44th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit AIAA 2008-4908

21 - 23 July 2008, Hartford, CT

Conceptual Design Method and Sizing Examples

for a
Turbojet Baseline Missile
Eugene L. Fleeman
Tactical Missile Design, Lilburn, GA 30047

This paper presents a conceptual design method for predicting turbojet missile sizing
parameters of thrust, specific impulse, and flight range. The material is oriented toward the needs
of aerospace engineering students, aerospace engineering professors, missile engineers, systems
analysts, missile program managers, and others working in the area of military systems and
technology development. Simple, closed-form analytical, physics-based equations were selected to
provide more insight into the primary drivers/limitations. This approach does not require a
computer - a throwback to the way missile design was conducted over forty years ago. The paper
also provides example calculations for a turbojet-powered missile, typical values of missile
parameters, and examples of the characteristics of a typical turbojet missile.

I. Introduction

Missile conceptual design is creative and iterative process, requiring a number of design iterations to achieve a
balance of emphasis from the diverse inputs and outputs. Figure 1 from Ref. 1 shows a typical sequence of the
activity in missile conceptual design. For the propulsion
system, the design sequence typically follows the prior
sequences of defining mission requirements,
establishing a baseline missile, and sizing/evaluating the
aerodynamic configuration. Propulsion system design
is an iterative process requiring consideration of
alternative propulsion systems, alternative propulsion
subsystems, alternative technologies, and finally, the
propulsion system sizing. The propulsion sizing output
includes the thrust, specific impulse, and the
propellant/fuel weight. Propulsion sizing establishes the
propellant or fuel that is necessary to meet the range and
time-to-target requirements. The objective of this paper
is to improve the turbojet missile conceptual design
prediction method of Ref. 1.
Shown in Fig. 2 is a schematic of the flow path
through a turbojet engine. The flow path nomenclature
consists of the initial free stream (station 0), inlet
entrance (station 1), inlet exit/compressor entrance
(station 2), compressor exit/combustor entrance (station Figure 1. Missile synthesis is a creative process that
3), combustor exit/turbine entrance (station 4), and the requires evaluation of alternatives and iteration.
turbine exit/nozzle entrance (station 5). For a
theoretical (ideal) turbojet, the thermodynamic cycle consists of an isentropic compression of the flow by the inlet,
isentropic compression by the compressor, constant pressure combustion in the combustor, isentropic expansion
through the turbine, and finally, isentropic expansion through the nozzle to the free stream static pressure.


Consultant, AIAA Associate Fellow

Copyright © 2008 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.
 For an ideal turbojet engine, the work extracted from
the flow by the turbine is equal to the work that is required
to drive the compressor. The work is transmitted from the
turbine to the compressor by a connecting spindle shaft.
For a typical turbojet engine, with a moderate compression
ratio, a single spindle connects the compressor with the
turbine. The turbojet engine compressor has a maximum of
about four stages using a single spindle. If there are more
than four compression stages on a spindle, there is much
more susceptibility to compressor stall. For a high
compression ratio turbojet, such as a typical turbojet
aircraft, two spindle shafts are usually used (see top of Figure 2. Schematic of turbojet flow path,
figure). As shown at the top of the figure, the low pressure components, and nomenclature.
compressor is driven at its best speed by an inner spindle
connected to a low pressure turbine. The high pressure
compressor is located aft of the low pressure compressor. The high pressure compressor is driven at a higher speed
by a concentric outer spindle connected to a high pressure turbine. Because of typical length and cost constraints,
most tactical missile turbojets have a only a single spindle, and are therefore limited to moderate compressor
pressure ratio (e.g., p3/p2 < 10).
Note from the figure that the combustor is an annulus surrounding the spindle(s) connecting the compressor
with the turbine.
For a subsonic turbojet, the nozzle is convergent. For a supersonic turbojet, the nozzle is usually a convergent-
divergent nozzle, as shown in the figure.
The bottom of the figure has an animation of a subsonic turbojet engine. In the animation a four stage
compressor (blue) is driven by a single stage turbine (purple). The annular combustor (red) is located between the
compressor and the turbine. The convergent nozzle is aft of the turbine.

II. Turbojet Design Drivers/Limitations

This section discusses turbojet design drivers/limitations. Topics are maximum compressor pressure ratio,
maximum turbine temperature, and propulsion system efficiency.

A. Compressor Pressure Ratio and Turbine Temperature Constraints/Limitations

Missile turbojet engine thrust is usually limited by the turbine temperature and compressor pressure ratio. Also, for a
specified turbine temperature, there is an optimum value of the compressor pressure ratio (p 3/p2)@Tmax that gives
maximum thrust. For an ideal turbojet, from Ashley2

(p3/p2)@Tmax  {(T4/T0)1/2/{1 + [(0 - 1)/2]M02}}4/(4 - 1)

Symbols are:
Tmax = Maximum thrust
T0 = Free stream temperature
T4 = Turbine entrance temperature
0 = Free stream specific heat ratio
M0 = Free stream Mach number
4 = Turbine entrance specific heat ratio

The assumptions in the above equation are isentropic flow through the inlet, compressor, turbine, and nozzle;
low subsonic flow through the compressor entrance and exit, with the static pressure approximately equal to the total
pressure (p2  p2t, p3  p3t); low subsonic flow and constant pressure combustion through the combustor; and nozzle
exit pressure equal to the free stream pressure.
Note from Fig. 3, that at subsonic Mach number, the ideal pressure ratio for maximum thrust is very high (e.g.,
(p3/p2)@Tmax >> 5). A technology challenge is achieving a high compressor pressure ratio with a light weight/short
length compressor. At the other extreme, the figure shows that at high supersonic Mach number with a technology

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limit on the turbine entrance temperature, low values of p3/p2 are optimum for maximum thrust. Considering the
limit for the practical use of a turbojet, at very high supersonic Mach number the ideal compressor pressure ratio
approaches p3/p2 = 1 (ramjet operation). Turbojet operation at high supersonic Mach number, with p3/p2 > 1,
requires high temperature combustion, which requires a high temperature turbine. The turbine material temperature
limit is usually a technology driver for a supersonic turbojet.
As an example calculation of (p3/p2)@Tmax, assume T4 = 3,000 R and 4 = 1.31. For a supersonic Mach number
M0 = 2 and altitude h = 60k ft (T0 = 390 R from Ref. 3), calculate

(p3/p2)@Tmax = {{(3000/390)1/2/{1 + [(1.4 - 1)/2]22}}1.31/ (1.31 – 1) = 6.31

As a comparison, for a subsonic Mach number M0 = 0.8 and altitude h = 40k ft (T0 = 390 R), the required
compressor pressure ratio for maximum thrust is much higher,

(p3/p2)@Tmax = {{(3000/390)1/2/{1 + [(1.4 - 1)/2]0.82}}1.31/ (1.31 – 1) = 44.8

It is usually not be practical to design a subsonic turbojet missile engine with a compressor pressure ratio for
maximum thrust because it would require a large number of compressor stages and two spindles, resulting in an
excessively heavy weight/long length compressor.

