There are currently no civil applications for a turboshaft engine in the considered EU Next Generation Rotorcraft (ENGR) power range. Hence, there is a need to develop new relevant technological bricks for a European high-power engine.

Indeed, the development of a new engine may be longer than for a new rotorcraft. It is therefore needed to work on both topics simultaneously and in a consistent manner so that effects of the engine are considered in the rotorcraft architecture and vice versa.

The proposals must address:

• A new propulsion system for rotorcraft platforms with a breakthrough engine that closes the technological gap in the power-range above 3.000 shp / 2.237 kW.
• A significant increase of efficiency and performance indicators compared to the actual state of the art propulsion systems for rotorcraft platforms.
• Ensure that the propulsion system for rotorcraft platforms’ architecture and power requirements match the requirements of the ENGR.
• Improve propulsion system for rotorcraft platforms’ capabilities to meet military requirements for the future operations and particularly for multi-mission military rotorcraft (such as armed reconnaissance, strike, combat, and ordinary searchand-rescue (SAR), MEDical EVACuation (MEDEVAC), CASualty EVACuation (CASEVAC), utility, air assault and close aerial support) and flexible mission requirements, such as low emission signature, high operational availability, reliability and maintainability.
• Minimise deterioration caused by harsh environments (e.g., sand, dust, maritime, ice, snow, water, wide range of temperatures, etc.)
• Reduce fuel usage and ensure high power-to-weight ratio by a highly efficient thermodynamic cycle, for example, by ensuring a high pressure ratio compressor, a high-temperature combustor and turbine, low-emission combustor, and highly efficient and light weight power turbine. To achieve this goal, an advanced fuel system as well as an advanced control and monitoring system must also be studied.
• Reduce costs through design concepts for minimum life cycle costs.
• Use green technologies aiming at significantly lowering CO2 emissions on the entire lifecycle and notably improving sustainability and recyclability.
• Reduce the risk for the future full propulsion system for rotorcraft platforms development program as much as possible, thanks to early research and predevelopment and maturation of key technological bricks.
• In addition, the propulsion system for rotorcraft platforms must be ready for the use of conventional fuels, Sustainable Aviation Fuels (SAF) and provide robustness for the usage of combustible fuels of lower qualities (e.g., higher sulphur content, impurities) in different regions of the world with anomalous specifications, e.g., Jet A, JP, SAF, Avgas, Mogas.
• Maximise operational usability by increasing times between inspections and overhaul.

However, proposals should not address research activities on rotors, gearboxes and shafts and should be limited to the engine itself and its components (for example the fuel system as well as the engine control and monitoring system).