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Brazilian aircraft manufacturer Embraer has shelved its plans to manufacture a turboprop aircraft. This model was set to compete head-to-head with the likes of Bombardier and ATR for the regional travel market. Had the plane design come to fruition, it was expected to carry between 70 and 100 passengers. The next-generation aircraft concept was first proposed by Embraer back in 2019, as the manufacturer considered a new family of turboprop aircraft. This was set to complement the existing E2. By October 2020, conceptual designs were released, and were expected to operate on flights up to two hours, which covered approximately 500 to 700 nautical miles (930 to 1,300 kilometers). New Fuel-Efficient Regional Transport The turboprop design had initially aimed for a 2022 launch, with first deliveries hoped for 2027 or 2028 entry to service. The 70-90 seat design was set to have rear-mounted engines. It was expected to operate a 250 nautical mile (460 kilometer) sector, with a 5% less fuel burn if compared to the ATR-72, or 8% less fuel if going head-to-head with the Dash-8-400. First pitched to become a modern and fuel-efficient replacement for the current aging regional fleets around the world, it could have potentially been able to captured the regional market, complemented by the EMB-10 and Brasilia aircraft models. However, the programme never really got off the ground, due to the inability to secure a launch partner or receive government backing. Instead, Embraer has opted to focus on electric and hybrid propulsion for new aircraft models. As per Global Air, Embraer CEO Francisco Gomes Neto explained: "The turboprop project or initiative has been canceled by us. We don’t have at this point of time any project or initiative in that direction anymore. It might change in the future, but at this point of time, the project has, I mean, it’s not on hold. It has been canceled." Rear-Mounted Engines More commonly in the regional turboprop market, the engines are mounted to the wing. However, for the Embraer turboprop design, this saw the engines mounted to the tail. This design feature would have provided a quieter cabin for passengers and resembled similar noise levels as experienced on jet aircraft. After concept designs were initially published, the design garnered some expressions of interest, specifically from US carriers, with Embraer first hoping that this would become a new alternative for the regional travel market. However, this interest,as reported by Aerotime, was never cemented into an MOU and ultimately led to the cancellation of the programme. Zero-emissions aircraft have also remained high on the manufacturers' to-do list, with Embraer's innovation vertical looking at new business models, production, and technologies to provide more innovative and sustainable aircraft design. The Most Popular 70 Seat Turboprop Aircraft Dominating the 70-seat turboprop market is the Franco-Italian aircraft manufacturer Avions de Transport Régional GIE (ATR). The most modern ATR 72-600 can seat on average 68-74 seats in a single class configuration. This is sat in four abreast, and is a reliable aircraft of choice for regional domestic and short-hop international travel. It's widely used for this type of travel due to its efficiency and performance, while providing a comfortable onboard cabin that can be crewed by four staff, two pilots, and two flight attendants. Major operators of the ATR include Wings Air, IndiGo, Azul Linhas Aéreas, and Air New Zealand. Another strong competitor is the De Havilland Canada Dash 8 Series 400. This is commonly configured with 68-90 seats, in a four-abreast, all economy class layout. The twin-engine aircraft is commonly known as the Dash-8, while being designed and manufactured by Bombardier (now owned by Longview Aviation Capital). The Dash 8 is popular with QantasLink, WestJet Encore, Wideroe, and Voyageur Airways. Turboprop airplanes are a popular choice for domestic and regional flights, due they have lower than usual operating costs when compared to larger airplanes, and have the ability to operate at smaller airports with shorter runways. Their efficiency is strongest at lower speeds and altitudes, and they have the ability to operate in remote areas.
