Distributed propulsion configurations are a promising concept for future aircraft systems, promising a significant increase in overall aircraft efficiency and thus a reduction in CO2 and other emissions. Hereby, distributed propulsion configurations offer an increased design space in terms of reliability, safety and weight distribution. However, not all interactions in such integration have been investigated or understood. Hence, it is not yet possible to reliably predict the aerodynamic effects of close wing coupling at the edge of the flight envelope on the basis of aerodynamic models and simulations. This is particularly true in the high-lift regime, where the flow over the wing tends to detach and exhibits highly non-linear aerodynamic effects. Furthermore, the unsteady propeller-propeller and propeller-wing interactions are a major challenge on top. As part of the Clean Sky 2 project CICLOP, aerodynamic propeller-wing interactions of such a configuration at high lift were investigated experimentally [1]. The wind tunnel model features a two element wing c = 0.8 m with three co-rotating propulsion units with a diameter of D = 0.6 m. The focus of this work is a validation of the numerical simulation methods of different complexity of the propeller (Actuator Disc, steady-state RANS and unsteady RANS) used as standard in the design process on the basis of the experimental data [1]. The aim is to provide an evaluation of a well-founded and reliable qualitative and quantitative prediction of the distributed propulsion configurations. The focus of the evaluation is on design parameters that determine both positive and negative aerodynamic influences as well as the interaction of the propellers with each other, the effect of the wing on the propeller and the effect of the propeller wake on the wing. In addition to a periodic boundary environment, comparisons will also be made in wind tunnel environment. Here, besides the wind tunnel walls, the suspension of the drive trains and other geometry of the wind tunnel are included. As performed in the experiment, different relative propeller positions and thrust level are considered. Both, the wing and propeller performance are highly dependent on different positions [2].