Yes, I certainly do. The Bombardier C-Series will use the Pratt & Whitney PW1000G which will get a lot of technology derived from the P&W Geared TurboFan (GTF) developmental engine program. It depends on what settles out from that program over the next 4 years how much is used, but you can be sure a lot of it will be. The Mitsubishi RJ is another recipient of the PW1000G turbine and GTF technology.

But be clear on what issues spoken to by this thread. It is dual-purpose covering alternative fuel development on the one hand, and high efficiency turbines on the other. Piston engine and bizjet alternative fuels & engines are not covered here. You are welcome to start threads on those topics if you like.

The best thing happening in this field now is Jatropha Jet or "Jet-J", a derivative of the nuts from jatropha plants mixed with a certain percentage of algae oil, coconut oil, organic waste, switchgrass oil or Jet A, including Jet A made by the Fischer-Tropch Process or just plain old Jet A.

Jet-J promises everything:

-high energy density (specific energry)
-renewable
-does not compete with food crops
-low emissions combustion
-low freezing point
-cheap to grow at economies of scale
-good lubricity
-good pump behavior
-reasonable specific mass (weight).

I would venture a guess that if IATA and CAAFI approve a blend of Jet-J by 2014 it will be used by all transport category aircraft at that time. It is thought to be a drop-in replacement for Jet A at this point.

As far as high-efficiency turbines are concerned such as the GTF, the entry to the transport jet market is much more dependent on the price of a barrel of oil. Global warming and Middle East politics drives the development of biofuels more consistently than the price of a barrel of oil.