Figure 3. Compressor pressure ratio and turbine temperature limit turbojet maximum thrust.

Figure 4 compares the advantages and disadvantages of three types of compressors: axial, centrifugal, and axial
+ centrifugal.
The compressor consists of a number of compression stages that increase the pressure and decrease the flow
velocity prior to entering the combustor. The two types of compressor stages are axial stages and centrifugal.
Advantages of an axial compressor stage include relatively low frontal area and compatibility with multi-stage
(higher) compression.
An axial compressor stage has rotating and fixed blades, similar to airfoils. Rotor blades add work to the air,
increasing the local velocity, stagnation temperature and the stagnation pressure. Downstream of the rotor blades
are the fixed, stationary stator blades. The fixed stator blades turn the flow back to the centerline, which decreases

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the velocity, increases the static temperature, and increases
the static pressure. The typical stage pressure ratio for
subsonic rotors is about 1.4. A higher stage pressure ratio is
possible, with rotor blades operating at a local transonic
Mach number. The maximum axial stage pressure ratio for
high transonic (e.g., Mach 1.7) rotors is about 2.2.
However, high transonic rotor blades also have a higher
probability of flow separation and stall.
The increasing pressure and temperature across each
stage of a multi-stage axial compressor requires decreasing
the flow cross sectional area. This results in decreasing
efficiency across each stage. Figure 4. Turbojet compressor alternatives are
A concern with axial compressors is flow separation multi-stage axial, single stage centrifugal, and
because of flow deceleration in diffusion. As a result, an multi-stage axial + single stage centrifugal.
axial compressor usually requires more stages than the
turbine, because the accelerating flow through the turbine is less susceptible to flow separation.
Another concern for the compressor is high blade forces and vibration. Because of the relatively small blade
size, an axial compressor requires close manufacturing clearance tolerances to achieve good efficiency. In recent
years precision castings have achieved sufficient manufacturing tolerance accuracy to allow their application to axial
compressors.
A centrifugal compressor uses a different approach to compress the air. The centrifugal compressor has a radial
blade impeller to accelerate the flow radially, followed by a diffuser that decelerates the flow (increasing pressure)
and turns the flow 90 deg back to the centerline. The tip Mach number of the impeller is M  1.
Compared to an axial compressor, advantages of a centrifugal compressor include higher single stage pressure
ratio (typically about 3 to 4), fewer parts, relative ease of manufacturing, less concern for manufacturing tolerances,
lower cost, higher reliability, better compatibility with small engines, less risk of boundary layer separation, and
more robust operation over a wider envelope without surging or choking. Disadvantages of a centrifugal
compressor include a limitation of only one centrifugal stage per compressor and a larger diameter.
Shown at the top of the figure is the turbojet missile baseline engine, the Teledyne Model 370, J402-CA-400. It
has a multi-stage axial + centrifugal compressor. Listed at the bottom of the figure is a tabular comparison of axial,
centrifugal, and axial + centrifugal compressors. Most tactical turbojet missiles use either a multi-stage axial
compressor or use a compressor with one or more axial stages followed by a centrifugal stage. The selection is often
driven by the combined attributes of multi-stage pressure, diameter, and cost.
Multi-stage compressors are required to provide high pressure ratio. Neglecting inter-stage losses, an estimate
of the compressor pressure ratio p3/p2 can be obtained by multiplying the pressure ratio of each stage. The equation
for an n-stage compressor is

p3/p2 = (pexit/pentrance)1(pexit/pentrance)2 … (pexit/pentrance)n

For an axial stage, the stage pressure ratio is typically:

(pexit/pentrance)Axial = 1.605

The above axial stage prediction is based on a typical stator pressure coefficient cp = 0.6 and a typical stator
entrance Mach number Mentrance = 1.2.
For a centrifugal stage, the pressure ratio is typically:

(pexit/pentrance)Centrifugal = 3.24

Shown in Fig. 5 is a plot of compressor pressure ratio versus the number of stages. The solid red line is based
on multi-stage, axial-only compression. The dashed pink line is based on multi-stage axial compression, followed
by a single stage centrifugal compression. Note that for same number of stages, multi-stage axial compression
followed by single stage centrifugal compression gives a higher pressure ratio.
The compressor pressure ratios for operational turbojet engines and their operational applications are also
shown in the figure. Tactical missile turbojet engine contractors include Turbomeca and Microturbo of France and

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Teledyne of the United States. Note that there is a good correlation of the predicted compressor pressure ratio with
the data.
As an example of predicting compressor pressure ratio, assume a compressor with two stages of typical axial
compression (cP = 0.6, Mentrance = 1.2  pexit/pentrance = 1.605), followed by a single stage of typical centrifugal
compression (pexit/pentrance = 3.24). For this example, the total number of stages is n = 2 + 1 = 3. Calculate:

p3/p2 = (1.605)2(3.24) = 8.34

Figure 5. Multi-stage compressors provide higher pressure ratio.

For an ideal turbojet (isentropic inlet, compressor, turbine, nozzle; low subsonic inlet exit; low subsonic,
constant pressure combustion; exit pressure = free stream pressure), the Ref. 2 ideal maximum thrust is given by

Tmax/(p0A0) = 0M02{{1 + {2/[(0 – 1)M02]}[(T4/T0)1/2 – 1]2}1/2 – 1}, note:  = 0 = 1.4.

As a comparison, a more exact computation of thrust can be obtained by including real gas effects. Real gas
effects include fuel mixing with the air and high temperature. To account for the effect of high temperature, the
following equation is used from Ref. 1

  1.29 + 0.16e-0.0007T

The above equation is valid for 500 R < T < 5000 R with relatively low values of fuel-to-air ratio (e.g., f/a <
0.04). For T < 500 R,  = 0 = 1.4.
The specific heat ratio  is computed step-by-step for each component as  =  (T) in the thrust equation

T/(p0A0) = (0M0/a0)(T/m.)

