Based on Lockheed Martin provided requirements and targets,GE developed a Variable Cycle Engine (VCE)propulsion system and a conventional Mixed Flow Turbo Fan(MFTF)propulsion system expected to meet or exceed the environmental goals set by NASA,as well as an MFTF optimized solely for cruise efficiency.These propulsion systems take advantage of an Advanced Thermal Management System (ATMS)to extend the overall pressure ratio(OPR)of the engine and increase thermal efficiency.A low noise,high performance exhaust system takes advantage of the innovative jet noise reduction features that work synergistically with the variable cycle engine features to reduce the exhaust jet noise.Augmented transonic thrust allows the propulsion system to be favorably sized with potential take-off noise abatement.Analysis shows that this propulsion system,along with integrated technology sets,meets the N+3 airport noise,emissions,and fuel efficiency goals. Our integrated airframe and propulsion system,along with identified/enabling technologies,is projected to meet or exceed all N+3 targets.Results of the environmental and performance characteristics of our advanced vehicle concept are summarized in Table 1. Table 1.LM's preferred concept with technology is projected to meet or surpass all N+3 goals NASA N+3 Efficient Multi-Mach N+3 Goal Status Aircraft(Beyond 2030) Environmental Goals Sonic Boom 65-70 PLdB low boom flight 70-76 PLdB 75-80 PLdB unrestricted flight KEY GOAL Airport Noise -20 to-30 EPNdB -32.2 from jet only (cumulative below stage 3) (Fan Airframe add 13.8 without technology improvement) KEY GOAL Cruise Emissions(g/kg fuel) <5 EINOx 5 EINOx Plus particular and water vapor mitigation Performance Goals Cruise Speed Mach 1.3-2.0 low boom flight Mach 1.6 Mach 1.3-2.0 unrestricted Range 4000-5500nm 4850nm Payload 100-200pax 100 pax Fuel Efficiency 3.5-4.5 3.64 (pax-nm/Ib-fuel) (pax-nm/lb-fuel) KEY GOAL Through a collaboration effort,LM Aero and GE GRC identified N+1,N+2,and N+3 technologies critical to meet or surpass the N+3 goals.N+1 and N+2 shaping technologies were considered to be "endemic"or inherent to the baseline design.These configuration technologies were not included in the final technology roadmap,but other N+2 technologies were included to provide a comprehensive technology list.As a result,technology roadmaps were created for all prioritized,airframe tech- nologies to demonstrate the maturation efforts required to raise each technology to a Technology Readiness Level 6(TRL 6). Recommended future work includes Phase 2 testing and Phase 3 maturation efforts to provide a technology set necessary to realize a vision vehicle serviceable in the 2030-2035 timeframe. Current N+2 efforts allow us to reasonably assume that N+2 technologies will be developed during those N+2 program efforts, and the developed technologies will be available for application on the N+3 vehicle.Concentration on N+3 technologies provides a clear roadmap to achieving and surpassing the stated N+3 goals while providing an exciting solution to supersonic travel.Figure I highlights the comprehensive technology set for both airframe and propulsion systems. Future work recommendations for airframe technologies include: Low cost,high impact tools and methodologies such as Low Boom Shaping Fidelity and CFD-based MDAO to address boom mitigation Distributed roughness with plasma augmentation to ensure laminar flow at supersonic conditions Copyright 2010 by Lockheed Martin,Published by the American Institute of Aeronautics and Astronautics,Inc.,with permission. 2Copyright 2010 by Lockheed Martin, Published by the American Institute of Aeronautics and Astronautics, Inc., with permission. 2 Based on Lockheed Martin provided requirements and targets, GE developed a Variable Cycle Engine (VCE) propulsion system and a conventional Mixed Flow Turbo Fan (MFTF) propulsion system expected to meet or exceed the environmental goals set by NASA, as well as an MFTF optimized solely for cruise efficiency. These propulsion systems take advantage of an Advanced Thermal Management System (ATMS) to extend the overall pressure ratio (OPR) of the engine and increase thermal efficiency. A low noise, high performance exhaust system takes advantage of the innovative jet noise reduction features that work synergistically with the variable cycle engine features to reduce the exhaust jet noise. Augmented transonic thrust allows the propulsion system to be favorably sized with potential take-off noise abatement. Analysis shows that this propulsion system, along with integrated technology sets, meets the N+3 airport noise, emissions, and fuel efficiency goals. Our integrated airframe and propulsion system, along with identified/enabling technologies, is projected to meet or exceed all N+3 targets. Results of the environmental and performance characteristics of our advanced vehicle concept are summarized in Table 1. Table 1. LM’s preferred concept with technology is projected to meet or surpass all N+3 goals NASA N+3 Efficient Multi-Mach Aircraft (Beyond 2030) N+3 Goal Status Environmental Goals Sonic Boom 65-70 PLdB low boom flight 75-80 PLdB unrestricted flight 70-76 PLdB KEY GOAL Airport Noise -20 to -30 EPNdB (cumulative below stage 3) -32.2 from jet only (Fan + Airframe add 13.8 without technology improvement) KEY GOAL Cruise Emissions (g/kg fuel) <5 EINOx Plus particular and water vapor mitigation 5 EINOx Performance Goals Cruise Speed Mach 1.3-2.0 low boom flight Mach 1.3 – 2.0 unrestricted Mach 1.6 Range 4000-5500 nm 4850 nm Payload 100-200 pax 100 pax Fuel Efficiency 3.5 – 4.5 (pax-nm/lb-fuel) 3.64 (pax-nm/lb-fuel) KEY GOAL Through a collaboration effort, LM Aero and GE GRC identified N+1, N+2, and N+3 technologies critical to meet or surpass the N+3 goals. N+1 and N+2 shaping technologies were considered to be ―endemic‖ or inherent to the baseline design. These configuration technologies were not included in the final technology roadmap, but other N+2 technologies were included to provide a comprehensive technology list. As a result, technology roadmaps were created for all prioritized, airframe tech￾nologies to demonstrate the maturation efforts required to raise each technology to a Technology Readiness Level 6 (TRL 6). Recommended future work includes Phase 2 testing and Phase 3 maturation efforts to provide a technology set necessary to realize a vision vehicle serviceable in the 2030-2035 timeframe. Current N+2 efforts allow us to reasonably assume that N+2 technologies will be developed during those N+2 program efforts, and the developed technologies will be available for application on the N+3 vehicle. Concentration on N+3 technologies provides a clear roadmap to achieving and surpassing the stated N+3 goals while providing an exciting solution to supersonic travel. Figure 1 highlights the comprehensive technology set for both airframe and propulsion systems. Future work recommendations for airframe technologies include: Low cost, high impact tools and methodologies such as Low Boom Shaping Fidelity and CFD-based MDAO to address boom mitigation Distributed roughness with plasma augmentation to ensure laminar flow at supersonic conditions