Chapter three

Ramjet engine analysis

1. Ramjet engine
A schematic diagram of a ramjet engine is shown in Figure 1 and the ideal cycle is
plotted on a temperature-entropy (T-s) diagram and H-K diagram Fig 2.

Fig. 1 Typical ramjet engine.

A ramjet engine is conceptually the simplest aircraft engine and consists of an inlet or
diffuser, a combustor or burner, and a nozzle. The inlet or diffuser slows the air velocity
relative to the engine from the flight velocity 𝑉0 to a smaller value 𝑉2 . This decrease in
velocity increases both the static pressure 𝑝2 and static temperature 𝑇2. In the
combustor or burner, fuel is added and its chemical energy is converted to thermal
energy in the combustion process. This addition of thermal energy increases the static
temperature 𝑇4 and the combustion process occurs at a nearly constant pressure for
𝑀4 ≪ 𝐼. The nozzle expands the gas to or near the ambient pressure, and the
temperature decreases from 𝑇4 to 𝑇9 with a corresponding increase in the kinetic energy
per unit mass (𝑉92 − 𝑉42 )/(2𝑔).

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 Fig. 2. The T-s diagram and H-K diagram of an ideal ramjet engine.

The figure on the right in Fig.2 depicts the H–K diagram for an ideal ramjet engine
operating at a flight Mach number 𝑀0 = 3.0, with a combustion temperature ratio
𝜏𝑝 = 3.0 and specific heat ratio 𝛾 = 1.4. This diagram provides a dimensionless
representation of the ramjet thermodynamic cycle using the following axes:
• The vertical axis denotes the dimensionless static enthalpy, defined as:
𝐻 = 𝑐𝑝 𝑇⁄𝑐𝑝 𝑇𝑡0 = 𝑇⁄𝑇𝑡0, where 𝑇 is the local static temperature and 𝑇𝑡0 is the
freestream total (stagnation) temperature.
• The horizontal axis represents the dimensionless kinetic energy, given by:
𝐾 = 𝑉 2 ⁄(2𝑔𝑐 𝑐𝑝 𝑇0). where 𝑉 is the local velocity.

Interpretation of Key Points and Processes

• Point 0 → Point 𝑡0 :
This transition occurs as the flow undergoes isentropic compression through the inlet.
Since it is isentropic, the kinetic energy reduces due to deceleration, and the
dimensionless static enthalpy increases. The flow slows down from Mach 3.0 to near-
zero in the diffuser, increasing its temperature (i.e., movement upwards vertically in
the diagram).
• Point 𝑡0 → Point 𝑡4 :

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This segment corresponds to heat addition in the combustion chamber. At constant
velocity (i.e., constant kinetic energy), the static enthalpy increases due to the heat
input, moving vertically upward. Since 𝜏𝑝 = 3, the static enthalpy triples compared to
the freestream condition (i.e., H = 3.0 at 𝑡4 ).
• Point 𝑡9 → Point 9:
This phase represents isentropic acceleration through the nozzle. As the flow expands,
the static enthalpy is converted into kinetic energy. On the H–K diagram, this is
reflected by a straight-line descent from high H and low K to lower H and higher K,
maintaining a constant total energy H + K = constant. Point 9 marks the nozzle exit
condition.
Mach Number Contours
Several curves labelled with Mach numbers (e.g., 0.5, 1.0, 2.0, 3.0, 5.0) intersect the
H–K domain. These contours are derived from the rearranged isentropic relation:
𝑀2 = [2⁄(𝛾 − 1)] 𝐾⁄𝐻
This equation illustrates that for a given point on the diagram, the Mach number is
determined by the ratio of kinetic energy to static enthalpy. These contours enable the
user to track the local Mach number of the flow through various segments of the engine.
Energy Exchange and Engine Performance
This idealized depiction allows for quantitative estimation of the ramjet’s behaviour.
For example:
• At the freestream condition (point 0), almost all energy is kinetic (𝐾 ≈ 1 and
• 𝐻 ≈ 0.
• At the diffuser exit/combustor inlet (point 𝑡9 ), kinetic energy is nearly zero, and
all energy is stored as static enthalpy.
• Combustion increases static enthalpy without changing kinetic energy.
• Nozzle expansion recovers kinetic energy from the added thermal energy.
The ability to visualize these exchanges is crucial in optimizing engine design for
maximum thrust, efficiency, and Mach adaptability.
The T–s and H–K diagrams in Fig.2 also highlight key thermal relationships that are
characteristic of an ideal ramjet, specifically:
• 𝑇0 = 𝑇2 (Isentropic diffusion)
• 𝑇4 = 𝑇9 (Isentropic nozzle expantion)