Figure 6 shows that the assumption  = 0 = 1.4 has sufficient accuracy (e.g., < 10% error) for predicting
conceptual design thrust.

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 As an example, assume a material technology limit of turbine entrance temperature T4 = 3,000 R (4 = 1.31),
inlet free stream flow area = inlet capture area A0  AC = 114 in2 (same capture area as Ref. 1 ramjet baseline), free
stream Mach number M0 = 0.8, flight altitude h = 40k ft (T0 = 390 R, a0 = 968 ft/s, p0 = 2.72 psi from Ref. 3)  V0 =
M0a0 = 774 ft/s.

Figure 6. Assumption  =  0 = 1.4 has sufficient accuracy for turbojet conceptual design.
• For the Ashley2 simple, closed-form analytical solution with  = 0 = 1.4:

Tmax/(p0A0) = 1.4 (0.8)2{{1 + {2/[1.4 – 1)(0.8)2]}[(3000/390)1/2 – 1]2}1/2 – 1} = 3.64

Maximum ideal thrust with  = 0 = 1.4 is

Tmax = 3.64(2.72)(114) = 1129 lb

• Next, the more exact step-by-step computation with  = (T) gives:

(p3/p2)@Tmax = 44.8 from prior example

p2 = p0{1 + [(0 – 1)/2]M02}0/(0 – 1) = 4.15 psi for an isentropic inlet with low subsonic exit  p3 = 185.7 psi
T2 = T0{1 + [(0 – 1)/2]M02} = 440 R for an isentropic inlet with low subsonic exit
T3 = T2(p3/p2)(3 – 1)/3 = 1204 R for an isentropic compressor with 3 = 1.36
T5t = T4 - T3 + T2 = 2236 R total temperature with 5 = 1.32. Note: Turbine work drives compressor.
p4 = p3 = 185.7 psi for constant pressure combustion
p5t = p4(T5t/T4)4/(4 – 1) = 53.6 psi total pressure for an isentropic turbine with 4 = 1.31
For cpT4 = 3000 R = specific heat at constant pressure for T4 = 3000 R = 235 ft-lbf/lbm/R = 7567 lbf/slug/R  Ve =
{2cpT5t[1 – (p0/p5t)](5t – 1)/5t}1/2 = 4173 ft/s exit velocity for an isentropic nozzle
Thrust per unit mass flow rate is the difference between the turbojet engine exit velocity and the missile free
stream velocity.
(T/m.) = Ve - V0 = 3399 ft/s

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 Note from the above equation that the exit velocity must be greater than the free stream velocity for the engine
to develop thrust. It is usually appropriate for conceptual design to assume that the air mass flow into the inlet is
equal to the mass flow out of the nozzle (inlet air plus added fuel). This is because the fuel-to-air ratio is usually
small (e.g., f/a < 0.04). Substituting the previously computed values of 0, M0, a0, and (T/m.) gives the non-
dimensional maximum ideal thrust with  = (T).
T/(p0A0)= (0M0/a0)(T/m.) = 3.93
Finally, substituting for the values of p0 and A0 gives the maximum ideal thrust with  = (T).
T = 1,219 lb
Note that for this example the difference between the Ashley2 simple closed form analytical solution with  = 0
= 1.4 and the “more exact” step-by-step component solution with  =  (T) is only 7%.
Figure 7 illustrates the tradeoff of the relatively high thrust from a moderate/relatively low value of compressor
pressure ratio versus higher specific impulse from a higher pressure ratio compressor. As stated earlier, most
tactical turbojet missiles operate at moderate/relatively low values of compressor pressure ratio because of
limitations of length, weight, and cost. For most tactical missiles, these limitations result in relatively low specific
impulse compared to larger, more expensive systems such as strategic missiles, UAVs, UCAVs, and aircraft. The
Ref. 2 ideal turbojet thrust with an assumption of perfect gas ( = 0 = 1.4) is

T /(p0A0) = 0 M02{{1 + {2/[(0 – 1)M02]}}[(p3/p2)(0 – 1)/0 – 1]{(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}} –

1} + {(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}}}1/2 – 1}

The Ref. 2 equation for ideal turbojet specific impulse ISP is

[gcpT0/(a0Hf)]ISP = T/(p0A0)/{0M0[(T4/T0) – (p3/p2)(0 – 1)/0]}

Figure 7. Turbojet tradeoff: relatively high thrust @ moderate p3/p2 versus higher specific impulse at
higher p3/p2.
As an example, assume T4 = 3,000 R, A0  AC = 114 in2, M0 = 0.8,  = 0 = 1.4, h = 40k ft (T0 = 390 R, a0 = 968
ft/s, p0 = 2.72 psi)
• First, compare thrust at (p3/p2) = 5 vs (p3/p2) = 20. Compute

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 T(p3/p2) = 5 = 3.24(2.72)(114) = 1004 lb
T(p3/p2) = 20 = 3.63(2.72)(114) = 1126 lb

Note from the example and the figure that a factor of four increase in p3/p2 from 5 to 20 provides only a
relatively small increase in thrust (12% increase).

• Next, compare ISP at (p3/p2) = 5 vs (p3/p2) = 20. Compute

(ISP)(p3/p2) = 5 = 0.490{(968)(14525)/[(32.2)(0.292)(390 ]} = 0.490 (3834) = 1879 s

(ISP)(p3/p2) = 20 = 0.644(3834) = 2469 s

Note from the example and the figure that increasing p 3/p2 from 5 to 20 provides a relatively large increase in
specific impulse (31% increase).
A typical short range (e.g., 50 nm) subsonic turbojet missile usually has a compressor with a relatively low
pressure ratio (e.g., (p3/p2)  5), a single spool, and few stages (e.g., 2 to 4). This provides near maximum thrust with
advantages of relatively light weight, short length, low cost, high efficiency, and high reliability.
A typical long range (e.g., 500 nm) subsonic turbojet missile could have a compressor with higher pressure ratio
((p3/p2)  10), two spools, and more stages (e.g., 8). This would provide higher I SP with enhanced range. A very
long range (e.g., > 1000 nm) subsonic cruise missile could likely use a turbofan engine instead of a turbojet engine,
because of the higher ISP of a turbofan compared to a turbojet. For most tactical missiles, the higher efficiency of a
turbofan engine is not worth the higher cost, greater complexity, and larger diameter.

