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Post by FabienA380 on Dec 15, 2018 1:29:14 GMT 1
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kronus
in service - 1 year
Posts: 3,219
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Post by kronus on Jan 3, 2019 19:03:34 GMT 1
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someone
in service - 1 year
Posts: 3,246
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Post by someone on Jan 31, 2019 12:50:02 GMT 1
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Post by stealthmanbob on Apr 10, 2019 12:00:49 GMT 1
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Apr 10, 2019 12:47:12 GMT 1
I wasn't aware of that interesting project. Nice to see that ATR is moving on, though it cannot launch an entirely new programme.
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Post by stealthmanbob on Apr 10, 2019 14:53:24 GMT 1
I wasn't aware of that interesting project. Nice to see that ATR is moving on, though it cannot launch an entirely new programme. They could launch a new program, it's just they don't need too 😉
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Apr 11, 2019 9:51:36 GMT 1
They could launch a new program, it's just they don't need too Well, that was a matter of debate between the shareholders not so long ago. Of course, being in a quasi-monopolistic position ATR can be satisfied to just 'milk the cow'. The main question, however, is whether new products would boost demand to the point of creating a whole new market. Turboprop demand has been tepid, but one of the reasons is that while modern, efficient jets are on offer, you can only buy turboprops of an older generation.
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someone
in service - 1 year
Posts: 3,246
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Post by someone on Apr 11, 2019 11:41:59 GMT 1
They are trying to tempt Widerøe with this version that today fly the Dash-8-100 into several airports with 800 meters runway
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Post by FabienA380 on Apr 12, 2019 5:40:19 GMT 1
Anyone please could tag the whole article? I have only the first few lines appearing, before it is made unreadable.
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Post by stealthmanbob on Apr 12, 2019 10:51:17 GMT 1
Anyone please could tag the whole article? I have only the first few lines appearing, before it is made unreadable. Words from the Aviation Week Article. "BEIJING and GEELONG, Australia—ATR is working on accumulating launch orders for its proposed short-field version of the ATR 42-600, estimating a market of 800 aircraft over 30 years. Key potential buyers will be airlines serving islands with short runways, ATR head of region, Asia-Pacific, Christophe Potocki said. The new version, the ATR 42-600S, is being designed to fly from 800-m (2,600-ft.) runways. ATR is looking to achieve this without great development expense. Changes are being made to operation of flaps, spoilers, the rudder and brakes. Potocki said empty weight will be reduced by installing lighter seats and galley fittings—but not by altering the structure. The market for 800 aircraft is estimated by including all aircraft with 20–42 seats. Cargo delivery into locations with only short runways is also seen as a source of demand. No precise number of aircraft in the launch orders is needed; rather, ATR will consider the quality of the customers, as well as the size of their commitments. The manufacturer is looking for a mix of airline and lessor customers, Potocki said. Orders could be announced at the Paris Air Show and a first delivery made 2–3 years after the launch of development, he said. Earlier this decade, ATR,, owned by Airbus and Leonardo, studied how to offer a larger turboprop; it finally decided not to do so, but the possibilities indicate what may eventually emerge. One option was to further extend the aircraft from its ATR 72 length, which is sized for 70 economy seats at 30 in. pitch. Stretching is usually relatively inexpensive, but the ATR is already close to a hard limit on body length: it has a required rotation angle, which the short main landing gear cannot provide if the fuselage is too long. Three rows, and therefore 12 seats, can be added to the ATR 72—but no more without unacceptable reduction in the maximum tilt of the aircraft on takeoff, Potocki said. Getting only three rows may be desirable, but Potocki added that even that modest stretch would demand more power and therefore costly engine development. The ATR 72 is notable for its high (and economical) power loading: 6.2 kg per kW (10.2 lb. per hp.) at gross weight. Evidently, this can barely be pushed higher. The type uses the Pratt & Whitney Canada PW127 engine. The other path to offering larger capacity was developing a new type, called the New Generation Turboprop (NGTP). Potocki said it would have had a body sized for five-abreast economy seating. Although some five-abreast aircraft have around 90 seats, that width is also associated with maximum seating well above 100. Airbus opposed development of the NGTP, noting that the ATR 72 was already dominant in its market. A larger aircraft is, however, coming to the turboprop market—from Avic. The Chinese state company’s MA700, due for first delivery in 2022, is sized for 78 seats at 31 in. pitch."
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