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5.1.5 Distributed Propulsion System 61 46 44 42 40 38 36 34 32 30 0 2 4 6 8 10 12 14 Number of Engines Figure 5.7 Number of engines against direct operating cost (M$) Figure 5.7 represents the variation of direct operating costs with respect to change in number of engines. This graph was created to study the effects of distributed propulsion system on the conceptual aircraft. The TSTH aircraft was used for this calculation with constant 𝑠𝑖𝑛𝛾. The propeller diameter was sized accordingly to fit in the 36 m wingspan. The SFC was assumed to be constant, since a single turboshaft engine will be able to power all the motors. Using the tool created for designing and deriving different aircraft concepts for turbo-hydraulic/electric propulsion, 6 new aircraft were designed. It is noticeable that increase in number of engines lead to higher DOC. In Brüge 2018, a similar research was carried out in detail. In this research the maintenance costs of the aircraft were calculated with varying number of engines according to different cost calculation methods. Unlike present master thesis, the number of engines were increased without changing the overall aircraft design in Brüge 2018. It was found that the maintenance costs decrease when the number of engines is more than 3. Table 5.1 Propeller diameter with increase in number of engines Number of engines Propeller diameter (m) 2 8.5 48 65 8 3.5 10 2.6 12 2 Direct operating costs (M$)PDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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