EJet-E2 ranged upped by 450nm

Feb. 24, 2016, © Leeham Co., Sao Jose dos Campos: The new Embraer EJet E2 will have 450nm more range than the previously advertised 1,920nm, the company announced today.

Luis Carlos Affonso, senior vice president of Embraer Commercial Aircraft, announced the change during media briefings in advance of the E190-E2 rollout tomorrow at the EMB plant here.

The 195-E2 will have an increase in the MTOW for increased range. The wing span is also increased slightly (4.6 ft) for better hot and high performance. The MTOW is increased by 2,000kg.

In hot-high airports, the range improvements are about 250nm.

The larger wing means the E2 family has three different wings, said Affonso.

Affonso said the E2 has the same seat mile costs as the larger Airbus A320neo because Embraer invested in more than just a new engine. The E2 has a new wing, new fly by wire systems and other aerodynamic improvements, compared with the minor changes pursued by Airbus.

(Boeing undertook some aerodynamic improvements on the 737 MAX, but these are more modest.)

The E2 will have a new interior with larger overhead bins and a new first class concept, among other interior improvements.

The first 195-E2 is in production. The 175-E2 has a new, different wing vs the other E2s. Design freeze is expected this summer.

The most efficient way to improve the wing is to increase the span rather than using winglets, Affonso said.

The 195-E2 is probably at its limit in fuselage length, on part because rotation would be affected with a longer tube, Affonso said.

The E2 will be produced on the same assembly line as the current E1. Both will be produced during the transition between the E2 and the E1, a period of three years. The production gap has been bridged successfully, he said.

Business production is migrating to Florida, freeing space here for future E2 production growth. The E2 wing production will occur here rather than overseas, increasing production efficiency and reducing costs by eliminating shipping.

18 Comments on “EJet-E2 ranged upped by 450nm

  1. “Better high and not performance” read the Andean market. I guess they’re going after Avianca’s A319Neo business and LAN?

    • @MartinA: Denver, CO, is also hot-and-high. There are other locations in the world that are hot and high, or hot or high, too

  2. Not a surprise at all. The given range always seemed low for the E195 specification. The E195E2 is an E200 anyway. Next “news” will be they somehow managed to improved tail clearance and a further stretch is under consideration.

    Similar in a way to the CS300, BDD stretched it late in the proces and included an “LR” variant. A CS500 seemed always engineered in. As confirmed by the max wing load tests.

    • They “cheated” The extra range is because they have increased the wing span

      “The Embraer E195-E2 will gain 1.4 meters (4.6 feet) of wingspan and up to 450 nautical miles of range”
      They couldnt take off in some circumstances with a full tank for the biggest models so they used aerodynamics 101 to make it work for them.
      Whats left in the box of surprises, too heavy so they reduced the fuel load ?

  3. 1920nm would seem to imply that they believed the precision was to the nearest 10 nm. Maybe to the nearest 100nm is more realistic, in this case it looks like to the nearest 500nm was about as close as they knew. 2000 +/- 500, almost seems like a shot in the dark.

  4. So the plane hasnt flown yet and yet they have upped the max range ( usable would be less as they have to fly there AND back mostly )
    At least the CS series waited for a flying plane to confirm their computer results. I see hubris coming! ( Did all the ex Douglas people end up in Brazil)

    • So McDonnell Douglas merges with Boeing in 1997, while Embraer launches E series in 1999 ( it must have been working on it a bit earlier).
      Too me thats too much of a coincidence that the the experienced airliner people from the Douglas days didnt see a dead end with Boeing while down in Brazil they are looking at a basic DC9 sort of airframe. Would a close examination of the two planes produce some interesting results ?

      • Probably not. I have the impression Embraer got a pile of subsidy, assigned the best suppliers and made the right choices after BAE and Fokker collapsed. I know Europeans who worked extensively on the wing design. Government subsidy proved an excellent investment here. Commercial institutions didn’t have the b.lls.

  5. Why is this such a breakthrough. The CS300 BEATS the 320 NEO on CASM, AND has an enormous range. Airlines can replace A320s with it, experience huge CASM gain, AND lower trip cost at the same time losing no operational flexibility…..

    • With so many “huge”, “enormous” advantages, are there any airlines actually replacing A320s with it?

      Last time I checked, A320neo’s backlog was beating CSeries’ 20 to 1. Or 40 to 1 if you discount not-so-firm orders.

      • Well because a) its not actually in production yet b) It has yet to enter service and prove its reliabilty yet c) BBD will only build 80 planes in the next two years as they ramp up, d) they plan to build about 10/month one fully ramped. Air Canada will end up replacing many A320 flights with it to tune capacity… The mirror image of logic to upgauging will apply to down gauging.

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