, since relaxation times will be longer where densities are relatively low.

3.6 Subsonic Flight

At subsonic speeds, sustained flight is dependent on forces produced by the motion of the
aerodynamic surfaces through the air. If the surfaces of airfoils are well designed, the stream of
air flows smoothly over, under, and around them. And the air stream conforms to the shape of
the airfoil. If, in addition, the airfoils are set to the proper angle, and if motion is fast enough, the
airflow will support the weight of the aircraft or missile.
Since most modern missiles are supersonic, with only a few seconds of flight in the
subsonic region of speed, the forces that affect missile flight at supersonic speeds are of more
importance to you.

3.7 Missile Speed and Air Flow

A missile thrusting its way through the atmosphere may be compared to a boat pushing
its way through the water. You can see the effect on water, so picture the air waves the same

15

way. A boat moving slowly through the water gently pushes the water out of the way, but if it
speeds up, the water is churned up into rushing waves that require increased thrust to push
through.
An object pushing through the air produces small pressure disturbances in the air, and
each pressure wave expands equally in all directions, moving at the speed of sound. As long as
the object is moving more slowly than the air waves, there is no buildup of pressure waves, but
as the speed increases, the air waves begin to pile up in front of the object.
When the speed of the object reaches the speed of sound the pressure waves can no
longer outrun it, and the piled up airstream just ahead of the object collides with the unmoved air
farther ahead, which a moment before was completely undisturbed. This causes a shock wave at
the boundary between the air stream and the undisturbed air. The air stream is reduced in speed
very rapidly and at the same time the pressure, density, and temperature increase.
A normal shock wave is usually very strong, and the air passes through without changing
direction (fig. 3-5A), but always changes from supersonic to subsonic velocity. On other hand an
oblique shock wave (fig. 3-5C), the airstream changes direction upon while passing through the
transition marked by the wave front. These waves are produced in supersonic airstreams at the
point of entry of wedge- shaped or other sharply pointed bodies. The change in speed, density,
pressures, and temperature are generally less severe than with normal perpendicular shock
waves.
A bow shock, also called a detached shock, is a curved, stationary shock that is found in
a supersonic flow past a finite body. The name comes from the example of a bow wave that
forms at the bow of a ship when it moves through the water.
Unlike an oblique shock, the bow shock is not necessarily attached to the tip of the body.
Oblique shock angles are limited in formation and are based on the flow deflection angle,
upstream Mach number. When these limitations are exceeded (greater deflection angle or lower
Mach number), a detached bow shock forms instead of an oblique shock. As bow shocks form
for high flow deflection angles, they are often seen forming around blunt objects. In other words,
when the needed rotation of the fluid exceeds the maximum achievable rotation angle for an
oblique attached shock, the shock detaches from the body. Downstream of the shock, the flowfield is subsonic, and the boundary condition can be respected at the stagnation point.
The bow shock significantly increases the drag in a vehicle traveling at a supersonic speed. This
property was utilized in the design of the return capsules during space missions such as
the Apollo program, which need a high amount of drag in order to slow down
during atmospheric reentry.

16

Fig 3-5. Movement of Air over Airfoils;

A, Formation of Normal Shock wave;
B, Expansion waves
C, Airflow about a supersonic wing

