Innovative Short-Distance Take-Off Methodology for
Fighter Aircraft's
A. JOHN VIVIAN PRASHANT
Vikram Sarabhai Space Centre, Indian Space Research Organization.
john1989iist@gmail.com
Abstract— Short distance take-off by fighter jets
from fighter vessels deployed in the seas is becoming a
very crucial need for augmenting the naval security of
our waters. Though these problems have been addressed
by employing catapult mechanisms and even in certain
cases by developing aircraft with vertical take-off ability,
it doesn’t solve the problem on a general basis. This
paper tries to address this concern by suggesting an
innovative solution which can be deployed on any type of
fighter aircraft without making any permanent
modifications in its design. The concept used here to
tackle the problem is by delaying the flow separation at
high angle of attack which will result in higher lift
generation over a shorter runway length. A noble flow
control strategy is postulated which involves cooling the
airflow near the airfoil, resulting in moving back of the
flow-separation point. Since there is no literature
available on this methodology only computational fluid
dynamics tools could be used to prove its validity. The
validation of the concept in question here had been
studied by computational fluid dynamics results and the
phenomenon of delay in the separation point was
observed. Also this paper tries to put forth a very
preliminary implementation suggestion for the actual
flight tests of the same. Since this is a very unexplored
territory various possibilities and suggestions for future
study on the same are also proposed
Index Terms—Flow separation, Cooling, CFD.
INTRODUCTION
The technique to achieve short distance take-off is in a
very nascent phase. After undergoing a through literature
survey it is found that the presently implemented
methodologies pertain only to the mechanical aspect of short
distance take-off and not enquire into the basic flow
characteristics which can be modified to achieve the same.
The major methods currently implemented have been
enumerated in this paper along with their pertinent
disadvantages. The new method proposed in this paper is
better classified as a hypothesis since it is not found in
established literature. But to restrict the study to existing
methodologies is to handicap one-self from the potential
gains which could be achieved with the proposed method.
Therefore it is felt essential to investigate into this innovative
methodology of augmenting the lift by controlling the airfoil
temperature. To overcome the inability of stating credible
data from previous studies which is unfortunately not
available on this method, computational fluid dynamics
analysis has been resorted to as a starting point.
Efforts have been made to suggest various references
which have been explored during the course of literature
survey done in order to find relevant data or information.
This may be useful to future works in reducing the burden of
undergoing this daunting exercise. The hypothesis is
explained in a very simplistic fashion rather than taking an
academically specialized approach in order to put forth the
idea in a simple and easily conveyable structure. This is
followed by the computational fluid dynamics analysis
results which point to positive possibility. The extension of
this theoretical idea is made into a preliminarily conceived
setup for future experimental studies which would give the
hypothesis a more firm stance. And finally a very roughly
conceived idea of integrating this method to actual flight
hardware is also suggested.
It is to be kept in mind that this being a very unexplored
territory is to be approached with utmost positivism and the
proper scientific temperament required to appreciate an
innovative method. To cynically condemn the same for lack
of conclusive data would be to put oneself in a cycle of
constant disbelief and denial, ultimately hindering the spirit
of innovative engineering. In this regard and expectations of
future work being carried on the same certain
recommendations are made as in where the author feels that
he has delivered scarcely.
THEORITICAL BASIS
Viscous flow is characterized by the presence of shear
forces which exist due to the velocity gradients. The
analysis of viscous flow is greatly simplified due to the
boundary layer theory. The velocity outside the boundary
layer is same as that of the free stream velocity and inside
the boundary layer the velocity builds up from zero at the
solid surface(due to no slip condition) to the free stream
velocity value at the boundary layer.
The boundary layer can be either turbulent or laminar
depending on the Reynolds number. In case of laminar
flows the streamlines are smooth and regular. Hence the
skin friction drag is less .But laminar flows are more prone
to early flow separation resulting in high pressure drag. And
in case of turbulent flows the skin friction drag is high due
to irregular fluid motion. But due to this agitated motion,
higher energy fluid elements are pumped in to the boundary
layer due to which the flow velocity near the solid surface is
larger for a turbulent flow in comparison to a laminar flow.
By virtue of this energizing flow separation is delayed in
turbulent flows compared to laminar flows. Hence the
pressure drag is less. Thus it is clear that flow separation
depends upon Reynolds number since it is the deciding
factor for the flow to be turbulent. The phenomenon of flow
separation occurs because of the inability of the flow to
possess enough momentum to overcome the shear force and
the adverse pressure gradients [1]-[6].
Thus it could be summarized that flow separation
depends on the following parameters-
1) Reynolds Number-
A high Reynolds number ensuring turbulent flow
which would delay the flow separation.
2) Shear Force-
The lesser the shear force more would be the delay
in flow separation.
3) Adverse pressure gradient-
The lesser the adverse pressure gradient more
would be the delay in flow separation
On reducing temperature (cooling), the viscous
coefficient decrease due to which the Reynolds number
increases, the Shear stress and the Pressure decrease. All
these effects result in delaying the flow separation.
SIMULATION RESULT
The main emphasis would be to identify the appropriate
numerical scheme which would capture the effects properly.
To begin with a simulation on Fluent has been performed
and the results are presented.
K-epsilon viscous model was chosen. Diameter of
cylinder=0.2m,Density=1.225kg/m3,Pressure=101.325KPa,
Flow velocity=60m/s. Number of grids=28,800.
GRID