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These relations indicate that the total temperature remains constant through certain
idealized components of the engine, consistent with isentropic and adiabatic
assumptions.

1.1 Cycle analysis

Application of the steps of cycle analysis to the ideal ramjet of Fig. 1 is presented in
the steps below: -
Step 1:
1
𝐹= (𝑚̇ 𝑉 − 𝑚̇0𝑉0 ) + 𝐴9 (𝑃9 − 𝑃0)
𝑔𝑐 9 9
However, 𝑃9 = 𝑃0 and 𝑚̇9 ≌ 𝑚̇0 for the ideal engine. Thus
𝑚̇0 𝑚̇0 𝑎0 𝑉9
𝐹= (𝑉9 − 𝑉0 ) = ( − 𝑀0 ) ________ (1)
𝑔𝑐 𝑔𝑐 𝑎0

Step 2:
𝑉9 2 𝑎92 𝑀92 𝛾9 𝑅9 𝑔𝑐 𝑇9 𝑀92
( ) = =
𝑎0 𝑎02 𝛾0 𝑅0 𝑔𝑐 𝑇0
However, 𝛾9 = 𝛾0 = 𝛾 and 𝑅9 = 𝑅0 = 𝑅 for an ideal engine. Thus
𝑉 2 𝑇9
( 9) = 𝑀92 ________ (2)
𝑎0 𝑇0

Step 3:
𝑃𝑡0 𝑃𝑡2 𝑃𝑡4 𝑃𝑡9
𝑃𝑡9 = 𝑃0 = 𝑃0 𝜋𝑟 𝜋𝑑 𝜋𝑏 𝜋𝑛
𝑃0 𝑃𝑡0 𝑃𝑡2 𝑃𝑡4
However, 𝜋𝑑 = 𝜋𝑏 = 𝜋𝑛 = 1 for an ideal engine, thus 𝑃𝑡,9 = 𝑃0 𝜋𝑟 and
𝑃𝑡9 𝑃𝑡9 𝑃0 𝑃0
= = 𝜋𝑟 = 𝜋𝑟
𝑃9 𝑃0 𝑃9 𝑃9

2 𝑃𝑡9 (𝛾−1)⁄𝛾 2 (𝛾−1)⁄𝛾

𝑀92 = [( ) − 1] = (𝜋𝑟 − 1)
𝛾 − 1 𝑃9 𝛾−1
However,
(𝛾−1)⁄𝛾
𝜋𝑟 = 𝜏𝑟
Thus
2
𝑀92 = (𝜏𝑟 − 1) = 𝑀02 or 𝑀9 = 𝑀0 ________ (3)
𝛾−1

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Step 4:
𝑇𝑡0 𝑇𝑡2 𝑇𝑡4 𝑇𝑡9
𝑇𝑡9 = 𝑇0 = 𝑇0 𝜏𝑟 𝜏𝑑 𝜏𝑏 𝜏𝑛 = 𝑇0𝜏𝑟 𝜏𝑏
𝑇0𝑇𝑡0 𝑇𝑡2𝑇𝑡4