17

CHAPTER -04
Missile Aerodynamics
Study of the movement of a body in the presence of air is called aerodynamics and this
study is vitally important for the design of aircraft, missiles and rockets. The atmosphere as we
know is densest close to earth's surface at sea level. As we go higher it becomes thinner (i.e., the
pressure and density are lower). The sensible atmosphere is up to a height of about 80
kilometers. The temperature also varies with height. The layer of atmosphere nearest to earth is
called troposphere. Above that is stratosphere which is further subdivided into lower stratosphere
and upper stratosphere regions, beyond that, is ionosphere or ozonosphere and the last is
exosphere. The very high speed fighter aircraft fly up to altitudes of about 30 km, while transport
jets fly up to about 10-11 km.
The aircraft and missiles are bodies that are heavier than air and so can support their
weights only if they produce a force to counter it. This force can be either lift force generated by
the flow of air over the wings and body or generated by means of an engine in the form of thrust.
This is done by helicopters or by aircraft with swing-engines (vertical takeoff type) where main
engines can be swivelled. In missiles (most are launched vertically or with an inclination), a part
of the weight is countered by the rocket engine thrust.
When we have a body with wings or without wings moving through air, there are forces
generated which act on the body to oppose its motion (drag). In other words, this force must also
be countered by the engine's thrust. The drag force depends upon the fineness or bluntness and
size of the body. To minimize the drag force one has to choose the aerodynamic shape such that
functional requirements are also met. In the missiles aerodynamic surfaces called wings, fins,
and control surfaces and body called fuselage (with suitable nose shape conical or ogival
followed by cylindrical) are designed to provide the necessary lateral manoeuvrability. This is
achieved by deflecting control surfaces through actuation mechanism and thereby altering the
balance of forces and generating turning moments. This happens at a very rapid rate.
In cruise missiles wings are provided to generate lift force while the missile flies in
horizontal level mode. Most of the aerodynamics is studied by mathematical analysis of flow and
then further validated by tests on scaled-down models in wind tunnel where forces are measured
and correlations generated. An experimental data bank is generated for subsequent designers.
Aerodynamic considerations and structural design factors are intimately related to the
propulsion and guidance aspects. Hence the external aerodynamic configuration of the missile is
also of primary emphasis. Many aeronautical engineers who were earlier airplane designers
transformed themselves from 'airplane to missile' aerodynamicists due to the similar principles
involved and the rapid growth in varieties and classes of missiles used in modern warfare. The
external missile shape and design is finalized keeping in view the needs of other subsystems and
performance criteria. Thus mechanical and electric missile system engineers take equally

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important part in the overall missile design. This calls for a need to have a good insight and
appreciation on the part of these personnel for the overall missile design.
Aerodynamic characteristics of various external components and their configuration aid
their selection towards an optimum missile performance with respect to its lift and drag
characteristics, aerodynamic stability, manoeuvrability, etc. Comprehensive and accurate data to
enable a missile technologist to zero-in on a particular configuration is not readily available since
much of the essential data is classified. Moreover, the requirement of stupendous quality of data
desirable and sufficient for a fairly efficient design is a deterring factor too. However, an
important asset the missile engineer: must have in discharging any R&D assignment is a sound
understanding and knowledge of the fundamental principles involved in all the subsystems. The
fundamentals of many technically specialized areas-aerodynamics, thermodynamics (mainly heat
transfer), kinematics, propulsion, structural design-are a necessity though it makes the task of the
aeronautical design engineer rather complex.

Fig 4-1. Sections of Missiles

The body of the missile may be divided into three major sections - the fore body or the nose, the
mid-section and the aft or boat-tail section.

4.1 Nose Section

Fore bodys may have many varieties of shapes, most common of which are conical,
ogival, power series or hemispherical. These shapes are used primarily on the missiles of
supersonic speeds and are generally selected on the basis of combined aerodynamic, guidance
and structural considerations. A hemispherical nose has very high drag from the aerodynamic
drag or performance standpoint, but it is excellent from the standpoint of structural integrity,
resistance to aerodynamic heating and amenability to certain types of guidance like infrared
guidance. Since the pressure or wave drag may be several times that due to friction at supersonic
speeds, careful selection of the nose shape needs attention to assure satisfactory performance of
the overall system.
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Fig 4-2. Flow past a Wedge and a Cone

Conical Fore body has given way to other types because of relative disadvantages but the
conical one is the basis for the study of aerodynamic characteristics due to its simplicity. Briefly
some of the flow characteristics about which an aero engineer will have to be very familiar are
the formation of a shock wave, the shock angle, streamlines or flow direction and air properties
between the shock wave and surface of the body. The supersonic flow over a cone has
characteristics which are similar in appearance as that of a conical one but are markedly different
in nature from those corresponding to two-dimensional flow (i.e., flow over a wedge). The
similarity in appearance is that an oblique shock wave is formed at the tip of the wedge and apex
of the cone (Fig. 4-2).
An ogive is similar to a cone except that the plan form shape is formed by an arc of a
circle instead of a straight line as is evident from Fig 4-3. The ogival shape has several
advantages over the conical section. These are:
Slightly greater volume for a given base and length (c/d ratio).
A blunter nose providing structural superiority.
Slightly lower drag.

