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122 A Appendix The most common conventional powerplant system for a commercial transport aircraft is a turbofan. The thrust and fuel flow tables of a turbofan model can be generated using gas-turbine performance software as discussed in Section 3.1.3. Instead of decoupling the thrust production from the energy generation as in the approach presented in Figure 3.2, the performance properties of the turbofans can be directly mapped into the aircraft sizing procedure. As shown in Figure A.1, the thrust and fuel flow maps of the turbofan discussed in Section 3.2.3.1 are directly interfaced in the process. According to the ratio of ππππ /ππππ, the total design thrust requirement ππππ is calculated for an initial value of MTOW. With the formulation of a degree of hybridization for useful power π»ππ’π π, the design thrust of the turbofan ππππ ,ππΉ and of the electrical fan ππππ ,πΈπΉ is calculated as demonstrated in Section 3.2.6.1. ππππ ,π πΉ enables the computation of the maximum thrust of the turbofan ππππ₯,π πΉ and the fuel flow characteristics. ππππ₯,π πΉ is used for the computation of the the maximum thrust of the overall propulsion system ππππ₯ stored in the thrust table. The fuel flow is directly linked to the fuel flow parameter in the energy table. As a side note, for a commercial transport aircraft equipped with turboprops both procedures can be practically employed. Either the thrust and fuel flow characteristics of the turboprops are computed in maps and interfaced with the aircraft environment as presented in Figure A.1. Or the turboprop is split between a propeller model and a turboshaft model interfaced as in Figure 3.2. The propeller model is integrated as a propulsive device with a performance map. The turboshaft model is implemented as a combustion engine with a power map and an efficiency map as discussed in Section 3.2.3.3.PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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