𝑇𝑡9 𝑇𝑡9 (𝛾−1)/𝛾

=( )
𝑇0 𝑇9
𝑇9 𝑇𝑡9 /𝑇0 𝜏𝑟 𝜏𝑏 𝜏𝑟 𝜏𝑏
= = =
𝑇0 𝑇𝑡9 /𝑇9 (𝑃𝑡9 /𝑃9 )(𝛾−1)/𝛾 𝜏𝑟
𝑇9
= 𝜏𝑏 ________ (4)
𝑇0

Step 5:
Application of the steady flow energy equation (first law of thermos-dynamics) to the
control volume about the burner or combustor shown in Fig. 3 gives,
𝑚̇0 ℎ𝑡2 + 𝑚̇𝑓 ℎ𝑃𝑅 = (𝑚̇0 + 𝑚̇𝑓 )ℎ𝑡4
Where ℎ𝑃𝑅 is the thermal energy released by the fuel during combustion. For an ideal
engine.
𝑚̇0 + 𝑚̇𝑓 ≌𝑚̇0 and 𝑐𝑝2 = 𝑐𝑝4 = 𝑐𝑝
Thus, the preceding equation becomes,

Fig. 3 combustor model.

𝑚̇0𝑐𝑝 𝑇𝑡2 + 𝑚̇𝑓 ℎ𝑃𝑅 = 𝑚̇0𝑐𝑝 𝑇𝑡4

Or
𝑇𝑡4
𝑚̇𝑓 ℎ𝑃𝑅 = 𝑚̇0 𝑐𝑃 (𝑇𝑡4 − 𝑇𝑡2 ) = 𝑚̇0 𝑐𝑝 𝑇𝑡2 ( − 1)
𝑇𝑡2
The fuel/air ratio 𝑓 is defined as:
𝑚̇𝑓 𝑐𝑝 𝑇𝑡2 𝑇𝑡4
𝑓= = ( − 1) ________ (5)
𝑚̇0 ℎ𝑃𝑅 𝑇𝑡2

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 𝑇𝑡4
For the ideal ramjet, 𝑇𝑡0 = 𝑇𝑡2 = 𝑇0 𝜏𝑟 and = 𝜏𝑏 .
𝑇𝑡2

Thus Eq.5 becomes

𝑐𝑝 𝑇0 𝜏𝑟
𝑓= (𝜏𝑏 − 1) ________ (6)
ℎ𝑃𝑅

However,
𝑐𝑝4𝑇𝑡4 𝑇𝑡4 𝑇𝑡2𝑇𝑡4
𝜏𝜆 = = = = 𝜏𝑟 𝜏𝑏
𝑐𝑝0 𝑇0 𝑇0 𝑇0𝑇𝑡2
For the ramjet Eq. 6 can be written as:
𝑐𝑝 𝑇0
𝑓= (𝜏𝜆 − 𝜏𝑟 ) ________ (7)
ℎ𝑃,𝑅

Step 6: This is not applicable for the ramjet engine.

Step 7: Since 𝑀9 = 𝑀0 and 𝑇9 ⁄𝑇0 = 𝜏𝑏 , then
𝑉 2 𝑇9
( 9) = 𝑀92 = 𝜏𝑏 𝑀02 ________ (8)
𝑎0 𝑇0

And the expression for thrust can be rewritten as:

𝑚̇0 𝑎0 𝑀0 𝑚̇0 𝑎0 𝑀0 𝜏
𝐹= (√𝜏𝑏 − 1) = (√ 𝜆 − 1) ________ (9)
𝑔𝑐 𝑔𝑐 𝜏𝑟

Or
𝐹 𝑎0 𝑀0 𝑎0 𝑀0 𝜏
= (√𝜏𝑏 − 1) = (√ 𝜆 − 1) ________ (10)
𝑚̇0 𝑔𝑐 𝑔𝑐 𝜏𝑟

Step 8:
𝑓
𝑆=
𝐹/𝑚̇0
𝑐𝑝 𝑇0 𝑔𝑐 (𝜏𝜆 −𝜏𝑟 )
𝑆= ________ (11)
𝑎0 𝑀0 ℎ𝑃,𝑅 (√𝜏𝜆 ⁄𝜏𝑟 −1)