B. Propulsion System Efficiency

Figure 8 shows four types of subsonic missile inlets: a bottom scoop inlet representative of Storm
Shadow/Scalp), a flush inlet representative of Harpoon/SLAM, a top scoop inlet representative of CALCM, and
twin side scoop inlets representative of Taurus KEPD-350. Inlet tradeoffs include 1) height and span for launch
platform integration/constraints, 2) radar cross section, and 3) inlet total pressure efficiency. Note from the figure
that each inlet type has strengths and weaknesses. Selecting the best inlet type depends upon the specific missile
application with the relative importance of launch platform integration/constraints, radar cross section, and inlet total
pressure efficiency.
To compute predicted thrust, a correction may
be applied to the Ref. 2 ideal thrust to account for
the loss in total pressure and the inlet capture
efficiency. From Ref. 1,

T predicted= (A0/AC)Tideal

Similarly, to predict specific impulse, a

correction is applied to the Ref. 2 ideal specific
impulse to account for the loss in total pressure.

(ISP)predicted = (ISP)ideal
Figure 8. Subsonic missile inlet is driven by
The total pressure efficiency is assumed to be requirements for launch platform fitment, radar cross
the serial contributions from the components of the section, and total pressure recovery.
propulsion system (inlet, compressor, combustor,
turbine, and nozzle).

 = InletCompressorCombustorTurbineNozzle

For most turbojet missiles, 0.6 <  < 0.8

Figure 9 illustrates the contributions to the loss in total pressure efficiency and the inlet capture efficiency.
The bottom right section of the figure shows the serial sequence locations of the turbojet inlet, compressor,
combustor, turbine, and nozzle.
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 The inlet is a major contributor to the loss in total pressure. As shown in the figure, a scoop inlet (Tomahawk-
type) usually has the highest subsonic total pressure efficiency (Inlet  0.94), while a flush inlet (Harpoon-type)
usually has the lowest subsonic total pressure efficiency (Inlet  0.91). Total pressure efficiency is a function of
angle of attack. A top inlet is more susceptible to a loss in total pressure at high angle of attack.
As stated above, thrust is a function of the inlet capture efficiency. The subsonic turbojet inlet is typically
designed for an inlet flow area-to-capture area efficiency of A0/Ac  1 during cruise. For accelerating flight the
typical capture efficiency is greater (A0/Ac > 1). For decelerating flight, the typical capture efficiency is lower
(A0/Ac < 1). Capture efficiency is also a function of angle of attack. A top inlet is more susceptible to a loss in
capture efficiency at high angle of attack.
The compressor is also a major contributor to the loss in total pressure. Compressor efficiency is typically
Compressor = 0.85 to 0.95, depending upon number of compressor stages.
Combustors usually have high efficiency, with Combustor = 0.95 to 0.98.
Turbine efficiency is typically Turbine = 0.85 to 0.98, depending upon number of turbine stages.
Finally, nozzle efficiency is usually very high. A typical value of turbojet nozzle efficiency is Nozzle  0.99.

Design Prediction for Total Pressure Efficiency and Capture Efficiency

Tpredicted =  ( A0 / AC ) Tideal
ISP =  ( ISP )ideal
 =  Inlet  Compressor  Combustor  Turbine  Nozzle ( Typically, 0.6 <  < 0.8 )
Inlet ( Subsonic )
Scoop Inlet:  Inlet  0.94 ……………………………………………………………………

Flush Inlet:  Inlet  0.91…………………………………………………………….

Capture Efficiency: ( A0 / AC )cruise  1, ( A0 / AC )accelerating > 1, ( A0 / AC )decelerating < 1

Compressor
 Compressor = 0.85 to 0.95, depending upon number of compressor stages……….
Combustor
 Combustor = 0.95 to 0.98…………………………………………………………………..……….
Turbine
 Turbine = 0.85 to 0.98, depending upon number of turbine stages……………………………
Nozzle
 Nozzle  0.99 ……………………………………………………………………………………………..
Figure 9. Typical values of turbojet propulsion efficiency.

III. Turbojet Baseline Description

The Harpoon baseline subsonic turbojet missile used for this analysis is based on the data of Ref 4. It is a short-
to-medium range anti-ship missile capable of air-to-surface and surface-to-surface missions. For the surface-to-
surface mission, a drop-off booster stage is required to boost the missile to a take-over Mach number for efficient
flight control and turbojet thrust.
The turbojet baseline missile aerodynamic configuration is shown in Fig. 10, from Ref. 4. It has a cylindrical
body, with a diameter of 13.5 in and a length of 151.5 in, for compatibility with a torpedo tube launch. The nose is a
tangent ogive shape with a fineness ratio of 0.86. Four wing panels and four in-line fin control surfaces are in a
cruciform arrangement. The inlet is flush with the bottom surface of the body, with its opening between the bottom
wing panels. The turbojet baseline missile flies using bank-to-turn maneuvering, to maintain low sideslip. Low
sideslip is necessary to maintain the inlet capture efficiency and total pressure efficiency.

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 Table 1 from Ref. 4 is a weight and balance
statement of the turbojet baseline missile. It does not
include the booster weight (required for surface launch
missions). Note that the weight of fuel (108.5 lb) is
about 10% of the total missile weight. The weight and
center-of-gravity (cg) at the beginning of cruise are
1165.0 lb and 77.4 in (distance from nose tip)
respectively. The weight and cg at the end of cruise are
1056.5 lb and 75.4 in respectively. Because the turbojet
baseline missile has only a small cg travel and flies at
subsonic Mach number with relatively low angle of
attack, the stability and control variations are relatively
mild. Figure 10. Drawing of turbojet baseline missile
Table 2 from Ref. 4 provides the geometric configuration.
characteristics of the turbojet baseline missile. The low
aspect ratio (A = 0.506) cruciform wings are relatively
small in area, with an exposed planform area of 3.46 ft2. Table 1. Mass properties of turbojet baseline
The missile body has a much larger wetted area than the missile.
wings (43.45 ft2 versus 13.84 ft2). Most of the
contribution to the missile skin friction and the zero-lift
drag coefficient comes from the body.

Table 2a. Turbojet baseline missile geometry

definition.

Table 2b. Turbojet baseline missile geometry

description (cont).

Figures 11a through 11c from Ref. 4 provide axial

force, normal force, pitching moment, and control
effectiveness coefficients as functions of Mach number
and angle of attack. The reference area, length, and
center-of-gravity location for the data are 0.994 ft2 (body
cross-sectional area), 1.125 ft (body diameter), and 73.9 in respectively. Note that maximum axial force and normal
force occur near Mach 1.
Figure 11d provides the aerodynamic efficiency lift-to-drag ratio (L/D) of the turbojet baseline missile as a
function of Mach number and angle of attack. It is based on the data of Ref. 4. As before, the reference area is the
body cross sectional area SRef = 0.994 ft2. The reference length is the body diameter lRef = dRef = 1.125 ft. Note from
the figure that maximum L/D occurs at relatively high angle of attack. This is typical for a missile with a relatively
small wing.
As an example, assume a flight Mach number M = 0.8 and an angle of attack  = 9.7 deg. The lift-to-drag ratio
L/D = (L/D)max = 3.65.

