"Design & Development of High-speed Expendable

Aerial target (HEAT) - ABHYAS"

PROPULSION SYSTEM FOR ABHYAS - SINGLE
BOOSTER
Document No: ADE/ABH-DOC- 23

Issue

Copy No:

Issued to:

Master/1/2/3/4/5/6

00

"ABHYAS"
A ERONAUTICAL D EVELOPMENT E STABLISHMENT
DEFENCE RESEARCH & DEVELOPMENT ORGANISATION
MINISTRY OF DEFENCE
NEW THIPPASANDRA POST
BANGALORE 560 075
Information in this document is property of Aeronautical Development Establishment.
Unless otherwise specified, no part of this publication may be reproduced or utilized in
any form or by any means, electronic or mechanical, including photocopying and
microfilm, without permission in writing from Director, Aeronautical Development
Establishment, and Bangalore.

"ABHYAS"- High Speed Expendable Aerial Target(HEAT)

PROPULSION SYSTEM FOR ABHYAS SINGLE BOOSTER
Issue No :

00

Date :

01/04/14
Project ABHYAS

LIST OF CONTROLLED COPY HOLDERS

Sl. No

Function

Copy No.

LN RAGHAVENDRA, PROJECT DIRECTOR- ABHYAS

ABHYAS PROJECT OFFICE

PGD (UAV)

DIRECTOR ,ADE

Note: Master copy is held by PD-ABHYAS

Master

"ABHYAS"- High Speed Expendable Aerial Target(HEAT)

PROPULSION SYSTEM FOR ABHYAS SINGLE BOOSTER
Issue No :

00

Date :

01/04/14
Project ABHYAS

CONTENTS
Section
No.

Title

Page No.

1.0

Introduction

2.0

Engine

3.0

Fuel System

4.0

Air Intake

5.0

Booster

5.1

Installation Scheme for Inline Booster Configuration

5.2

Test Setup and Test Results

6.0

Conclusion

10

"ABHYAS" High-speed Expendable Aerial Target

PROPULSION SYSTEM FOR ABHYAS SINGLE BOOSTER
1. Introduction
ABHYAS propulsion system contains engine, fuel system and booster. ABHYAS
target had two boosters for takeoff during maiden launch. After maiden launch, it was
found that any misalignment in the two boosters may lead to uncontrolled attitudes during
the launch phase. Further the launch 'g' may also affect the performance of the MEMS
based Autopilot. Hence, an inline booster concept, with the booster placed behind the
engine has been explored and configured.
The engine is required to be started on ground itself before take-off as it takes two
minutes to reach 100% RPM from the start. Hence, it cannot be started in air after booster
phase during launch. During this period, the booster will experience high temperature
ranging between 600-900 Deg C. Considering the booster self-ignition temperature, a
scheme with a jet deflector was designed and tested with Titan engine. This document
brings out the propulsion system for a single booster configuration of ABHYAS.

2. Engine
The fuselage for ABHYAS has an internal diameter of 180mm. Considering the
thrust and the endurance requirements, TITAN engine which meets the requirements of
ABHYAS has been identified. The specifications of the engine are shown in Table 2.1 and
the Titan engine is shown in Figure 2.1.
Table 2.1 Specifications for the Engine
Sl. No.

Specification

Value

1.

SFC

2.

Thrust

39 kgf

3.

Weight

3.3 kgf

4.

Diameter

147mm

1.71kg/kg/hr

Figure 2.1 Small Gas Turbine TITAN

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3. Fuel System
This engine is supplied with fuel system accessories like solenoid valve, fuel pump,
battery and filter. The schematic of engine fuel system is shown in Figure 3.1. ATF with 5%
lubricating oil is used as fuel for engine. This engine can be started with the Starting Motor
placed at the front of the engine.

Figure 3.1 Schematic of Fuel System

The Titan engine has been successfully tested on the test bed. The fuel system was
then integrated on to the aircraft and the integrated engine run also has been carried out
successfully.
4. Air Intake
An S air intake with a kidney shaped inlet cross section was designed for Abhyas
to provide good quality and quantity of air at engine face. A Low Fidelity Analysis (LFA)
and Multi Disciplinary Optimization (MDO) approach were used for designing the duct.
Variables representing the air intake shape and length have been considered in the design
process to optimize the air intake centre line, Radius of curvature (ROC), Semi Cone
Angle and Local Wall Angle while minimizing the length of the air intake.
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A kidney
kidney type air intake designed using LFA and MDO approach and is fabricated
and shows good performance during integrated engine run. The inputs for designing the
air intake
take are shown in Table 4.1.
4.1. Detailed sketch of the air intake is shown in Figure 4.1.
Table 4.1 Input for the design of air intake
Sl No.

Specification

Value

Engine Mass Flow

0.66 kg/s

Mach No

0.55

Initial Area

7500 mm2

Final Area

7853.98 mm2

Figure 4.1 Schematic of Air Intake

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5. Booster
It is proposed to use 68mm rocket as shown in Figure 5.1for launching Abhyas
which is manufactured by ordnance factories. Specification of the booster is shown in
Table 5.1 below. One booster was fired at ADE and the thrust curve is shown in Figure
5.2.
Table 5.1 Booster Specifications
Sl. No.