Or
𝑐𝑝 𝑇0 𝑔𝑐 𝜏𝑟 (𝜏𝑏 −1)
𝑆= ________ (12)
𝑎0 𝑀0 ℎ𝑃,𝑅 (√𝜏𝑏 −1)

Step 9: development of the following efficiency expressions is left to the student. (H.W)

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Thermal efficiency:
1
𝜂𝑇 = 1 − ________ (13)
𝜏𝑟

Propulsive efficiency:
2
𝜂𝑃 = ⁄
________ (14)
√𝜏𝜆 𝜏𝑟 +1

Overall efficiency:
2(𝜏𝑟 −1)
𝜂0 = 𝜂𝑇 𝜂𝑃 = ________ (15)
√𝜏𝜆 𝜏𝑟 +𝜏𝑟

1.1. Summary of equations-ideal ramjet

Inputs:
𝑘𝐽 𝑘𝐽
𝑀0 , 𝑇0(𝐾), 𝛾, 𝑐𝑝 ( ) , ℎ𝑃𝑅 ( ), 𝑇𝑡4(𝐾 )
𝑘𝑔 𝐾 𝑘𝑔

Outputs:
𝐹 𝑁 𝑚𝑔/𝑠
( ) , 𝑓, 𝑆 ( ) , 𝜂𝑇 , 𝜂𝑃 , 𝜂0
𝑚̇0 𝑘𝑔/𝑠 𝑁
Equations
𝛾−1
𝑅= 𝑐𝑝 ________ (16)
𝛾

𝑎0 = √𝛾 𝑅 𝑔𝑐 𝑇0 ________ (17)

𝛾−1
𝜏𝑟 = 1 + 𝑀02 ________ (18)
2

𝑇𝑡4
𝜏𝜆 = ________ (19)
𝑇0

𝑉9 𝜏𝜆
= 𝑀0√ ________ (20)
𝑎0 𝜏𝑟

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 𝐹 𝑎0 𝑉9
= ( − 𝑀0 ) ________ (21)
𝑚̇0 𝑔𝑐 𝑎0

𝑐𝑝 𝑇0
𝑓= (𝜏𝜆 − 𝜏𝑟 ) ________ (22)
ℎ𝑃𝑅

𝑓
𝑆= ________ (23)
𝐹 ⁄𝑚̇0

1
𝜂𝑇 = 1 − ________ (24)
𝜏𝑟

2
𝜂𝑃 = ________ (25)
√𝜏𝜆 ⁄𝜏𝑟 +1

2(𝜏𝑟 −1)
𝜂0 = 𝜂𝑇 𝜂𝑃 = ________ (26)
√𝜏𝜆 𝜏𝑟 +𝜏𝑟

Example 1:
The performance of ideal ramjets is plotted in Figures 4-7 vs flight Mach number 𝑀0
for different values of the total temperature leaving the combustor. Calculations were
performed for the following input data:
𝑇0 = 216.7 𝐾, 𝛾 = 1.4, 𝑐𝑝 = 1.004 kJ/kgK, ℎ𝑃𝑅 = 42800 kJ/kg , 𝑇𝑡41600, 1900,
and 2200 K.
Let take freestream Mach number 𝑀0 = 2.
Total temperature at combustor exits 𝑇𝑡4 = 1900 K

• Compute 𝜏𝑟 ram compression temperature ratio:

𝛾−1 2 1.4 − 1 2
𝜏𝑟 = 1 + 𝑀0 = 1 + 2
2 2
𝜏𝑟 = 1.8

• Compute 𝜏𝜆 total temperature ratio due to combustion:

𝑇 1900
𝜏𝜆 = 𝑡4 =
𝑇0 216.7
𝜏𝜆 = 8.8

• Compute 𝑓 fuel to air ratio:

