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73 The partial turbo-electric/hydraulic configuration offers better access for maintenance, while completely turbo-electric/hydraulic system with embedded engines can cause difficulty during maintenance. Also, the heat produced by the engine must be dissipated efficiently. Heat insulation tech- niques and exhaust for engines can be adapted from fighter aircraft that are installed with en- gines inside the fuselage. Although, it might need additional insulation material that can in- crease the operating empty mass. As a snowball effect, it will lead to increase in DOC. Table 6.1 Aircraft Name Airbus 400M Airbus 320-200 Airbus 350-900 Noise level data of A400M and A320 aircraft (EASA 2019) Full Power EPNdB Flyover EPNdB Approach EPNdB 95.6 90.6 102.5 93.4 85.8 95.5 90 87.9 96.4 The industry is currently pushing towards quieter flights and installing gas turbine engines in- side the fuselage does not support a quiet flight. Table 5.3 is a comparison between aircraft with the noise level in effective perceived noise in decibels (EPNdB). The A320 aircraft is compared with A400M and A350-900. A400M was chosen for comparison because its design characteristics are similar to the aircraft proposed. Currently, A350 aircraft is said to have the quietest cabin according to BDL (2019). It is evi- dent that propeller driven aircraft have a higher noise level compared to jet propelled aircraft (EASA 2019). It should be noted that, A400M is a defence cargo aircraft and the noise insula- tion for the cabin will be minimum. It is also evident that A350-900 consists of a quiet cabin because of the noise insulation used for the cabin. A massive insultation will be required for the proposed aircraft, since the engines are placed inside the fuselage. The propellers driven by the motors cannot perform well at high altitudes where the turbofan engines typically fly. The turbofan engines fly in high altitude due to the reduction of density and better efficiency. In order to fly at high altitudes, the aircraft will have to travel at high velocity. Flying at high velocity for propellers can lead to increase in drag due to high blade tip speed. Therefore, for a turbofan engine and a propeller driven by a motor cannot work ef- ficiently at a specific altitude. Although hydraulic system is proven earlier to be superior to electric system, it would be ad- vantageous to use the latter. Since the cabin and the inflight equipments are powered by elec- tric system, a large power-offtake for electric system can decrease the mass of additional components.PDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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