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48 Initially, the cruise thrust (𝑇 ) is calculated in order to determine the cruise thrust setting. This is done by assuming that the aircraft is in cruise condition where thrust equals drag and lift equals weight of the aircraft. Therefore, dividing weight of the aircraft by lift to drag ratio, required cruise thrust is obtained as shown in (3.29). 𝑇 =𝐷 𝑇 = 𝑊 𝐿 𝐷 𝑇=𝑚 ∙𝑔 𝐿 𝐷 𝑇h𝑟𝑢𝑠𝑡𝑠𝑒𝑡𝑡𝑖𝑛𝑔 = 𝑇 ~0.2𝑜𝑟20% 𝑇 (4.29) (4.30) (4.31) (4.32) 𝑚 is the mass of the aircraft and g represents the acceleration due to gravity. The product of both of them are used to determine the value of weight. According to Scholz (2014), thrust setting for cruise is approximately 20% of the thrust setting for take-off. The re- sult from the current aircraft further confirmed the aforementioned number. Since a baseline thrust setting has been established, it can be varied to identify the positive and negative im- pacts on the system. 18%, 16%, 15%, and 10% are analysed in this research. The thrust set- ting influences the amount of thrust produced by turbofan (𝑇 ) engine and motor (𝑇 ). The two thrust parameters can be calculated using (4.33) and (4.34) for an example thrust setting of 15%. 𝑇 =𝑇 ∙15% (4.33) 20% 𝑇=𝑇−𝑇 (4.34) 𝑇 =𝑇+𝑇 (4.35) The thrust produced by the two propulsors are added to get the Total thrust ( 𝑇 ). This process is carried out to re confirm that 𝑇 = 𝑇 .The mass flow rate of fuel consumed by turbofan engine (𝑚̇ , ) can be calculated using 𝑇 and Thrust specific fuel consumption of the engine (𝑇𝑆𝐹𝐶 ) with (4.36) 𝑚̇ , = 𝑇 ∙ 𝑇𝑆𝐹𝐶 𝑚̇, =𝑘∙𝑃 (4.36) ∙𝑇𝑆𝐹𝐶 (4.37)PDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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