𝑐𝑝 𝑇0 1004 × 216.7
𝑓= (𝜏𝜆 − 𝜏𝑟 ) = (8.8 − 1.8)
ℎ𝑃𝑅 4.2 × 107
Page 8 of 17
 𝑓 = 0.0363

• Compute 𝑅 gas constant:

1 1
𝑅 = 𝑐𝑝 (1 − ) = 1004 (1 − )
𝛾 1.4
𝑅 = 287 J/kg K

• Compute 𝑎0 freestream speed of sound:

𝑎0 = √𝛾 𝑅 𝑔𝑐 𝑇0 = √1.4 × 287 × 1 × 216.7
𝑎0 = 295 m/s

• Compute 𝑉0 freestream velocity:

𝑉0 = 𝑀0 𝑎0 = 2 × 295
𝑉0 = 590 m/s

• Compute 𝑉9 jet exit velocity:

𝜏𝜆 8.8
𝑉9 = 𝑀0 𝑎0 √ = 2 × 295 × √
𝜏𝑟 1.8
𝑉9 = 1304.5 m/s

• Compute 𝐹 ⁄𝑚̇ specific thrust:

𝑎 𝑉 295 1304.5
𝐹 ⁄𝑚̇ = 0 ( 9 − 𝑀0 ) = ( − 2)
𝑔𝑐 𝑎0 1 295
𝐹 ⁄𝑚̇ = 714.5 Ns/kg

• Compute 𝑆 specific fuel consumption:

𝑓 × 106 0.0363 × 106
𝑆= =
𝑓 ⁄𝑚̇ 714.5
𝑆 = 50 mg/Ns

• Compute 𝜂𝑡 thermal efficiency:

1 1
𝜂𝑇 = 1 − = 1 −
𝜏𝑟 1.8
𝜂𝑇 = 0.444
To extend the analysis beyond a single case, the same procedure is applied across a
range of flight Mach numbers in order to observe how the engine performance varies
with speed. This extension includes evaluating the key performance parameters
previously calculated for one case, but now as functions of Mach number𝑀0 . In
addition, the analysis is repeated for three typical values of the burner exit temperature,
𝑇𝑡4 , to examine the influence of combustion temperature on engine behaviour. The
results are then plotted to illustrate the variation of each parameter with Mach number
for the different 𝑇𝑡4 values.
Page 9 of 17
 Fig. 4 Ideal ramjet performance vs Mach number: specific thrust.

Fig.5 Ideal ramjet performance vs Mach number: thrust-specific fuel consumption.

Page 10 of 17
Fig. 6 Ideal ramjet performance vs Mach number: fuel/air ratio.

Fig.7 Ideal ramjet performance vs Mach number: efficiencies

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 1.2. Optimum Mach number
The plot of specific thrust vs Mach number (see Fig. 4) shows that the maximum
value of specific thrust is exhibited at a certain Mach number for each value of 𝑇𝑡4. An
analytical expression for this optimum Mach number can be found by taking the partial
derivative of the equation for specific thrust with respect to flight Mach number, setting
this equal to zero, and solving as follows.
Combining Eqs. (20) and (21) and differentiating gives,

𝜕 𝐹 𝑎0 𝜕 𝜏𝜆
( )= [𝑀0 (√ − 1)] = 0
𝜕𝑀0 𝑚̇0 𝑔𝑐 𝑎𝑀0 𝜏𝑟

𝜏𝜆 𝜕 1
√ − 1 + 𝑀0 √𝜏𝜆 ( )=0
𝜏𝑟 𝜕 𝑀0 √𝜏𝑟

Now
𝜕 1 1 1 𝜕𝜏𝑟 1 𝜕 𝛾−1 2
( ) = − 3⁄2 = − 3⁄2 (1 + 𝑀0 )
𝜕𝑀0 √𝜏𝑟 2𝜏 𝜕𝑀0 2𝜏 𝜕𝑀0 2
𝑟 𝑟