Based on understanding of the stated parameters affecting

flow separation it is can be effortlessly concluded that by
manipulating these factors it is possible to alter the flow
separation. It is in these same lines that some the existing
flow control methodologies have been conceived. The
existing methods to delay flow separation are –
1) Introducing perturbations causing mechanisms to
make the flow turbulent.
2) Employing suction devices reduce the adverse
pressure gradients.
3) Leading edge rotating devices used on airfoils to
energize the boundary layer.
4) Injecting high velocity jets to force the flow to TEMPERATURE=300K
remain attached on the surface.

HYPOTHESIS
Observing closely the factors affecting flow separation it
can be pointed out that temperature plays a crucial role in
affecting flow separation. This is very evident from the
theoretical & empirical relations.
஡∗୚∗୐
ܴ= (1)
ஜ

ௗ௩
τ = µ* (2)
ௗ௬
TEMPERATURE=50K
P= ρ*r*T (3)

µ=C* T1/2 (4)

Where,
R Reynolds Number
τ Shear Stress
µ Viscous Coefficient
ௗ௩
Velocity gradient in normal to flow direction
ௗ௬
P Pressure
ρ Density
r Characteristic gas constant
T Temperature The effect of cooling on the delay of flow separation is
V Velocity clearly visible from the above presented simulation results.
L Characteristic length
 COMPARISON OF THE PRESENT METHOD OVER
THE CONTEPORARY METHODS
A major challenge faced by fighter planes operating from
ships is the take-off and landing routines. In general the
commonly used present day fighter aircrafts require a
runway length of 350m but even the very large classes of
Nimitz vessels provide a 200-250m runway length.
Therefore it becomes very essential to generate high lift
at low velocities. And in order to do this the angle of attack
has to be increased to high values which lead to stalling
instead of increasing the lift.
Some methods presently employed to achieve short
distance take-off from ships and their disadvantages are
presented [1],[2],[3].
the angle at which the flow separates from the cylinder.
Smoke visualization technique could be appropriate for this
purpose. The separation delay data can then be noted down
for various Reynolds number to study the behavior in case
of laminar and turbulent flows.
A similar exercise could be repeated in case of the
aerofoil test model (NACA0012) along with variation in
angle of attack. The angle of attacks beyond the normal
stalling angle could be tested for delay in flow separation.
A thorough analysis of the data would have to be done to
really identify the conditions where cooling becomes really
advantageous. The theoretical & simulation results would
have to be compared and reasoned for discrepancies if any
do show up.

METHOD DISADVANTAGE
1)Catapult These are very unreliable and have caused
Mechanism lot of accidents in the past.
2)Vertical The high temperature flames could burn the
Take-Off deck. Also it adds weight to the aircraft.
3)Suction Although these are efficient, they remain a
Devices permanent part of the aircraft even after the
take-off and act almost like a dead weight
because it is not used much in the cruise
phase.
In the proposed method vacuum storage tanks containing
liquid nitrogen can be fitted on the aircrafts by a deployable
mechanism. The tank would then be connected to a
dispensing mechanism so as to be able to cool a strip of the
airfoil during take-off. An inherent advantage of such a
method would be that, the tanks can be dropped into the sea
after take-off. Therefore there is no extra weight on the
aircraft while in cruise. Also this seems to be a very simple
alternative in comparison to the above listed existing Fig1.Schematic Of The Proposed Experimental Setup
methods. But simultaneously there is a necessity to address
the concern that, the aerofoil material should be checked for
effect of such low temperatures and some kind of protective
coating must be employed.
SUGGESTED EXPERIMENTS & IMPLEMENTATION IN FUTURE
STUDIES
To test the effect of cooling on flow separation both
simulations and experiments could be performed. The
testing is to be done in 2 phases using subsonic wind
tunnels. Firstly, experiments could be done on circular
cylinders because it would be easy to understand the
phenomenon. Also, existing research papers provide a great Fig2.Schematic Of A Hornet Fighter Integrated With The
deal of understanding about “flow over cylinders” .This Proposed Mechanism
would let us have some helpful guidelines from the existing (Picture taken from defencegalleries.com)
data regarding the flow regimes and heat transfer studies.
After a thorough understanding and interpretation of results, REFERENCES
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