Description

Specification

1.

Length (mm)

680

2.

Diameter (mm)

68

3.

Thrust (kgf)

400

4.

Weight (kg)

5.

Duration (sec)

0.8

6.

No of boosters

Figure 5.1 Booster

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Figure 5.2 Thrust Vs Time Graph for 68 mm Rocket

5.1. Installation Scheme for In-line Booster
It is proposed to install the booster behind the engine cage as shown in Figure 5.3.
Engine Cage

Jet Deflector

Booster

Figure 5.3 Installation scheme of Single booster

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The jet deflector is a cone of base diameter 120 mm, height 35 mm and semi cone
angle is 60 Deg. The jet deflector dimensions were arrived at after CFD simulations to
ensure no back flow
flow of the hot gases coming out from the engine. The CFD result for the
selected jet deflector is shown in Figure 5.4.
5.4

Figure 5.4 CFD result of jet deflector analysis

It was proposed to carry out engine run (experimental testing) to validate CFD
results and find out temperature distribution at various location of booster surface. The test
setup and results are discussed in next section.
section
5.2. Test Setup and Test Results
Three tests were performed to get the temperature distribution for three different
configurations as following,
5.2.1. Configuration 1:
1: Without
Without jet deflector
This test was performed to get the temperature distribution at booster surface when
engine exhaust is directly impinging on booster. Objective of this test was to find out
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booster surface temperature when there is no jet deflector. The test scheme is shown in
Figure 5.5. The test results are shown in Figure 5.6. The temperatures shown are the
maximum temperature at those locations during engine run.

Figure 5.5 Test scheme (Without jet deflector)

Figure 5.6 Test result (Without jet deflector)

It was found that at booster tip the surface temperature was 453 Deg C (The limit is
150 Deg C).
5.2.2. Configuration 2: With jet deflector
A jet deflector was placed ahead of booster, which deflects engine exhaust and thus
avoiding direct impingement of hot gases on booster face. Temperatures were measured
in similar location as in configuration-1. The test scheme is shown in Figure 5.7. The test
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results are shown in Figure 5.8. The temperatures shown are the maximum temperature at
those locations during engine run.

Figure 5.7: Test scheme (With jet deflector)

Figure 5.8: Test results (With jet deflector)

It was found that with jet deflector the maximum temperature at the booster tip was
200 Deg C (The limit is 150 Deg C).

5.2.3. Configuration 3: With jet deflector and insulation

A third test was performed with jet deflector and insulating the booster outer surface
with glass wool fiber of 5 mm thickness. Temperature was measured by sticker type
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temperature sensors. These temperature sensor changes their color after reaching specific
limit. Three types of sticker thermocouple were used for measurement
1. Type B - Temperature limit (70 to 110 deg C)
2. Type C- Temperature limit (116 to 154 deg C)
3. Type D- Temperature limit (160 to 199 deg C)
The location of temperature sensor is shown in Figure 5.9 (This picture was taken
before testing). After testing, it was found that no temperature sensor has changed their
color. Hence, it can be concluded that booster surface temperature did not exceed beyond
70 Deg C (The limit is 150 Deg C). The test setup is shown in Figure 5.10. The
thermocouple state after test is shown in Figure 5.11.

Figure 5.9 Temperature sensor before testing

Figure 5.10 test setup (with jet deflector and insulation)

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Figure 5.11 Temperature sensor after testing

5.2.4. Temperature Comparison
Thermocouple Location
from engine exhaust
(See Figure 5.12
Below)

Temperature
(Deg C)
without deflector

Temperature
(Deg C)
with deflector

Temperature
(Deg C)
with deflector and
insulation

970

1000

Not measured

2.

100 mm
(Deflector Tip)
100+50 mm

453

200

Below 70 Deg C

3.

(Booster tip)
100+50+100 mm

420

150

Below 70 Deg C

4.

(Booster surface)
100+50+100+100 mm

262

130

Below 70 Deg C

Sl.
No

1.

(Booster surface)

Figure 5.12 Thermocouple Location from engine exhaust

6. Conclusion
The Titan engine has been successfully tested in the test bed at ADE and
integrated in the ABHYAS. An integrated engine run with aircraft fuel system and an S- air
intake was also successfully completed with the engine reaching 100% RPM and Exhaust

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Gas Temperatures within limits. During these tests all engine parameters were found
satisfactory.
Booster testing at PSD test bed was successful and was confirming the thrust
behaviour is as expected and sufficient for launch phase.
With the designed jet deflector and glass wool insulation of 5 mm thickness, the
booster surface temperature is measured below 70 Deg C which is lesser than the self
ignition temperature of booster (the limit is 150 Deg C). Hence, a single booster scheme is
feasible from thermal analysis point of view. The structural integrity and booster release
mechanism need to be looked for single booster configuration.

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