Farnborough Show News - July 14, 2008 - (Page 58)

FA R N B O R O U G H 2 0 0 8 Turboprops Enjoy New Interest, Investment Written off for dead several years ago, turboprops are now where the action is and likely to be for some time. That’s good news for the two incumbent turboprop makers, ATR and Bombardier, but also brings with it some risk. The duopoly may be threatened, with Embraer considering development of a turboprop because of the strong market interest. China is also in the market with the MA-60. Only two years ago the Brazilian airframer was uninterested in turboprops, but now getting into that market is a real possibility, indicated CEO Frederico Curado. Two years of high fuel costs have changed the company’s view of the situation and Curado doesn’t see fuel prices receding to historic lows so turboprops are being looked at. A natural entry point may emerge by the middle of the next decade, suggests Mauro Kern, Embraer evp for commercial aircraft. That is when a slew of 50-seat regional jets will be headed for retirement. Kern sees some of those aircraft being replaced by larger regional jets, in the E-170/190 class, as scope clause limits are eased. But on many shortand medium-range routes, turboprops are expected to do well, too. Meanwhile, ATR is speeding efforts on a next-generation family of 70-98 seat aircraft, and discarding any lingering interest in pursuing a further stretch of the ATR-72. Stephane Mayer, the company’s CEO, says the only way to meet emerging requirements for improved performance, coupled with reduced operating costs and emissions, is with a new design. A 50-seat variant could also emerge if supported by customer demand. An additional stretch of the ATR-72 was examined as a quick route to market to counter any possible Bombardier move to The ATR-72-600 ATR chief Stephane Mayer is looking beyond the ATR-72 line. develop a stretched Q400X derivative of its 70-seater Dash 8. John Moore, head of sales at ATR, says that while some clients are looking at a 90-seater, the requirement is not quite there just yet. Were Bombardier to end production on the Q300 in 2009, this would leave the ATR-42 as the only 50-seater on the market. “We will pursue also a lighter air- frame through the extensive use of composite materials, advanced aerodynamics solutions and we definitely need a new generation engine,” says Mayer. He adds that while ATR had initially spoken to Rolls-Royce and Pratt & Whitney on engine options, the field has now been broadened to all the main manufacturers. Mayer is evasive on the timescale for bringing the new aircraft to mar- Embraer Wants a Level Playing Field Embraer’s Luiz Sergio Chiessi, vp market intelligence, airlines, says he is not worried about competition coming from Russia’s Sukhoi SuperJet 100, Japan’s MRJ, and China’s ARJ-21, but is concerned about the amount of government subsidies for these programs which could distort prices. He says that if this occurs then, “This is unfair competition, and we are 100% in opposition…I’m not making a formal accusation but we are watching developments with both eyes open as we have suffered with this in the past.” Chiessi claims that the Snecma SM146 that powers the SJ has a specific fuel consumption less than 2% better than the engines on the E-190/195 family. “The SM146 is a very good engine, but it is almost the same as the engines that we have now. The Sukhoi Superjet is a project for the future but with an engine of the present. It is not a breakthrough product,” he says. —Mike Vines ket, though he suggests if the technology matures this could be sooner than planned originally. The cost of the investment is also an unknown. Mayer quips that there is “no need now to scare our shareholders.” The possibility of attracting the necessary capital for a new program is another sign how the market has changed. Two years ago EADS, which owns ATR in a jv with Finmeccanica, considered selling its stake. Now, EADS CEO Louis Gallois seems keen to retain the growing business. Near-term, ATR is busy increasing output. Some 60+ aircraft are expected to be delivered in 2008, with 75 in 2009, and 80 each in 2010 and 2011. A further increase to 85 may follow if demand remains robust. Bombardier also is looking ahead with its turboprop family, but is somewhat less aggressive. The manufacturer is concerned about cracks in its supply base, which company officials indicate is one of the main reasons the Q400X has not been officially launched. The business case for the aircraft is clear, the Bombardier representative says. The Q400X would come with a Pratt & Whitney Canada PW150 engine delivering 15% more power than the Q400’s powerplant. The aircraft’s wing would also be strengthened as well as other structural elements. —Andy Nativi and Robert Wall www.aviationweek.com 58 July 14, 2008 www.aviationweek.com/shownews http://www.aviationweek.com http://www.aviationweek.com/shownews

Table of Contents Feed for the Digital Edition of Farnborough Show News - July 14, 2008

Farnborough Show News - July 14, 2008 Contents Thirty More Years CFM Reveals New Engine Boeing Reduces Forecast UAVs’ Quiet Revolution Finmeccanica: U.S. Success A Plethora of AESAs BAE North America Plus L-3 Becomes a Prime Better Late Than Never A Peek Behind the Curtain China’s J-10 Revealed Boeing’s 787 Dreamliner Breaking LM’s Hegemony

Farnborough Show News - July 14, 2008

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