Thus

𝜏𝜆 (𝛾 − 1)𝑀0
√ − 1 = 𝑀0 √𝜏𝜆 3⁄2
𝜏𝑟 2𝜏 𝑟

Or

𝜏𝜆 𝜏𝜆 (𝛾 − 1)𝑀02
√ −1 = √
𝜏𝑟 𝜏𝑟 2𝜏𝑟

However,
(𝛾 − 1) 2
𝑀0 = 𝜏𝑟 − 1
2
Then
𝜏 𝜏 𝜏𝑟 −1 𝜏 √𝜏𝜆
𝜆
√𝜏 − 1 = √𝜏
𝜆
=√ 𝜆− or 𝜏𝑟 3 = 𝜏𝜆
𝑟 𝑟 𝜏𝑟 𝜏𝑟 𝜏𝜆 3⁄2

Thus 𝐹 ⁄𝑚̇0 is maximum when

𝜏𝑟 max𝐹⁄𝑚̇0 = 3√𝜏𝜆 ________ (27)

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 2
𝑀0 max 𝐹/𝑚̇0 = √ ( 3√𝜏𝜆 − 1) ________ (28)
𝛾−1

1.3 Mass ingested by an ideal ramjet

Because the specific thrust of a ramjet has a maximum at the flight Mach number
given by Eq. (28) and decreases at higher Mach number. One might question how the
thrust of a given ramjet will vary with the Mach number. Dose the thrust of a ramjet
vary as its specific thrust? Because the thrust of a given ramjet will depend on its
physical size (flow areas), the variation in thrust per unit area with Mach number will
give the trend we seek. For a ramjet, the diffuser exit Mach number (station 2) is
essentially constant over the flight Mach number operating range (𝑀2 = 0.5). using
this fact, we can find the engine mass flow rate in terms of 𝐴2 , 𝑀0 , 𝑀2, and the ambient
pressure and temperature. With this flow rate, we can then find the thrust per unit area
at station 2 from,
𝐹 𝐹 𝑚̇ 0
=
𝐴2 𝑚̇ 0 𝐴2
As we shall see, mass flow rate is a strong function of flight Mach number and altitude
for our case.
𝑚̇0 𝑚̇2 𝑚̇2 𝐴∗2 𝑚̇2 𝐴∗
= = ∗ = ( )
𝐴2 𝐴2 𝐴2 𝐴2 𝐴∗2 𝐴 𝑀2
However, mass flow parameter (MFP),
𝑚̇𝑖 √𝑇𝑡𝑖
MFP(𝑀𝑖 ) =
𝐴𝑖 𝑃𝑡𝑖

And

𝑚̇√𝑇𝑡
MFP ∗ = 𝑀𝐹𝐹 (@𝑀 = 1)
𝐴∗𝑃𝑡
Then
𝑚̇2 𝑃𝑡2
= MFP ∗ , 𝑇𝑡2 = 𝑇𝑡0 and 𝑃𝑡2 = 𝜋𝑑 𝑃𝑡0
𝐴∗2 √𝑇𝑡2

Where
𝑃𝑡2 𝜋𝑑 𝑃𝑡0 𝜋𝑑 𝑃0 𝑃𝑡0 ⁄𝑃0 𝜋𝑑 𝑃0 (𝑇𝑡0⁄𝑇0)𝛾⁄(𝛾−1)
= = =
√𝑇𝑡2 √𝑇𝑡0 √𝑇0 √𝑇𝑡0⁄𝑇0 √𝑇0 √𝑇𝑡0⁄𝑇0
OR

Page 13 of 17
 ⁄(𝛾−1)−1⁄2
𝑃𝑡2 𝜋𝑑 𝑃0 𝑇𝑡0 𝛾 𝜋𝑑 𝑃0
= ( ) = (𝜏𝑟 )(𝛾+1)⁄[2(𝛾−1)]
√𝑇𝑡2 √𝑇0 𝑇0 √𝑇0