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 Figure 11a. Aerodynamic characteristics of turbojet Figure 11b. Aerodynamic characteristics of turbojet
baseline missile. baseline missile (cont).

Figure 11c. Aerodynamic characteristics of turbojet

baseline missile (cont). Figure 11d. Aerodynamic characteristics of turbojet
A summary of the turbojet baseline engine baseline missile (cont).
(Teledyne J402-CA-400) is given in Fig. 12. It is based
on the data of Ref. 6. As shown in the drawing, the
engine width and length are 12.52 in and 29.44 in
respectively.
The missile applications of this engine are the
AGM-84A and RGM-84 Harpoon and the AGM-84E
SLAM and AGM-84H SLAM-ER.
Engine components are:
• Two-stage, axial–centrifugal compressor
(dentrance = 8.4 in, p3/p2 = 5.4)
• Annular combustor (T4 = 1800 R
maximum combustion temperature)
• Single stage axial flow turbine Figure 12. Turbojet baseline engine data – Teledyne
• Convergent nozzle (Texit = 1090 R, dexit = J402-CA-400.
8.4 in)
Other characteristics of the engine are:
• Weight: 101.5 lb
• Low parts count because of extensive use of castings
• Shelf life: 20 years
• Reliability: 99%
• Maximum rotational speed: 41,200 rpm
• Fuel: JP-4, JP-5, JP-8, JP-10
Figure 13 from Ref. 6 provides performance data for the J402-CA-400 turbojet baseline engine. Note that the
maximum flight Mach number is M = 1.0. Maximum altitude is h = 40k ft. The maximum thrust for Mach 1.0 at

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sea level with 100% rpm engine speed is T = 710 lb. The maximum thrust decreases with altitude. For example,
maximum thrust at Mach 1.0, h = 40k ft altitude with 100% rpm engine speed is T = 215 lb.

Figure 13. Turbojet baseline engine performance – Teledyne J402-CA-400.

The Ref. 4 constant altitude and Mach number flight range performance is shown in Fig. 14. Item  denotes
the sea level cruise maximum range performance (83 nm at Mach 0.7). Item  denotes the h = 5000 ft altitude
cruise maximum range performance (92 nm at Mach 0.75). Item  denotes the h = 10k ft altitude cruise maximum
range performance (99 nm at Mach 0.8). Note that the best range is at higher altitude. At higher altitude the turbojet
baseline missile flies at a higher value of aerodynamic efficiency L/D.
The turbojet baseline missile range sensitivity to weight, aerodynamics, and propulsion are shown in Fig. 15,
based on data from Ref. 4. Note that the flight range is most sensitive to fuel weight, specific impulse, and zero-lift
drag coefficient. These parameters should be given emphasis in the turbojet missile design study trade-offs and
optimization.

Figure 14. From Paredo sensitivity, turbojet

baseline missile range is driven by fuel weight,
Figure 14. Turbojet baseline missile performance. specific impulse, and zero-lift drag coefficient.

As an example, assume sea level cruise at an optimum Mach number M = 0.7. For this case, a 10% increase in
fuel weight provides a 6.7% increase in flight range. Because the turbojet baseline missile is volume limited, with
diameter and length constraints, emphasis of developing light weight/low volume subsystems would have high
payoff in allowing more volume/weight available for fuel, allowing longer range.

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 IV. Sizing Examples

Four sizing examples were selected to illustrate the prediction of turbojet missile conceptual design sizing
parameters of thrust, specific impulse, and flight range. The sizing examples are:
1. Turbojet thrust prediction
2. Turbojet specific impulse prediction
3. Turbojet missile low altitude range prediction
4. Turbojet missile maximum range prediction

A. Turbojet Thrust Prediction

The first sizing example is prediction of the turbojet baseline thrust and comparison with data.
The ideal thrust (isentropic inlet, compressor, turbine, nozzle; low subsonic flow through the inlet exit; low
subsonic, constant pressure combustion; exit pressure = free stream pressure) is predicted using Ashley2. Ideal
thrust is then corrected to account for the non-ideal effects such as total pressure loss, inlet capture efficiency, and
imperfect gas (  1.4). This example predicts the turbojet baseline maximum thrust at Mach 0.8, sea level. The
three-step process is as follows:
1. Assume turbojet baseline Teledyne J402-CA-400 engine and inlet, using data from Ref. 4, 5 and 6:
• T4 = (T4)max = 1800 R
• p3/p2 = 5.4
• M = 0.8
• h = sea level (T0 = 519 R, p0 = 2116 psf, a0 = 1116 ft/s from Ref. 3)
• Flush inlet
• Cruise with AC = A0 = 0.287 ft2
2. Calculate the ideal thrust.
Figure 16 based on Ashley2 shows that the turbojet baseline thrust is driven by the turbine temperature,
compressor pressure ratio, inlet area, Mach number, and altitude. Note from the figure the increase in thrust with
increasing turbine entrance temperature and free stream subsonic Mach number. The ideal thrust equation 2 is

Tideal/(p0A0) = 0M02{{1 + {2/[(0 – 1)M02]}}[(p3/p2)(0 – 1)/0 – 1]{(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}} –

1} + {(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}}}1/2 – 1}

Again, assumptions are an ideal turbojet with perfect gas ( = 0 = 1.4).

Symbols are:
T4 = Turbine entrance temperature
T0 = Free stream temperature
p0 = Free stream pressure
A0 = Inlet free stream flow area
0 = Free stream ratio of specific heat = 1.4
M0 = Free stream Mach number
p3 = Compressor exit pressure
p2 = Compressor entrance pressure

As an example for the turbojet baseline engine (Teledyne J402-CA-400) and inlet of Ref. 4, 5, and 6 (p3/p2 =
5.4, A0  AC = 0.287 ft2), assume: T4 = (T4)max = 1,800 R, h = sea level (p0 = 2116 psf, T0 = 519 R)  T4/T0 = 3.47,
M0 = 0.8
Then

Tideal/p0 = 0.287(1.4)(0.8)2{{1 + {2/[(1.4 – 1)(0.8)2]}}[(5.4)(1.4 – 1)/1.4 – 1]{3.47/{[(5.4)(1.4 – 1)/1.4

]{[1 + (1.4 –
1)/2](0.8)2}} – 1} + {3.47/{[(5.4)(1.4 – 1)/1.4]{[1 + (1.4 – 1)/2](0.8)2}}}1/2 – 1} = 0.414 ft2

Finally, the turbojet baseline ideal thrust is

Tideal = 0.414(2116) = 875 lb

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 Figure 16. Turbojet thrust is driven by turbine temperature, compressor pressure ratio, inlet area, Mach
number, and altitude.

