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72 In the previous chapter, the results from aircraft design of all the propulsion concepts were presented. In this section, the best aircraft from each propulsion system concept is compared with the reference aircraft A320. Figure 6.1, 6.2 and 6.3 compare these aircraft in terms of DOC, fuel mass and LCA to fulfil the objective of this research. One apparent observation from the figures is that partial turbo-hydraulic propulsion system is superior to turbo- electric/hydraulic and classic jet propulsion. A few requisites have to be stated before comparing the three aircraft. Turbo-hydraulic system is superior in fuel burn, DOC and LCA to turbo-electric propulsion because both the novel concepts chosen for comparison are equipped with only turbo-hydraulic system. TSTH2 air- craft is only slightly better than A320. Since this a conceptual design, there many factors are not considered and have been ignored. These factors might increase the overall mass and thus the DOC and LCA. It would only be worth to proceed with the detailed research if the design proves to have significant advantages. Having this perspective, TH-16%-Scholz seems to have the advantage over the latter. The LCA analysis was based mainly on the engine mass, operating empty mass and fuel burn. But other factors such as materials used for electric system and hydraulic systems were not analysed. Furthermore, having more engines lead to more basic components and can lead to further damage to the environment. Therefore, a detailed analysis can lead to disadvantage for the researched propulsion system concepts. 6.2 Benefits and Drawbacks of Researched Propulsion Concepts For TSTH2, 100% of the shaft power is extracted to drive the generators/pumps and the gas turbine itself does not produce any thrust. The advantage that the turbofan engine gains is by producing thrust while also supplying power to the motors. Thus, increases the bypass ratio of the engine. TSTH2 also increases the bypass ratio by having single core engine and many mo- tors. While comparing these two concepts with A320 aircraft, the maximization of turbofan is limited by its size and cowling. The advantages of being able to install the electric/hydraulic motors flexibly is unprecedented. This advantage is applicable for both the propulsion concept. The fans can be placed at the most optimum position for gaining aerodynamic benefits by producing power at a different location for partially and completely turboelectric/hydraulic propulsion system. The main gas turbine engine can be located at a convenient location to receive undisturbed flow. While the fans can be located to ingest boundary layer and to reduce drag. Also, the fan speed and the shaft speed are decoupled. The electric or the hydraulic system act as a variable gearbox.PDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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