For air, 𝛾 = 1.4 and (𝛾 + 1)⁄[2(𝛾 − 1)] = 3, and combining the above equations
hence,
𝑚̇0 𝐴∗ 𝜋𝑑 𝑃0 𝜏𝑟3
= MFP ∗ ( ) ________ (29)
𝐴2 𝐴 𝑀2 √𝑇0

The variations of mass flow per unit area Eq. 29, specific thrust, and thrust per unit
area at station 2 with flight Mach number are plotted in Fig. 8 for 𝑀2 of, 0.5 altitude of
12 km, 𝑇𝑡4, of 1900 k, and 𝜋𝑑 of 1.0. although the specific thrust variation with Mach
number reaches a maximum at Mach 2.30 and then falls off, the thrust of an ideal ramjet
continues to increase with flight Mach number until about Mach 5.25 due to the very
rapid increase in mass flow per unit area.

Fig.8 Ideal ramjet thrust per unit area vs Mach number.

• Introduction to the Non-Ideal (Real) Ramjet Engine

The non-ideal ramjet engine also referred to as the actual or real ramjet accounts for
irreversibility and performance losses that occur in practical operation, distinguishing
it from the idealized, lossless model. While the basic working principle remains the
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same compression by ram effect, constant-pressure combustion, and expansion through
a nozzle the real engine experiences degradations due to shock losses, friction, heat
transfer, and finite-rate combustion.

• Key Features of the Real Ramjet

1. Diffuser Losses (𝜋𝑑 < 1):
In the diffuser, especially at supersonic flight speeds, shock waves and viscous
effects cause a loss in total pressure, leading to a total pressure recovery ratio
(𝜋𝑑 ) less than unity.
2. Combustion Losses (𝜋𝑏 < 1):
Although combustion occurs at nearly constant pressure, pressure losses still
occur due to mixing inefficiencies, heat addition, and friction.
3. Nozzle Losses (𝜂𝑛 < 1):
The expansion process is not perfectly isentropic; hence, the nozzle efficiency
is less than 100%.
4. Thermal and Mechanical Efficiencies:
The cycle is characterized by thermal efficiency (𝜂𝑡ℎ ) and propulsion efficiency
(𝜂𝑝 ), both of which are reduced in actual engines compared to ideal models.

• Governing Equations for the Real Ramjet

The total pressure ratio through the engine is given by the product of individual
component efficiencies:
𝜋𝑅 = 𝜋𝑑 . 𝜋𝑏 . 𝜋𝑛
where:
• 𝜋𝑑 = diffuser total pressure ratio,
• 𝜋𝑏 = burner total pressure ratio,
• 𝜋𝑛 = nozzle total pressure ratio (sometimes included in efficiency 𝜂𝑛 ).

• The specific thrust (thrust per unit mass flow) is given by:
(𝐹 ⁄𝑚̇) = 𝑉9 − 𝑉0 + [(𝑝9 − 𝑝0 )𝐴9 ⁄𝑚̇]
where exit velocity 𝑉9 and temperature 𝑇9 are determined by accounting for non-
isentropic processes, usually using isentropic relations modified by component
efficiencies:
𝑇𝑡3 = 𝑇𝑡0 𝜏𝑟 , 𝑇𝑡4 = 𝑇𝑡3 𝜋𝜆 , with 𝜏𝑟 = 1 + [(𝛾 − 1)⁄2] 𝑀02

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 𝑎𝑐𝑡𝑢𝑎𝑙 𝑡ℎ𝑟𝑢𝑠𝑡
And 𝜂𝑡ℎ𝑟𝑢𝑠𝑡 = .
𝑖𝑑𝑒𝑎𝑙 𝑡ℎ𝑟𝑢𝑠𝑡

The fuel-to-air ratio 𝑓 is calculated considering heat addition and real combustion
limits:
𝑓 = 𝑐𝑝 (𝑇𝑡4 − 𝑇𝑡3)⁄𝜂𝑏 ℎ𝑃𝑅
where 𝜂𝑏 is the combustion efficiency and ℎ𝑃𝑅 is the fuel heating value.

