Distributed propulsion configurations are a promising concept for future aircraft systems, with the potential to significantly increase overall aircraft efficiency and reduce emissions. In doing so, distributed propulsion configurations offer an enlarged design space. A major challenge is the unsteady propeller-propeller and propeller-wing interactions. To investigate this in more detail, such a DP configuration at high lift has been experimentally tested in previous studies. The wind tunnel model consists of a two element wing \(c = 0.8\,\textrm{m}\) with three co-rotating propulsion units with a diameter of \(D_{prop}=0.6\ \text {m}\) . The focus of this work is to further exploit the experimental data using numerical methods of varying complexity of the propeller (steady-state RANS e.g. actuator disc and unsteady RANS). The aim is to provide a well-founded and reliable qualitative and quantitative prediction of the distributed propulsion configurations. Isolated propeller simulations, including low-order BEMT and CFD calculations, were performed. While CFD results for thrust and power coefficients align well with experimental data, BEMT overestimates them. This is significant as BEMT data is also used as input in actuator disc calculations. The distributed propulsion setup was numerically analysed to show how the experimental strut-system affects the results based on the propeller position relative to the wing. Although trends like positioning are reproduced, the absence of wind tunnel walls in the numerical setup means the results aren’t directly comparable to the experiment. Finally, an unsteady distributed propulsion model with fully resolved propellers showed that blade loading is well captured in RANS compared to URANS, along with other global parameters that are accurately predicted. Further studies are needed to address local effects at different operating points that RANS can not model.