3. Calculate predicted non-ideal thrust. Based on the propulsion system typical total pressure efficiency of
Chapter 2 of Ref. 1, predicted thrust is

• Tpredicted = (A0/AC)Tideal
•  = InletCompressorCombustorTurbineNozzle = 0.91(0.90)(0.95)(0.90)(0.99) = 0.69
• A0/AC = 1
• Tpredicted = 0.69(1)(875) = 607 lb
Based on the Fig. 13 data from Ref. 6, the actual thrust is 650 lb. The actual thrust (650 lb) is 7% greater than
the predicted thrust (607 lb).

B. Turbojet Specific Impulse Prediction

The second sizing example is prediction of the turbojet baseline specific impulse and comparison with data.
This example is similar to the first example. The ideal specific impulse of Ashley2 will be corrected to account for
non-ideal effects such as total pressure loss and calorically imperfect gas (  1.4). This example predicts the
specific impulse at Mach 0.8, sea level. The three-step process is as follows:
1. Assume the turbojet baseline Teledyne J402-CA-400 engine and inlet with
• T4 = (T4)max = 1800 R
• p3/p2 = 5.4
• M = 0.8
• h = sea level (T0 = 519 R, p0 = 2116 psf, a0 = 1116 ft/s)
• Flush inlet
• Cruise with AC = A0 = 0.287 ft2
2. Calculate the ideal ISP. The Ref. 2 equation for ideal ISP is

[gcpT0/(a0Hf)] (ISP)ideal = T/(p0A0)/{0M0[(T4/T0) – (p3/p2)(0 – 1)/0]}

Assumptions are an ideal turbojet with perfect gas ( = 0 = 1.4).

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 Symbols are g = gravitational constant = 32.2, cp = specific heat at constant pressure, a0 = free stream speed of
sound, Hf = heating value of fuel, (ISP)ideal = ideal specific impulse, T = thrust, T4 = turbine entrance temperature, T0
= free stream temperature, p0 = free stream pressure, A0 = inlet free stream flow area, 0 = free stream ratio of
specific heat = 1.4, M0 = free stream Mach number, p3 = compressor exit pressure, p2 = compressor entrance
pressure.
Figure 17 shows the turbojet baseline non-dimensional specific impulse [gcpT0/(a0Hf)] (ISP)ideal as a function of
free stream Mach number and turbine entrance temperature. Note that the highest specific impulse is at low Mach
number and low values of turbine entrance temperature. However, a low turbine entrance temperature is not a
practical design consideration because high temperature combustion is necessary to satisfy the missile thrust
requirement.
As an example for the turbojet baseline engine (Teledyne J402-CA-400) and inlet of Ref. 4, 5, and 6: (p3/p2 =
5.4, AC = A0 = 0.287 ft2), assume Hf = 18700 BTU/lb, cp = 0.276 BTU/lb/R, T4 = (T4)max = 1800 R, h = sea level (p0
= 2116 psf, a0 = 1116 ft/s, T0 = 519 R)  T4/T0 = 3.47, and M0 = 0.8.
From the prior example, Tideal/p0 = 0.414 ft2
Calculate:

[gcpT0/(a0Hf)](ISP)ideal = 0.414/{0.287(1.4)(0.8)[3.47 – (5.4)(1.4 – 1)/1.4]}

= 0.696

Ideal specific impulse of the turbojet baseline is

(ISP)ideal = 0.696/{32.2(0.276)(519)/[1116(18700)]} = 0.696/0.000221 = 3149 s

Figure 17. Turbojet baseline specific impulse decreases with Mach number.

3. Compute non-ideal specific impulse.

Based on the propulsion system typical total pressure efficiency of Ref. 1, predicted specific impulse is

• (ISP)predicted = (ISP)ideal
•  = InletCompressorCombustorTurbineNozzle = 0.91(0.90)(0.95)(0.90)(0.99) = 0.69
• (ISP)predicted = 0.69(3149) = 2173 s
15
 Based on the Fig. 13 specific fuel consumption sfc data from Ref. 6, the actual specific impulse is
(ISP)actual = sfc-1 = (1.51 lbm fuel/h/lbf thrust)-1(3600 s/h) = 2384 s. The actual specific impulse (2384 s) is 9.7%
greater than the predicted specific impulse (2173 s).

C. Turbojet Missile Low Altitude Range Prediction

The third sizing example is a prediction of the turbojet baseline missile low altitude range, with comparison to
data. The process is as follows:
1. Assume a cruise altitude and Mach number, such as sea level (T0 = 519 R, p0 = 2116 psf, a0 = 1116 ft/s, 0
= 0.002377 slug/ft3) and M = 0.8  V0 = Ma0 = 0.8(1116) = 893 ft/s
2. Assume an average missile weight based on the Table 1 (Ref. 4) beginning of cruise weight WBC and the
end of cruise weight WEC

W = (WBC + WEC)/2 = (1165.0 + 1056.5) /2 = 1110.8 lb

3. Calculate the required CL for cruise

During cruise, lift  weight, thrust  drag

Then for L = CLqSRef = W = 1110.8 lb

Calculate q = (1/2)0V02 = (1/2)(0.002377)(893)2 = 947 psf

Since SRef = 0.994 ft2  CL = 1110.8/[947(0.994)] = 1.18

4. Calculate , CD, and L/D for CL = 1.18, M = 0.8

Figure 18 of the turbojet baseline missile lift and drag coefficients is based on Ref. 4. For this figure, Mach
number M = 0.8 and the control surface deflection  = 0 deg. The assumption   0 deg is appropriate for a typical
cruise missile at relatively low angle of attack with relatively low static margin. Reference area is SRef = 0.994 ft2
and reference length is lRef = dRef = 1.125 ft.
From the figure, for the low altitude cruise condition of CL = 1.18, then  = 4.3 deg and CD = 0.49. Note that
the turbojet baseline missile at Mach 0.8, sea level cruise flies at a relatively low angle of attack.
Figure 19, based on Ref. 4, shows the turbojet baseline missile lift-to-drag ratio (L/D) as a function of Mach
number and angle of attack. For the low altitude cruise condition of Mach 0.8,  = 0 deg,  = 4.3 deg  L/D =
2.42. Note from the figure that the low altitude cruise L/D is less than (L/D)max (2.42 versus 3.65).

