ATR aims to innovate and enhance sustainability with its next-generation aircraft, the ATR EVO. The aircraft, initially planned for 2030 but now delayed until 2035, will utilize a mild hybrid propulsion system that incorporates electric motors connected to the reduction gearbox, in addition to the traditional turboprop engine. [caption id="attachment_91838" align="aligncenter" width="780"] image: ATR[/caption] A Sustainability Focus EVO will improve the sustainability of the ATR commercial turboprop product line. A key goal of the EVO propulsion system is to combine an ultra-efficient thermal engine with a battery-powered electric motor to optimize the efficiency of the propulsion system. By utilizing electric assist for takeoff and top of climb, where more power is required, a smaller turboprop engine can be employed, thereby improving overall efficiency during other phases of flight with lower thrust requirements. ATR, whose aircraft are currently powered by the Pratt & Whitney Canada PW127XT engine, is looking to PWC for a mild hybrid design that would enable a lower-thrust turboprop to power the aircraft with electric assist during key flight phases. A collaboration agreement was announced at the Paris Air Show for the development of such a mild hybrid. PWC has not yet released any details regarding that engine, which will likely also be adapted to power other commercial and business turboprops, reducing their environmental footprint. ATR plans to reduce fuel burn and carbon dioxide emissions by 20% while lowering engine maintenance costs by the same amount. As a result, the economics of the EVO should be compelling when compared with today’s model. The cabin will be another area of focus for ATR, utilizing bio-sourced materials as well as recycled and reusable materials to minimize waste. The Bottom Line Without any new turboprop competition currently and a monopoly position in its segments, ATR is not in a hurry for innovation. It has pushed back the timetable for the EVO from 2030 to 2035, ostensibly waiting for engine improvements. While the cooperation agreement doesn’t help speed up the timetable, it does involve the leader in turboprop propulsion in developing a workable mild hybrid system over the next decade. Given that timeframe, we would expect a solution to be reached beforehand by 2032-33. The turboprop market requires another round of innovation, as the ATR platform has been in operation since the original ATR-42 entered service in 1985. It may be time for a completely new platform rather than a derivative, particularly given its 40-year-old design. Will the EVO be too little, too late, and open a door for a new technology competitor? We will have to wait and see.