In general:
The real ramjet engine, performance degradation is modelled by incorporating pressure
ratios (𝜋) and efficiencies (𝜂) for each component. These account for the deviation
from ideal behaviour, allowing for more accurate predictions of thrust, specific
impulse, and fuel consumption. Understanding these losses is essential for design
optimization, especially at high Mach numbers where shock interactions and thermal
effects are significant.

Example 2:
Develop a set of equations for parametric analysis of a ramjet engine with losses.
Calculate the performance of a ramjet with losses over a Mach number range of 1 to 3
for the following input data.
𝜋𝑑 𝑚𝑎𝑥 = 0.95, 𝜋𝑏 = 0.94, 𝜋𝑛 = 0.95, 𝜂𝑏 = 0.96, 𝑝0 ⁄𝑝9 = 1, 𝛾𝑐 = 1.4, 𝛾𝑡 = 1.3,
𝑇0 = 217 K, 𝑇4 = 1800 K, 𝑐𝑝𝑐 = 1.004 kJ⁄kg K, ℎ𝑃𝑅 = 42800 kJ⁄kg, 𝑐𝑝𝑡 =
1.235 kJ⁄kg K .
Solution:
𝑀0 = 2
𝛾𝑐 −1 1.4−1
𝑇𝑡0 = 𝑇0 (1 + 𝑀02 ) = 217 (1 + ) × (22 )
2 2

𝑇𝑡0 = 390.6 𝐾

𝑝𝑡0 𝛾𝑐 − 1 2 𝛾𝑐⁄(𝛾𝑐 −1) 1.4 − 1 2

1.4⁄(1.4−1)
𝜋𝑟 = (1 + 𝑀0 ) = 1 + (1 + × (2) )
𝑝0 2 2
𝜋𝑟 = 7.824
𝑝𝑡9 ⁄𝑝0 = 𝑝𝑡9 ⁄𝑝9 = 𝜋𝑟 × 𝜋𝑑 × 𝜋𝑏 × 𝜋𝑛 = 7.824 × 0.95 × 0.94 × 0.95
𝑝𝑡9 ⁄𝑝0 = 6.568
𝑝9 1
= = 0.152
𝑝𝑡9 6.568
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 2 𝑝9 (1−𝛾𝑡⁄𝛾𝑡)
𝑀92 = [( ) − 1]
𝛾𝑡 − 1 𝑝𝑡9
2
𝑀92 = [(0.152)−0.3⁄1.3 − 1]
0.3
𝑀9 = 1.9
𝑇𝑡4 1800
𝑇9 = =
1 + ((𝛾𝑡 − 1)⁄2)𝑀92 1 + 0.15 × 3.626
𝑇9 = 1165.83 K

𝑎0 = √𝛾𝑐 𝑅 𝑇0 = √1.4 × 287 × 217 = 295

𝑉9 = √2 𝐶𝑝𝑡 (𝑇𝑡4 − 𝑇9 ) = √2 × 1235 (1800 − 1165.83)

𝑉9 = 1251.56 m/s
𝑐𝑝𝑡 𝑇4 − 𝑐𝑝𝑐 𝑇𝑡0 1235 × 1800 − 1004 × 390.6
𝑓= =
𝜂𝑏 ℎ𝑃𝑅 − 𝑐𝑝𝑡 𝑇4 0.96 × 42800 × 1000 − 1235 × 1800
𝑓 = 0.0471
𝑉0 = 𝑀0 𝑎0 = 2 × 295
𝑉0 = 590 m/s
𝐹𝑠𝑝 = (1 + 𝑓 )(𝑉9 − 𝑉0 ) = 1.047 × (1181.6 − 590)
𝐹𝑠𝑝 = 6.46.9 m/s

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