Figure 18. Turbojet baseline missile at Mach 0.8, sea Figure 19. Turbojet baseline missile cruise at Mach
level cruise flies at low angle of attack ( = 4.3 deg). 0.8, sea level has relatively low lift-to-drag ratio.
5. Calculate the drag and the required thrust for cruise

D = CDqSRef = 0.49(947)(0.994) = 461 lb

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 From the turbojet baseline engine data of Fig. 13 (Ref. 6), TAvailable = 650 lb at sea level with the engine speed at
100% rpm (T4 = (T4)max = 1800 R)
 Sufficient thrust available for this example, also T 4 < 1800 R. Next, search for the value of T4 that satisfies
TAvailable = D = 461 lb
6. Calculate the ideal thrust for an assumed value of T4 (e.g., T4 = 1470 R)
Figure 20 shows the turbojet baseline ideal thrust for the assumed T4 = 1470 R. Again, it is based on the
equation from Ashley2

Tideal/(p0A0) = 0M02{{1 + {2/[(0 – 1)M02]}}[(p3/p2)(0 – 1)/0 – 1]{(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}} –

1} + {(T4/T0)/{[(p3/p2)(0 – 1)/0]{[1 + (0 – 1)/2]M02}}}1/2 – 1}

For this example of the turbojet baseline engine (Teledyne J402-CA-400) and inlet (p3/p2 = 5.4, A0  AC =
0.287 ft2) in the low altitude cruise condition:
Assume T4 = 1470 R, h = sea level (p0 = 2116 psf, T0 = 519 R)  T4/T0 = 2.83, M0 = 0.8. Then

Tideal/p0 = 0.287(1.4)(0.8)2{{1 + {2/[(1.4 – 1)(0.8)2]}}[(5.4)(1.4 – 1)/1.4 – 1]{2.83/{[(5.4)(1.4 – 1)/1.4

]{[1 + (1.4 –
1)/2](0.8)2}} – 1} + {2.83/{[(5.4)(1.4 – 1)/1.4]{[1 + (1.4 – 1)/2](0.8)2}}}1/2 – 1} = 0.292 ft2

Ideal thrust is Tideal = 0.292(2116) = 618 lb

Note from the figure that for this example the turbojet baseline has relatively low thrust, because of its relatively
low combustion temperature (1470 R).

Figure 20. Turbojet baseline at Mach 0.8, sea level cruise has relatively low thrust.

7. Next, substitute the propulsion system typical total pressure efficiency and inlet capture efficiency of Ref. 1
into the predicted thrust equation Tpredicted = (A0/AC)Tideal
 = 0.69
A0/Ac = 1
Tpredicted = 0.69(1)(618) = 426 lb

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 8. Based on the previous example, assume the thrust correction factor = 1.07. Corrected thrust is

Tcorrected = (Tactual/Tpredicted)Tpredicted = 1.07(426) = 456 lb  Drag

9. Next, calculate the ideal specific impulse. Again, from Ashley2, the non-dimensional ideal specific impulse
equation is

[gcpT0/(a0Hf)](ISP)ideal = T /(p0A0)/{0M0[(T4/T0) – (p3/p2)(0 – 1)/0]}

Repeating, the ideal specific impulse is based on the assumption of an ideal turbojet with perfect gas ( = 0 =
1.4).
Symbols are: g = gravitational constant = 32.2, cp = specific heat at constant pressure, a0 = free stream speed of
sound, Hf = heating value of fuel, (ISP)ideal = ideal specific impulse, T = thrust, T4 = turbine entrance temperature, T0
= free stream temperature, p0 = free stream pressure, A0 = inlet free stream flow area, 0 = free stream ratio of
specific heat = 1.4, M0 = free stream Mach number, p3 = compressor exit pressure, p2 = compressor entrance
pressure
Figure 21 shows the turbojet baseline specific impulse for the assumed T4 = 1470 R. Again, it is based on the
data of Ref. 4, 5, and 6: (p3/p2 = 5.4, A0  AC = 0.287 ft2).

Figure 21. Turbojet baseline at Mach 0.8, sea level cruise has relatively high specific impulse.
For this example calculation for the low altitude cruise condition, assume Hf = 18700 BTU/lb, cp = 0.276
BTU/lb/R, T4 = 1470 R, h = sea level (p0 = 2116 psf, a0 = 1116 ft/s, T0 = 519 R)  T4/T0 = 2.83, and M0 = 0.8.
From the prior example, TIdeal /p0 = 0.292 ft2
Calculate the non-dimensional ideal specific impulse:

[gcpT0/(a0Hf)](ISP)ideal = 0.292/{0.287(1.4)(0.8)[2.83 – (5.4)(1.4 – 1)/1.4]} = 0.748

The ideal specific impulse is

(ISP)ideal = 0.748/{32.2(0.276)(519)/[1116(18700)]} = 0.748/0.000221 = 3383 s

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 10. Next, based on the propulsion system typical total pressure efficiency of Ref. 1, the predicted specific
impulse is

(ISP)predicted = (ISP)ideal

Where  = 0.69

Calculate (ISP)predicted = 0.69(3383) = 2334 s

11. Based on the previous example, assume a specific impulse correction factor = 1.097. The corrected
specific impulse is

(ISP)corrected = 1.097(ISP)predicted = 1.097(2334) = 2561 s

12. Finally, from Ref. 1, the Breguet range equation is

R = VISP(L/D)ln[WBC/(WBC – WF)]

Definitions are
R = cruise range
L/D = lift/drag
WBC = weight at the beginning of cruise
WF = weight of fuel
Substituting, the turbojet baseline predicted range at Mach 0.8, sea level is

R = 893(2561)(2.42)ln[1165/(1165 – 108.5)] = 541,000 ft = 89 nm

Note that the predicted range from the Breguet range equation is 11% higher than the turbojet missile baseline
data from Ref. 4 (89 nm vs 80 nm).

