June 10, 2022, ©. Leeham News: This is a complementary article to Part 23, Fuel Cell-based 70-seat airliner. It analyses the masses and efficiencies of a 70-seat airliner equipped with the fuel cell-based propulsion systems we analyzed last week.
March 25, 2022, ©. Leeham News: Last week, we looked at the energy density by mass and volume for hydrogen and regular Jet fuel (Kerosene), Figure 1.
With this information, we now look at how these fuels can be stored in an aircraft.
March 4, 2022, ©. Leeham News: This is a summary of the article Part 9P. Parallel Hybrid, the Deeper Discussion.
We look into the Pratt & Whitney, Collins Aerospace, and De Havilland project to create a Parallel Hybrid propulsion alternative for the Dash 8 turboprops.
The project “targets a 30% reduction in fuel burn and CO2 emissions, compared to a modern regional turboprop airliner” according to the Pratt & Whitney press release.
March 4, 2022, ©. Leeham News: This is a complementary article to Part 9. Parallel Hybrid. It uses Leeham Company’s Aircraft Performance Model from our consultancy practice to analyze the design of a Parallel Hybrid aircraft for regional operations.
Our design brief is to make turboprop upgrade packages for De Havilland DH8-200,-300, and-400 aircraft. By using a Parallel Hybrid we could “target a 30% reduction in fuel burn and CO2 emissions, compared to a modern regional turboprop airliner” according to Pratt & Whitney Canada. Time to check if we can reach these levels.
By Scott Hamilton and Bjorn Fehrm
Jan. 31, 2022, © Leeham News: ATR is now effectively the only turboprop manufacturer outside of China and Russia in the 40-80 seat sector. The models are the ATR 42-600, ATR 42-600S (STOL), and ATR 72-600.
The series was built on simplicity with unpowered controls and the simplest possible systems. It has worked well for ATR when selling to markets that want airlift to the lowest possible cost. It also means the design is at its limits capacity and speed-wise, any more capacity or performance and it needs powered controls and more elaborate systems. It was behind ATR’s desire to develop a new, larger model in the past.
But ATR has little reason to develop a new turboprop now that it is in a monopoly position. This could change if Embraer proceeds with its concept for a new family of two turboprops, a 70- and a 90-seat aircraft. Embraer’s base design could form the basis of a hydrogen-burning gas turbine model in the future.
By Bjorn Fehrm
January 27, 2022, © Leeham News: Last week, we kicked off a series of articles where we will measure what difference our choice of flying makes to the primary Greenhouse gas emission, CO2.
We have upgraded our airliner performance model for the series to give a direct output of the CO2 emissions for the flights in different phases.
We start this week by comparing a typical domestic feeder flight of 300 nm, with an example route of Cleveland to Chicago O’Hare. What will be the time differences? And the fuel burn and CO2 emission difference?
To make it a fair comparison, we’ll use present generation aircraft flying on the US market, the Embraer E175 and De Havilland’s DH 8-400. We will fly the DH 8 at a high-speed cruise to keep the flight time differences within 10 minutes.
By the Leeham News Team
Dec. 13, 2021, © Leeham News: Attempting a forecast for the new year historically has been reasonably easy. One just started with the stability of the current years, and maybe the previous one or two years, and looked forward to next year.
Until the Boeing 737 MAX grounding, COVID-19 pandemic, and the Boeing 787 suspension of deliveries.
These events upended everything. Boeing’s outlook for 2020 depended on what happened to return the MAX to service. The grounding, initially expected by many to be measured in months, ultimately was measured in years.
The 2020 outlook for the rest of the aircraft manufacturers blew up that March with the global pandemic.
Then, in October 2020, Boeing suspended deliveries of the 787, exacerbating its cash flow crunch.
Commercial aviation began to recover some in late 2020. Airbus, which reduced but didn’t suspend deliveries throughout 2020, saw signs of hope for the narrowbody market—less so for widebody airplanes.
There is a lot of uncertainty, however, that makes looking even one year ahead challenging.
Aug. 30, 2021, ©Leeham News: The agreement last week between IAI and Etihad Airways to open a Boeing 777-300ER P2F conversion line in Abu Dhabi gives a major boost to the burgeoning program.
In addition to the history-making tie-up between an Israeli company and the United Arad Emirates, and a commitment by Etihad to convert 777s to freighters with IAI, the move is a major coup for IAI to win other Arab airline business.
IAI and the former GECAS, which was acquired by AerCap, launched the first 777 P2F program in 2019. GECAS ordered 15 conversions of the -300ER and optioned 15 more.
March 29, 2021, © Leeham News: Aviation stakeholders’ attention understandably focuses on Airbus and Boeing as the industry works its way through the COVID-19 pandemic. Embraer gets less attention than the Big Two.
But two other OEMs must be considered as well: ATR and De Havilland Canada.
Outside of China and Russia, whose home-grown industries sell only to these markets, ATR and DHC are the only manufacturers of turboprops in the 50-90 seat sectors.
LNA revealed on Jan. 12 that DHC would suspend Dash 8-400 production after the small backlog rolled off the assembly line. The privately held company delivered 11 airplanes last year due to the pandemic.
About 900 aging regional turboprop aircraft need to be replaced in the coming years.
By Scott Hamilton
According to data reviewed by LNA, there are 17 Dash 8s scheduled for delivery to customers this year. There are two more that don’t have identified customers. It is unclear if these will be built.
DHC notified suppliers to stop sending parts and components to avoid building whitetails.
De Havilland assembled the Dash 8s at the Toronto plant previously owned by Bombardier. The lease on the facility expires in 2023. There is no decision whether to move the final assembly line to Western Canada, where DHC is headquartered.