Fig 4-3. Conical and Ogival nose cone shapes

The hemispherical fore body type of nose is more widely used particularly in missiles
which use infrared (IR) seekers as their homing head. 'The ease of manufacture of this shape is
one of the major reasons and advantages for its use in spite of its extremely high drag penalty on
the missile. This is a measure of the extent to which an aerodynamic engineer must compromise
to achieve an optimum arid feasible missile system. Many modified ogive are some of the other
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shapes of noses used in present-day missiles. In some missiles the shape of the nose section may
be defined by the 'power series' of the Van Karman type, named after its originator. Other such
elaborate expressions derive purely from radar consideration i.e., to minimize refraction and
radar beam distortion. The 'parabolic' type and the 'power series' mentioned above are also
derived from aerodynamic considerations.

4.2 Mid Section

The mid-section in most missile configurations is cylindrical in shape. This shape is advantageous
from the standpoint of drag, ease of manufacturing and load carrying capability. From the earlier chapters
it is known that the total reaction of the missile at any instant has two components, the lift (components at
right angle to the direction of airflow) and drag (those parallel to the direction of airflow). These may be
positive or negative. It becomes desirable to have a greater lift than the drag and this can be done by using
a curved surface. Angle of attack is the direction of the reaction force with respect to the free stream
direction. Even at zero angle of attack, called as the zero-lift drag (x = 0), some lift can be obtained by
using what are called as airfoil sections.
The effects of mid-section or after body extension on the aerodynamic characteristics of the
conical and ogival nose bodies have been investigated and it is seen that the effect of after body extension
is to increase the lift coefficient and move the centre of pressure toward aft end as a result of body carry
over and viscous cross-flow effects.

4.3 Boat-tail Section

Boat tail is the tapered portion of the aft section of a body. The purpose of the boat-tail is
to decrease the drag of a body which has a 'squared off base. By 'boat-tailing' the rear portion of
the body, the base area is reduced and thus a decrease in base drag is realized. However, the
decrease in base drag may be partially nullified by the boat tail-drag.
In a nutshell, regarding the aerodynamic characteristics of the complete body the
following generalizations may be made:
The drag of the body at supersonic speeds depends primarily on the nose shape and the
amount of boat tailing.
Base drag is greatly affected by the presence of the jet.
The majority of the body lift is on the nose section of the body with a small down load on
the boat-tail.
The resultant centre of pressure for a conventional body varies between 15 and 20 per
cent of the body length at low angles of attack. At higher angles of attack the centre of
pressure of the complete body can move forward or aft of the nominal centre of pressure
location depending on the amount of boat-tailing.
For moderate boat tailing, say seven degree, the centre of pressure tends to shift rearward
with angle of attack.
The nose may be rounded off to lower radii without causing any drag penalty.
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CHAPTER -05
Stability and Lift in Modern Missiles
So far we have discussed the principles of producing lift by the use of cambered (curved)
wings. Cambered wings are still used on conventional aircraft, but are not used on most present
day guided missiles. Most operational missiles use streamlined fins to provide stability and some
lift.
In some missiles lift is achieved entirely by the thrust of the main propulsion system. The
Navy's Polaris missile, for example, has no fins.
The flight of an arrow is an example of the stability provided by fixed fins. The feathered
fins on an arrow provide streamlined airflow over surfaces which ensure accurate flight. Since
supersonic missile fins are not cambered, a slightly different lift principle is involved than with
the conventional wing. At subsonic speeds a positive angle of attack will result in impact
pressure on the lower fin surface which will produce lift just as with the conventional wing. At
supersonic speeds, the formation of expansion waves and oblique shock waves also contributes
to lift. Figure 3-5B shows the upper surface of a supersonic fin. Due to the fin shape, the air is
speeded up through a series of expansion waves. This results in a low pressure area above the
fin. Figure 3-5C shows the fin cross section. Beneath the fin, the force of the airstream (dynamic
pressure) and the formation of oblique shock waves result in a high pressure area. The
differences in pressure above and below the fin produce lift.

