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A STOL aircraft requires a level of design and performance integration beyond that currently involved in commercial transport aircraft. Each vehicle concept uses the propulsion system to provide a substantial portion of the low speed aerodynamic lift. This fact makes engine dynamic performance have a strong influence on the handling qualities and performance of the aircraft, as does the aerodynamics on the proper engine cycle for the best mission performance. The airlines equally have requirements which place demands on the technical ingenuity of the designer. These requirements may be overlooked in initial design studies. To preclude this oversight, the airlines' powerplant requirements are discussed from an airline point of view with major emphasis placed on propulsion subsystem design responsibility, engine selection, thrust deterioration, and maintainability.

The possibility of improving aircraft range, payload, and endurance through application of regenerative cycle engines is examined in this paper. Emphasis is placed on the reduction in propulsion system weight realizable for first and second generation aircraft of the future. Propulsion system characteristics of future regenerative and nonregenerative turboshaft, turboprop, and turbofan engines is estimated and discussed.

This paper presents an estimate of powerplant needs for future Navy V/STOL aircraft. Helicopters, propeller powered, and jet powered type V/STOL aircraft are each discussed from the viewpoint of the needed research and developments required to provide improved aircraft performance. Specific engine needs as well as component research needs are examined and particular emphasis is placed on reduction in transmission system weight for helicopters. Lightweight, variable camber propellers and lightweight transmission systems are needed for propeller powered V/STOL aircraft. Three new turbofan engines are foreseen as being needed for future jet V/STOL attack type aircraft.

The energy crisis demands that we review the cost versus performance of various alternatives to attempt to understand what can be done and in what priority the various alternatives should be addressed. This analysis addresses, on a first order basis, some of the engine alternatives suggested to reduce the impact of rising fuel prices. It is concluded, based on the analysis which considered the depreciation of investment, the cost of capital, insurance and maintenance expenses, as well as fuel savings, that in order of priority, we must: 1. Investigate the optimum way to improve current in-service engine performance at minimum increase in maintenance cost. 2. Investigate the possibility of improving current engines by means of modification within current dimensions to improve components. Only after these are investigated and fuel prices have substantially increased, will retrofit of new engines on old aircraft be worthy of consideration.

Air pollution control will reach the same level of research effort aircraft noise control has reached within the next several years. To determine progress towards reduction of pollution emission, meaningful standardized measurement methods must be employed to insure that data from various measures are correlateable quantitatively. This paper summarizes the activities of the SAE E-31 Committee of Aircraft Exhaust Emission Measurement in developing a standardized method for measurement of smoke emission from aircraft engines.

The sources of pollution from aircraft and airports are reviewed, with emphasis placed on the industry's current understanding of the magnitude and control technology applicable to such sources. The progress of industry activity in reducing pollution from aircraft is presented, including on-going research directed at defining the impact, source strength, and applicable control technology. The unknowns and the areas in which research is needed and not currently under way also are identified.