Airframer is in talks with the three big engine manufacturers.
Jens Flottau
Credit: Embraer
Embraer has been talking about the possibility of launching a new turboprop aircraft since around 2018, well before anyone knew the industry was heading into its deepest crisis.
The company initially tied the project to regulatory approval for the planned takeover of its commercial aircraft division by Boeing at a time when the European Commission was dragging its feet.
Of course, the lobbying turned out to be pointless when Boeing pulled out of the deal in 2020. The project survived nonetheless and in spite of earlier claims that it could not without a strong owner. In 2021, Embraer changed direction by following a substantially different design—moving the engines to the rear.
That decision continues to stand. Now Embraer’s preparations for the possible launch are focusing almost entirely on the selection of an engine manufacturer and the question to what extent the powerplant will include new technology. The answer could have substantial ramifications, both in terms of aircraft efficiency and its time line.
Embraer Commercial Aviation CEO Arjan Meijer said at the Singapore Airshow that the company is engaged in talks with all three big engine manufacturers about the project, all of which have differing interests: protecting its position in the turboprop market (Pratt & Whitney Canada) or choosing the option to enter it (General Electric, Rolls-Royce). For all three, the level of innovation is going to be a key topic and, according to Meijer, all have different ideas about what a future turboprop engine could look like.
Should Embraer go for an engine that is largely based on existing technology, a launch decision could still be made by the end of 2022 for an entry into service in 2027. A more advanced powerplant could take longer. Another point to consider would be that a possible shift of some years would mean it would lose some of the timing advantage it has over more revolutionary projects like Airbus’ ZEROe aircraft, currently targeted for entry into service by 2035.
Embraer is looking at a two-aircraft family with the smaller version seating around 70 and the larger up to 90 passengers in a single-class lay-out. The OEM plans to use essentially an E-Jet fuselage.
Moving the engines at the rear was favored by U.S. airlines based on the argument that it would get better passenger acceptance and cabin comfort could be improved. According to Embraer, U.S. airlines have shown an interest in operating the smaller version in a 50-seat three-class configuration replacing aging 50-seat regional jets. The manufacturer estimates the U.S. 50-seater replacement market to be around 500 aircraft.
Moving the engines to the back of the aircraft would also enable easier integration of a future hydrogen propulsion system, if and when that technology is ready. While the aircraft is to be designed for a maximum range of 800 nm, most sectors could be 250-300 nm.