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5.2.2 Fuel Mass 68 TE-18%-Turbomatch TH-18%-Turbomatch TE-16%-Turbomatch TE-15%-Turbomatch TH-16%-Turbomatch TE-18%-Scholz TH-15%-Turbomatch TH-18%-Scholz TE-10%-Turbomatch TE-16%-Scholz TH-10%-Turbomatch TH-16%-Scholz TE-15%-Scholz TH-15%-Scholz TE-10%-Scholz TH-10%-Scholz 5500 1.50E-05 1.52E-05 1.46E-05 1.44E-05 1.47E-05 1.46E-05 1.46E-05 1.46E-05 1.33E-05 1.38E-05 1.38E-05 1.39E-05 1.34E-05 1.35E-05 1.47E-05 6000 6500 Trip fuel mass (kg) 7500 8000 1.17E-05 7000 Figure 5.14 Trip fuel mass(kg) & TSFC (kg/W/s) vs aircraft configuration In the above graph, trip fuel mass is plotted against the different aircraft configurations. Also, the new TSFC found for each aircraft is mentioned next to the bar. In the previous section, where the total engine masses were analysed, it was found that the engine mass decreases with the decrease in thrust produced by the motor. However, for trip fuel mass, it is evident that as that the motor produces higher amount of thrust, the TSFC and trip fuel mass decrease. The deduction of decrease in TSFC and trip fuel mass can be explained by reasoning that the shaft off-take power consumes less fuel. Hence, when the motor utilizes the shaft off-take power for producing thrust, TSFC reduces with increase in contribution to cruise thrust. Ac- cording to Figure 5.14, propulsion system where 10% of the take-off thrust is produced by turbofan engines, consume less fuel. The practicality of this theory can be questioned by inte- grating the engine operation % which more than 200% for the mentioned propulsion system. Aircraft configurationPDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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