Leeham News and Analysis
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Leeham News and Analysis
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Embraer delivers first E195-E2, expects E175-E2 entry into service 2021.
By Bjorn Fehrm
Sept. 12, 2019, ©. Leeham News, Sao Jose dos Campos, Brazil: Embraer celebrated the first delivery of its to-date largest aircraft, the 132 seat E195-E2, to Brazil’s Azul Airlines at a press event at its Sao Jose dos Campos headquarters today.
At the conference, the Commercial Aircraft CEO, John Slattery. also stated the smallest member of the E2 family, the E175-E2, will fly before the end of the year and he expects it fly revenue flights for its first customer before end 2021.
Embraer delivers the E195-E2, sees the whole program in operation before end 2021.
The E195-E2 is the largest aircraft developed and produced by Embraer, surpassing the military KC-390 in size if not in Maximum Take Off Weight (MTOW).
The E195-E2 has a 132 seat cabin in the nominal 31-inch single class configuration, three-seat rows more than the previous generation E195 at 120 seats.
Together with the smaller E190-E2 (nominal 106 seats) and the E175-E2 (nominal 88 seats), the range covers from 76 seats in US Scope Clause configuration up to 146 seats for the high-density version of the E195-E2.
The E190-E2 has so far been delivered to launch customer Wideroe (Norway) and Air Astana (Kazakhstan). Next customer is Air Helvetic of Switzerland. The larger E195-E2 has Brazil’s Azul as launch customer with an order for 51 of the type.
The delivery of the smaller E175-E2, which was designed to fit into relaxed US Scope Clauses, was moved to 2021 to fit with expected changes of the Scope Clauses. Such changes are now in doubt before the next negotiation rounds between the US Majors and their Pilots starting 2024.
This has caused rumors the program might be put on ice when the joint venture with Boeing for the commercial aircraft starts at the turn of the year (conditional of anti-trust approvals). John Slattery, the CEO of Embraer Commercial Aircraft and the future head of Boeing Brasil-Commercial, put these rumors to rest today.
On a direct question during the press conference, he stated, “We are putting the engines on the first test aircraft this week and I expect to fly it before the end of the year. In addition, I expect we conclude flight testing/certification and have the first serial aircraft in revenue-generating service with a customer before the end of 2021. There is simply no truth in rumors the E175-E2 would not be a priority of a Boeing Brasil-Commercial.”
How does some of these Embraers (especially the E195’s) compare to the CASM/RASM of the Airbus A220 series?
E195-E2 probably has slightly better CASM than A220-100, and worse than A220-300 on typical 500-1000 NM routes.
E190-E2 will have a higher CASM but lower trip costs.
Purchase price and intended routes would be big factors in choosing.
A220 has more range, and lends itself for more premium seats.
For instance JetBlue would be able to have 4 abreast MINT (business class) of 21 inch wide seats on the A220.
This makes it very suitable to fit in with it’s A321 on transcontinental routes.
@Julian, thanks very much for taking the time to explain. 🙂
Heres a comparison, not sure how reliable or useful it is as they dont compare it properly like Leeham do when they do analysis like this
https://simpleflying.com/embraer-e2-vs-airbus-a220/
Good question as the C220 (200 in this case) would carry more fuel (at least it can)
Embraer has to go ahead with the E175-E2, as it simply can’t let Mitsubishi corner the market (scope or not) with the recently announced Spacejet.
It certainly is a good aircraft and around the world its has no tech issues.
The big question is cost of the E2-195 vs the more capable A220-100 and 300?
Its volume area is gone and it has to duke it out with the A220.
In that regard does less range work or is it the more flexible much longer range that does it? Or plenty of market for both?
Clearly in the US where scope is an issue then the A220 winds hands down.
Is there really a market for the E175-E2 in non US jurisdictions?
It looks like it is scope increasing or bust for this bird.
And then Mitsubishi weights in and We Don’t Want to be Embraer while competing directly with them?
https://www.flightglobal.com/news/articles/analysis-mitsubishi-bolsters-support-team-as-m90-de-460836/
And we know how to do it despite the fact we can’t even certify our first bird let alone the new one we just came up with?
Certification isnt an easy path even if you dont take shortcuts …Ask Boeing see Max , 787 ….777X ?
The M100 is within scope weight. Its a derivative so ‘easier’
All that changes is the internal layout to allow 3 class US style seating, not directly a certification problem area. Did you not read Leeham analysis ?
Duke:
I would put the 787 as buying into BS rather than short cuts (the battery is maybe case in point) though it seemed far less a short cut than a systems issue of the right hand not having a clue what the left was doing.
777 certainly does not seem to be a shortcut. Miscalls in forces are made all the time, that is why we do testing. Kind of like the US Cleveland Browns going to the Super Bowl this year. On paper its great, you still have to play the game (or the US Basketball team, sigh)
Mitsubishi has not met a timeline yet. AT least Boeing got the 787 off the ground and into service.
The M100 looks to be a major change.
E175-E2 first ‘revenue’ flight by the end of 2021.
The only announced Customer is Skywest, which would fly under Scope.
Unless there is a non Scope customer ( which is possible) not yet announced they must have a weight loss plan for it to fly scope flights.
If they are putting the engines on the current model they are leaving it very late to have to make any changes at all – other than reducing payload.
All Ejets are double lobe for under floor baggage areas so dont have the advantage of juggling space for baggage on the main deck like the SJ100 will do.
Is that the same SJ100 that people are handing back to Russia?
Can you flesh that out a bit, I am confused. Baggage is bagge no matter what deck is on. Vasily less desirable on the main deck. Combi’s have never done well.
SJ was ‘Space jet’ – I had forgotten about the Russian on.
A RJ with hold baggage has all its main deck space allocated to cockpit , entry doors , cabin seating.
An RJ without hold baggage like the CRJ and the new SJ carries it on the main deck. Thats why the Scope weight compliant M100 design was able to reduce the main deck baggage compartment in length to allow the 76 seats ( at US first- 36 in, economy plus- 33 in and economy-30 in).
The E2-175 design has an extra 2 rows over the older design to allow for the economy plus option. That plus the new engines has put them over the weight limit.
The 777X I was thinking more of the engine.
In the last decade GE has new engines in service for 787 and 737, Pratt has only the GTF and Rolls the 787, A350 and the A330neo
Clearly Rolls was too stretched , and now GE is finding out the same thing with its GE9X engine for the new 777. Good on them for saying ‘we need to fix this’ before letting the airlines fly it rather than debugging the engine ‘after’ it goes into service.