## 3 Calculation Results and Discussion
### Model Validation Analysis  
In this research work, a 300-cell planar fuel cell stack system is intended to meet a variable electric load along the flight profile. At cruise conditions (11 km and Mach 0.8), where the SOFC validation is performed, the electric load demand is approximately 103 kW. An experimental study of an anode supported SOFC by [43] is used as a reference for SOFC cell validation. Figure 3 shows that the results between the simulation and experimental results agree within very reasonable limits, especially within the range of 5000 A/m\({}^{2}\). \begin{table}
\begin{tabular}{c c c c} \hline
**Component** & **Parameter** & **Value** & **Units** \\ \hline SOFC & Power & 102.5 & kWW \\  & Electrical Efficiency & 45.89 & \% \\  & Terminal Voltage & 0.7594 & V \\  & Power Density & 0.3797 & kW/cm\({}^{2}\) \\  & SOFC working temperature & 1071.25 K & K \\  & H\({}_{2}\) rate of consumption & 0.6995 & mol/s \\  & Fuel Utilization & 75.15 & \% \\ GT System & Thrust & 7.899 & kN \\  & FAR & 0.02715 & - \\  & TSFC & 309.3 & mg/s/N \\  & Overall Efficiency & 5.474 & \% \\  & Thermal Efficiency & 18.4 & \% \\  & Propulsive Efficiency & 29.75 & \% \\  & \(\rm C_{12}H_{26}\) conversion & 99.85 & \% \\  & O/C ratio & 0.85 & - \\  & Fuel utilization & 0.01266 & kg/s \\ \hline \end{tabular}
\end{table} 
Table 2: A-SOFC/GT hybrid system performance parameters at design point. \begin{table}
\begin{tabular}{c c c c c c c c c c c} \hline
**Node** & **Temperature** & **Pressure** & **H\({}_{2}\)** & **CO** & **CO\({}_{2}\)** & **CH\({}_{4}\)** & **C** & **O\({}_{2}\)** & **N\({}_{2}\)** & **H\({}_{2}\)O** & **C\({}_{12}\)H\({}_{26}\)** \\ \hline
1 & 216.7 & 22.77 & 0 & 0 & 0 & 0 & 0 & 590.6 & 2539 & 0 & 0 \\
1b & 282.2 & 54.21 & 0 & 0 & 0 & 0 & 0 & 515.9 & 2218 & 0 & 0 \\
2 & 282.2 & 54.21 & 0 & 0 & 0 & 0 & 0 & 74.76 & 321.4 & 0 & 0 \\
3 & 850.22 & 1600 & 0 & 0 & 0 & 0 & 0 & 74.76 & 321.4 & 0 & 0 \\
4a & 850.22 & 1600 & 0 & 0 & 0 & 0 & 0 & 11.21 & 48.21 & 0 & 0 \\
4b & 850.22 & 1600 & 0 & 0 & 0 & 0 & 0 & 63.2 & 271.7 & 0 & 0 \\
4c & 850.22 & 1600 & 0 & 0 & 0 & 0 & 0.3551 & 1.527 & 0 & 0 \\
5a & 280 & 110 & 0 & 0 & 0 & 0 & 0 & 0 & 0.3467 \\
5b & 345 & 1600 & 0 & 0 & 0 & 0 & 0 & 0 & 0.2724 \\
6 & 645 & 1600 & 0 & 0 & 0 & 0 & 0 & 0 & 0.07435 \\ AI & 1044.92 & 1536 & 0.9307 & 0.7044 & 0.0223 & 0 & 0.1655 & 0 & 1.476 & 0.0358 & 0 \\ AE & 1071.25 & 1475 & 0.2312 & 0.7044 & 0.0223 & 0 & 0 & 1.476 & 0.7353 & 0 \\ CI & 1052 & 1536 & 0 & 0 & 0 & 0 & 0 & 63.2 & 271.7 & 0 & 0 \\ CE & 1071.25 & 1475 & 0 & 0 & 0 & 0 & 0 & 62.85 & 271.7 & 0 & 0 \\
7 & 345 & 1600 & 0 & 0 & 0 & 0 & 0 & 0 & 0.2724 \\
8 & 1758 & 1386 & 0 & 0 & 3.973 & 0 & 0 & 69.78 & 320 & 3.772 & 0 \\
9 (TIT) & 1557 & 1386 & 0 & 0 & 3.973 & 0 & 0 & 69.78 & 320 & 3.772 & 0 \\
10 & 1132 & 333.4 & 0 & 0 & 3.973 & 0 & 0 & 69.78 & 320 & 3.772 & 0 \\ Nozzle & 739.8 & 59.61 & 0 & 0 & 3.973 & 0 & 0 & 69.78 & 320 & 3.772 & 0 \\ Nozzle & 235.2 & 28.07 & 0 & 0 & 0 & 0 & 0 & 515.9 & 2218 & 0 & 0 \\ fan & & & & & & & & & & \\ \hline \end{tabular}
\end{table} 
Table 3: A-SOFC/GT hybrid system parameter at each node at design point. The work utilizes a model based on the General Electric energy-efficient engine (E3) [44, 45], a turbofan renowned for pioneering technology in aeroengines. This choice establishes an optimal platform for testing the hybrid system. During cruise, the model aligns closely with data referenced from [PERSON], [PERSON] [46] and [PERSON] et al. [47] at the design point (altitude = 11 km, Mach = 0.8, standard day). Table 4 shows the parameters used to validate the GT performance. The simulation results and referenced results are within \(-\)3% to 3% relative error. Within this difference, acceptable performance validation is granted.