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Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion

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Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion ( comparison-concepts-classic-jet-propulsion-turbo-electric-pr )

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47 Figure 4.5 Partial Turbo-electric/hydraulic propulsion concept calculation method The main difference between Pre-STO tool for propeller driven and turbofan engine aircraft is that one is measured in power and the other in thrust. Initially, the type of propulsion system architecture is chosen. The options are between turbo-electric and turbo-hydraulic systems. Furthermore, the level of thrust should be chosen from a drop-down box. In this drop-down box, the values 10%, 15%, 16% and 18% are provided. These values represent the amount of thrust produced by the turbofan engine to the take-off thrust. Finally, the kp method should be chosen between Turbomatch and Scholz method. When the selections have been made, a set of initial parameters are automatically calculated. These parameters include the percentage of thrust produced by motor and turbofan engine, the fuel mass flow rate and the new TSFC. These values will then be iterated to determine a more accurate value. The mass estimation of the motor and the complete propulsion system de- pends on the value of thrust produced by the motor calculated in the previous step. The com- plete mass estimation is then introduced in the Preliminary sizing II module and the complete calculation model is automatically iterated. The new TSFC calculated will be inputted for the DOC calculation that provides. The new TSFC is not inputted in the preliminary sizing II module since the turbofan engine is designed with a specific TSFC and it cannot be changed. The trip fuel mass calculated in the DOC module is then used in the LCA calculation. The theory of the calculations involved in this tool is explained below.

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