D. Turbojet Missile Maximum Range Prediction

The fourth and last sizing example is a prediction of the turbojet baseline missile maximum cruise range, at
maximum aerodynamic efficiency (L/D)max. This example will use a different approach from the prior example to
predict thrust and specific impulse. The process is as follows:
1. Assume an efficient cruise Mach number (e.g., M = 0.8) @ (L/D)max
2. Calculate , CL, CD, and (L/D)max
Figure 22, based on Ref. 4, shows that for this example of the turbojet baseline at M = 0.8: (L/D)max= 3.65
and (L/D)max = 9.7 deg.
From Fig. 23, based on Ref. 4, for this example of Mach 0.8,  = 0,  = 9.7 deg:
CD = 0.96, CL = 3.50
3. Next, calculate lift, dynamic pressure, altitude, velocity, and drag for cruise @ (L/D) max.
During cruise, lift  weight, thrust  drag. Calculate

L = CLqSRef = W = 1110.8  q = 1110.8/[3.50(0.994)] = 319 psf

q = (1/2)0V02 = (1/2)0M2a02 = (1/2)[0(0.8)2a02] = 319 psf  h  27k ft
q = 319 psf is satisfied for h = 27k ft (0 = 0.000992 slug/ft3, a0 = 1008 ft/s from Ref. 3)
V0 = Ma0 = 0.8(1008) = 806 ft/s
D = CDqSRef = 0.96(319)(0.994) = 304 lb

4. Determine if a value of engine speed provides T = D = 304 lb at Mach 0.8, h = 27k ft altitude. Assume
100% engine rpm. From Fig. 13 (Ref. 6) of turbojet baseline engine data

19
 Figure 22. Turbojet baseline missile at Mach 0.8, Figure 23. Turbojet baseline missile at Mach 0.8,
(L/D)max flies at relatively high angle of attack ( = (L/D)max flies at relatively high CL and CD.
9.7 deg).
TAvailable = 650 lb at Mach 0.8, h = sea level, 100% engine rpm (T4 = (T4)max = 1800 R)
TAvailable = 185 lb at Mach 0.8, h = 40k ft, 100% engine rpm (T4 = (T4)max = 1800 R)

Assume that turbojet engine thrust scales with the pressure altitude p0.
Th = 27k ft = Th = sea level + [(Th = 40k ft – Th = sea level)/(p0h = sea level – p0h = 40k ft)](p0h = sea level – p0h = 27k ft)]
Solving for thrust at h = 27k ft
Th = 27k ft = 650 + [(185 – 650)/(2116 – 392)](2116 – 719) = 273 lb
Because Th = 27k ft = 273 lb and Dh = 27k ft = 304 lb, there is not quite sufficient thrust available at 100% engine
rpm to maintain Mach 0.8 cruise at h = 27k ft. Another iteration, assuming a slightly lower cruise Mach
number (e.g., M = 0.75) could be conducted to allow a convergence of thrust = drag. However, the present
result is consistent with typical conceptual design accuracy ( 10%).
5. Next, determine the specific impulse at maximum available thrust (100 % engine rpm, T4 = (T4) max = 1800
R) from Fig. 13 (Ref. 6) turbojet baseline data.
Specific fuel consumption sfc = 1.51 lbm fuel/h/lbf thrust at Mach 0.8, h = sea level, 100% engine rpm
Specific fuel consumption sfc = 1.40 lbm fuel/h/lbf thrust at Mach 0.8, h = 40k ft, 100% engine rpm
Note that the baseline turbojet sfc is nearly independent of altitude.
Assume that sfc scales with pressure altitude p0.
sfch = 27k ft = sfch = sea level + [(sfch = 40k ft – sfch = sea level)/(p0h = sea level – p0h = 40k ft)](p0h = sea level – p0h = 27k ft)]
Solving for sfc at h = 27k ft
sfch = 27k ft = 1.51 + [(1.40 – 1.51)/(2116 – 392)](2116 – 719) = 1.42 lbm fuel/h/lbf thrust

ISP = sfc-1 = (1.42 lbm fuel/h/lbf thrust)-1(3600 s/h) = 2535 s at Mach 0.8, h = 27k ft

6. Finally, from Ref. 1, the Breguet range equation gives

R = VISP(L/D)ln[WBC/(WBC – WF)] = 806(2535)(3.65)ln[1165/(1165 – 108.5)]

= 729063 ft = 120 nm

So, to achieve maximum range for the turbojet baseline missile at Mach 0.8 cruise requires cruising at an
optimum altitude of h  27k ft. Cruising at h  27k ft provides 35% longer range than cruising at sea level (120 nm
vs 89 nm).

V. Summary and Conclusions

Summary comments and conclusions of this paper are as follows:
• Simple, physics-based methods are appropriate for predicting turbojet missile conceptual design
performance.
• Tactical missile conceptual design requires creativity and it is a highly iterative process.
• Turbojet missile range is driven by fuel weight, specific impulse, and zero-lift drag coefficient.
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 • Turbojet engine design drivers/limitations include turbine entrance temperature and compressor pressure
ratio.
• Contributors to the small diameter, short length, low volume, and light weight of the turbojet baseline
engine (J402-CA-400) include the two-stage (axial – centrifugal) compressor, high rotational speed, and the
extensive use of castings.
• Turbojet missile conceptual design sizing methods have about 10% error in predicting thrust, specific
impulse, and flight range.
• Available missile data can be used to enhance the accuracy of conceptual design prediction methods.
• The turbojet baseline missile has most efficient cruise (maximum range) at relatively high altitude (e.g., h 
27k ft for M = 0.8). A larger wing could provide more efficient cruise and longer range if the missile were
to cruise at higher altitude (e.g., h = 40k ft) with a lower Mach number (e.g., M = 0.7). However, a larger
wing may not be practical, because of other design considerations such as launch platform fitment and
weight limits. This is an example of conceptual design tradeoffs.
• The computer design spreadsheet of Ref. 1 should be updated to include this method for conceptual turbojet
missile sizing.

VI. References
1. Fleeman, E.L., Tactical Missile Design,2nd Edition, American Institute of Aeronautics and Astronautics,
2006
2. Ashley, H., Engineering Analysis of Flight Vehicles, Dover Publications, Inc., 1974
3. “1976 Standard Atmosphere Calculator”, http://www.digitaldutch.com/atmoscalc/
4. Bithell, R.A. and Stoner, R.C., “Rapid Approach for Missile Synthesis,” AFWAL TR 81-3022, March 1982
5. St. Peter, James, The History of Aircraft Gas Turbine Engine Development in the United States, ASME,
1999
6. Teledyne Turbine Engines Brochure, “Model 370, J402-CA-400 Performance,” 2006

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