Home' Asian Aviation : AAV July August 2011 Contents 28 AsianAviation | JULY-AUGUST 2011
to size its NGRT engine to produce 5,000-7,000shp,
with the [potential for] closer to 8,000shp," he says.
In a bid to set new standards for turboprop
technolog y, P&WC is aiming at "double-digit
reductions" in fuel-burn and environmental
emissions that are expected to arise from "a fully
integrated propulsion system, including engine,
nacelle, propellers, and other systems". e company
is working with propeller manufacturer (and United
Technologies group sister company) Hamilton
Sundstrand to design such an integrated system.
P&WC says it is drawing on the strength and
experience of all UT aerospace businesses to integrate
technologies in the NGRT as it pursues its "Number
1 priority" to meet customers needs.
Compared with a turbofan-powered aircraft,
Bombardier says a high-speed, 90-passenger variant
of a turboprop such as the Dash 8-Q400 would have
a major advantage of exibility. It would provide
"the best economics and productivity" over the short
and medium haul "without sacri cing travel time or
passenger comfort", the company claims.
Given an expected continuous increase in fuel and
operating costs (and, perhaps, bearing in mind that his
Canadian competitor has o erings in both markets),
ATR s Bagnato makes a passionate argument for
turboprops over turbofans.
Turboprops are "definitely much more fuel-
e cient than regional jets," he says. " e optimal
economics are a clear argument, intimately associated
with minimum environmental impact," such as low
external noise and gaseous emissions.
Bagnato says modern turboprops feature "the most-
updated technologies in navigation and passenger
comfort". ey also are very versatile, with optimal
performance when operating on short runways and
at "di cult" airports, such as may be encountered
in South-East Asian markets such as Indonesia, the
Philippines, Vietnam, and Malaysia.
One key question the manufacturers have had to
address is how much of its existing aircra designs
could be carried over into a new, 90-seat turboprop.
Bombardier says that, when introduced ten years
ago, the Dash 8-Q400 and PW150 engine were
"100-percent new designs" that remain "well-suited"
-- even "ideal" -- for development. A 10 'stretch of
the existing fuselage would create a 90-seat cabin
environment similar to that in the CRJ900 regional
jet, says Bombardier s Gordon Pratt.
"Only a small power increase would be necessary
for the desired performance, well within the
development capacity of the current engine," he says.
ATR says a larger turboprop model would need "new
engines and additional use of composites" to match
reduced seat-cost goals. "[Market] feedback will
dictate how far we [must] go in additional carry-on
capability and more [passenger] space and comfort,"
Bombardier con rms that it is not necessarily
Projected New Turboprop Deliveries
2011 - 2020 2021 - 2030 2011 - 2030 2030
30-60 seats 1,390
30-60 seats 285
30-60 seats 25
Embraer turboprop market forecast
*including Hong Kong, Macau and Mongolia
"Turboprops represent 37 percent of the currently active 60- to
99-seat fleet and Bombardier forecasts that they will account
for 39 percent of deliveries, or 2,300 units during the next 20
years." -- Bombardier Market Forecast
Bombardier says a 10ft 'stretch' of the
Q400 fuselage would create a 90-seat
cabin similar to that of the CRJ900
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