5.1 Control Surfaces, External

Movable fins, called control surfaces, provide a means for controlling missile flight
attitude. A control surface provides control by presenting an obstacle to airflow. This causes a
force (due to impact pressure) to be exerted on the surface. The magnitude of the force depends
on the angle between the control surface and the direction and speed of airflow. In figure 5-1, we
are looking at one effect of control surface movement.
Fixed (stabilization) fins and movable control surfaces may be located in several ways on
the missile. In figure 5-2A and B, we see two possible combinations. In the first, control is
achieved by movement of control surfaces located at the missile's center of gravity. In the
second, ~ control is achieved by movement of tail surfaces; other combinations are possible, and
are used in some operational missiles. The important thing for you to remember is that control is
attained due to impact pressure exerted on the control surfaces, and that fixed fins contribute
primarily to stability. If you have ever watched an airplane being landed and noticed how the
pilot tilted certain portions of the wings, folded other parts, and extended other portions, you
have some conception of how movement of missile wings, fins, tails, or other control surfaces
can be used to change the course of the missile.

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Fig 5-1. Control surface deflection A. Control surface in neutral position; B. Control surface titled;
C. Impact pressure of air causes missile roll.

5.2 Fin Designs

Supersonic fins are symmetrical in thickness cross section and have a small thickness
ratio - the ratio of the maximum thickness to the chord length. The double wedge, shown in
figure 5-2, has the least drag for a given thickness ratio, but in certain applications is inferior
because it lacks strength. As you saw in figure 3-5C, the air flows over and under a double
wedge airfoil without developing a severe shock wave.
The modified double wedge has a relatively low drag (although its drag is usually higher
than a double wedge of the same thickness ratio) and is stronger than the double wedge. The
biconvex, shown in figure 5-2, has about one-third more drag than a double wedge of the same
thickness ratio. It is the strongest of the three but is difficult to manufacture.
The plan form of the fins - the outline when viewed from above is usually either of the
delta modified delta (raked tip) or rectangular types shown in figure 5-4A. These shapes
considerably reduce unwanted shock wave effects.

Fig 5-2. Cross sections of supersonic airfoil

23

Figure 5-4B shows some of the movable parts of control surfaces that help to offset
unstabilizing forces and to keep the missile on course. The ailerons on the wings help in roll
control. When one aileron is raised, the other is lowered; the wing with the raised aileron moves
down and the other moves up. Elevators attached to the horizontal tail fins are raised or lowered
together and help in pitch control. The rudders on the vertical tail fins may be used for tail
control. If one rudder is moved to the right, the tail moves to the left and the missile yaws to the
right. In most missiles in present use, the movements of the various parts are caused by the
hydraulic system in the missile, which receives instructions electrically as to what moves are
necessary to keep the missile on its course.
The Bull pup missile uses a form of tab (fig. 5-4B) as a method of control. Some of the
newer missiles combine two devices, such as an elevator and an aileron, into an elevon, which
allows control of both pitch and yaw by a single control mechanism.

Fig 5-3. Arrangement of exterior control surfaces on missiles; A. Movable surface at the centre of
Gravity; B. Movable tail surfaces.

Fig 5-4. External control devices on missiles; A. Plan forms of airfoils; B. Movable parts of fixed
airfoils.

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5.3 Arrangement of Fins

Fins are mounted on the airframe in several arrangements, some of which are shown in
figure 5-5. The Cruciform is the most popular tail arrangement. It is used in surface-to-air
missiles. Both the Inline and Inter-Digital cruciform arrangements are widely used, especially
for supersonic missiles.

5.4 Control Surfaces, Internal

We mentioned earlier that some missiles do not have external control surfaces such as
wings, fins, and tails. They may have small control surfaces that must be supplemented by other
means of control. Two types have been used as auxiliary controls-exhaust vanes and jet control.
Exhaust vanes are control surfaces mounted directly in the exhaust path of a jet or rocket
engine (fig. 5-6B). When the exhaust vanes are moved they deflect the exhaust, resulting in a
change in the direction of thrust so as to keep the missile pointed in the desired direction. Even
when the missile has just begun to move after launching, the exhaust velocity is very high. One
disadvantage is that the tremendous heat of the exhaust makes the life of the vanes very short.
The German V-2 missile used exhaust vanes of carbon; these lasted, on the average, about 60
seconds before they were burned up completely. Various forms of vanes are used and may be
called jet vanes, jetevators, or jetevons. Some are fixed and some are movable.

