Embraer decides on re-engine, takes a pass on NSA

Embraer announced that it will take a pass on developing a New Small Airplane in the 130-155 seat class and instead re-engine the E-Jet series, possibly with stretch to 133 seats (smack in the middle of the Bombardier CSeries 100/300 size). Targeted entry-in-service (EIS) is 2018.

Aeroturbopower, which focuses on engine stuff, already has this back-of-the-envelope analysis.

As Aeroturbopower notes, EMB favors a one-stop, trans-continental airplane (2,000-2,200nm) over the full transcontinental range of the CSeries (although BBD offers a lighter-weight CSeries with 2,200nm range as well). About 90% of the US domestic flights are within this range but the E-Jet is 2×2 vs the CS 2×3 seating. Aeroturbopower concludes the E-Jet will have lower seat costs.

Aeroturbopower also compares the E-Jet with the Mitsubishi MRJ.

6 Comments on “Embraer decides on re-engine, takes a pass on NSA

  1. I think most will agree this is a good choice. The Es aren’t so old, gained market domination and with an upgrade of their dated engines have lots of potential. I cut & pasted an artist impression last year.


    Also an slightly stretched E200 will be a no brainer if Embraer stretches the main landing gear.

    Another factor no doubt is that E has enough resources allocated making their new 20t transport a success. Another major project would probably be too much.

  2. So, Aeroturbopower, «the next generation of EJets could be a real threat to the MRJ and the CSeries….» Really ? The CS300 is not a static airplane for ever with the configurations of 2013-2014. And for 2018, with some usual modifications of structure and engine, the Cseries will gain some efficiencies. The politic of engineering number’s is only a bad picture of the future…

    • Of course the engines of the CSeries will get better over time also and the frame itself will get better and lighter, too. But it will keep to be a transcontinental airplane and thus having some excess weight for relatively short flights. This article was not meant to criticize the CSeries at all: it should just show that the CSeries and the EJets are aircraft designed for slightly different markets. Nevertheless they can compete in some airline campaigns…

  3. 2-2 has captured the 100 seat market and is now headed to 125. The CSeries 2-3 can capture the 150 seat market. That leaves 3-3 for the 160 to 200 seat range. Who will step forward to take it to the next level, 2-2-2 and a 757 size wing with the potential for 250 seats or longer range?

    • Good question ! The market, and only the market command the 2-3 configuration to Bombardier. And for tomorrow, what the market will need ? Perhaps the 2-2-2 is a good answer for many reasons. Embraer must wait and see for this kind of plane in 2018-2022…

    • Using traditional aircraft design knowledge, most current aircraft are too “small” in terms of fuselage diameter. The accepted formula is .47*sqrt(PAX) for the number of seats abreast. That isn’t physics, it is statistics. So based on aircraft build so far.
      The 5-abreast region is 110-145, exactly where the CSeries is.
      Solving the formula for PAX gives: PAX = 4.53 * (Seats Abreast)^2
      7-abreast gives 222 PAX. Just where the B767 is.

      Stretched aircraft usually have better weight-per-pax ratio, but weight should not be overrated in this market. I think in the “regional” markets the financial state of the airline is a big factor. Maybe it is smart to screw GE-engines on your future regional aircraft design to have the friendly people of GECAS joining you when going on a sales pitch. 2018 looks late enough to use a downscaled version of the Leap.

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