Fig 5-5. Arrangements of Airfoils on Missiles

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Movable jets are another method of controlling the flight attitude of a missile. One
method is to mount the engine itself in gimbals (fig. 5-6 C), and turn the whole engine to deflect
the exhaust stream. This system requires that the engine be fed with flexible fuel lines, and the
control system that turns the engine must be very powerful. Also, it cannot control roll of the
missile. To get control of all axes, two gimbal- mounted jets may be positioned in the missile.
Both jets must be free to move in any direction, and must be able to respond to signals from any
of the three control channels (pitch, roll, and yaw). Another system uses four movable jets
mounted in the aft end of the missile. Two jets control yaw, two more control pitch, and all four
together control roll. Sometimes a fifth jet is fixed in the middle, in the space between the
movable jets.
Fixed steering jets (fig. 5-6 A) are placed around (inside) the missile so as to give
directional control by exerting a force in one direction or another. Heat shields are necessary to
protect the main body of the missile against the heat of exhaust from the jets. The use of these
auxiliary jets makes it possible to eliminate all outside control surfaces. Missiles and spacecraft
that reach into the higher, rare atmospheres, where external control surfaces are of little use, must
depend on internal control means.

Fig 5-6. Jet control of Flight Attitude; A. Fixed jets; B. Exhaust vanes; C. Gimbaled engines.

5.5 Missile Airframes

The airframe of a guided missile serves the same purpose as the airframe of the
conventional aircraft: it carries the necessary components and controls to ensure proper flight.
But, since the guided missile is essentially a one-shot weapon, the body structure can be simpler
in structure than that of a conventional aircraft. Missile bodies are designed so that inner
components are readily available for testing, removal, and repair. The major components are
mounted to form independent units. Adequate room is provided to permit slack in electrical
cables and harnesses so that inner sections can be removed easily during maintenance.

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The configuration of a guided missile is the principal factor controlling the drag and lift
forces that act on it as it passes through the atmosphere. Supersonic missiles must be designed
for minimum drag. Both lift and drag are directly proportional to the square of missile speed. The
shape of the nose, the body, and external control surfaces (if used) must be scientifically
designed to obtain a maximum of lift and a minimum of drag.
Another effect that must be considered in missile design is that of heat. Heat results not
only from friction as the missile passes through the atmosphere, but also from the temperature
rise caused by the ram effects as the air is compressed by the speeding missile. A significant part
of the development effort for long-range ballistic missiles has been devoted to development of
nose cones capable of withstanding extreme temperatures.
Most missile bodies are slender cylindrical structures similar to those shown in figure 53. Several types of nose sections are used. If the missile is intended for supersonic speeds, the
forward section may have a pointed arch profile in which the sides taper in lines called ogive
curves (fig. 5-7A). Missiles which fly at lesser speeds may have blunt noses as shown in fig5-7B.
Rounded noses which house radar equipment may look like the one in figure 5-7C. Figure 5-7D
shows an air-breathing missile nose which includes the duct for the ramjet propulsion system.
The nose design of our ICBM has been modified several times, each one made to meet the need
of the missile design with the least drag effect.

Fig 5-7. Missile noses.

Most modern missiles are made up of several sections. Each section is a cylindrical shell
machined from metal tubing rather than a built up structure with internal bracing. Each shell
contains one of the essential units or components of the missile, such as the propulsion system,
the electronic control equipment, the warhead, or the fuze assembly.
Sectionalized construction has the advantage of strength with simplicity, and also
provides ease in replacement and repair of the components since the shells are removable as
separate units. The sections are joined by various types of connections designed for simplicity of
operation. Access ports are sometimes provided in shells, through which adjustments can be
made prior to launching.

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CHAPTER -06
Some Future Configurations
As a result of future trends in tactical missiles, a number of new concepts are being
advanced to fill the needs. These configurations include waveriders, noncircular bodies, air
breathing engines, etc. We will examine a number of these future configurations. Consider first
the waverider which is now receiving much attention. Figure 6-1 illustrates a waverider at its
design point. It is the type of waverider known as a caret wing. Its upper surface consists of two
triangular planes joined at hinge line.

Fig 6-1. Caret wing Waverider

At the design condition, the hinge line is parallel to the free stream direction, and no
pressure exists on the upper surfaces. In the chord wise direction, the airfoil sections are all
wedge sections of a uniform wedge angle. The flow under the wing is all parallel flow at oblique
shock pressure. The region between the bottom of the waverider and a plane containing the apex
and wing tips is at uniform pressure. We thus know its lift/drag ratio from oblique shock theory.
Waveriders have higher L/D ratios at hypersonic speeds than the usual cruciform missiles by
about a factor of 2.Waveriders are seriously considered for designs of hypersonic aircraft by
Kucheman and his associates in England about 25 years ago. It is only recently that waveriders
have been given serious attention for hypersonic tactical missiles.
A large variety of waverider configurations is possible. The use of waveriders as missiles
presents a series of aerodynamic problems such as adding a propulsion system, controls, and a
radome to the basic waverider, hopefully without seriously degrading (L/D) max, It is clear that
considering the large number of waverider configurations and the above aerodynamic problems,
a large and fruitful opportunity exists for research and development in this field.

28

With the introduction of air breathing missiles to achieve range, it becomes possible to
use noncircular bodies which do not roll continuously. Opens up the design space and allows
increased performance and increased stability and control. While rocket powered cruciform
missiles usually use skid-to-turn maneuverability, air breathers utilize bank-to-turn maneuvering.
Possible advantages claimed in the use of noncircular bodies include higher lift, better storage,
improved carriage, better separation, and improved stability and control.
A nonplanar missile on a noncircular body represents an interesting new design
possibility which can have different stability and control than the usual cruciform missile. A few
examples with noncircular bodies are now presented. A circular body can develop rolling
moments by skin friction but they are of small magnitude. It thus has zero effective dihedral.
A noncircular body under sideslip can have rolling moment and side force as a result of pressure
forces, yielding finite values. Elliptical bodies have good effective Dihedral while the circular
body has neutral stability. Directional stability, but the elliptical body is less unstable than the
circular body and will thus require a smaller vertical fin.
The stability and control characteristic of monoplanes with elliptical bodies generally
provides a good balance between longitudinal and lateral-directional stabilities. Too low a
profile, looking normal to the body in the horizontal plane, reduces the directional stability. It
also causes unporting of controls at high Deflections with an attendant loss of control.
Hunt and his coworkers have studied hypersonic missile airframes capable of housing a scramjet
engine. The studies have shown that engine/airframe integration to be a significant problem for
this class of missiles. Also engines can have a significant effect on the missile's stability and
control. Spearman analyzes the aerodynamics of some unconventional missiles and considers
their applicability to certain missions. The classes of missiles considered are:
(1) delta-wing bodies
(2) ring-parasol wing bodies, and
(3) Monoplanar missile with circular/elliptical body
A monoplanar wing in connection with an elliptical body is a good candidate for a
maneuvering missile such as required in air defense or air combat missions. Its high L/D makes
it a good candidate for longer range air-to-surface missions.
In this section we have considered four general categories of missile types:
(a) waveriders,
(b) flat-top monoplanar missiles,
(c) Missiles designed for scramjet propulsion, and
(d) Missiles suitable for particular missions.
Although a number of stability and control problems have been mentioned in connection
with these missile types, a great amount of research and development will be required in the
future.

29

CHAPTER -07
Concluding Remarks
In this paper a wide range of subjects in missile aerodynamics has been covered from a
general point of view. Certain subjects such as aerodynamic heating, drag, radar cross-section,
and real gas effects have been neglected because of classification restrictions on this particular
subject. But at the same time there is a big race among the leading space research organizations
to develop and successful use a SSTO (Single stage to Orbit). In which NASA has been a step
ahead with development of Pegasus winged missile. Hope fully we can get to see some radical
advances in field of Missile aerodynamics by the end of this decade.

30

CHAPTER -08
Bibliography

Bertin, John J; Smith, Michael, L. Aerodynamics for Engineers; Prentice Hall, Inc. 1979.

Chin, S. S. Missile Configuration Design. Mc Graw-Hill Book Co Ltd. 1961.

Clancy, L. J. Aerodynamics. Halsted Press. 1975.

Kennedy, Col. William, V. Intelligence War. Salamander Books Ltd, 1983.

Kermode, A. C. Mechanics of Flight. Himalaya Books, 1972.

Sutton, C. P.; Ross, D. M. Rocket Propulsion Elements: An Introduction to the

Engineering of Rockets Wiley Interscience. 1976.

"Missile Aerodynamics," AGARD-CP-336, Restricted NATO, presented at the Fluid

Dynamics Panel Symposium, Sept. 20-22, 1982, Trondheim, Norway.

31