Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- JetZero readies effort for private equity fund raising May 5, 2025
- Bjorn’s Corner: Air Transport’s route to 2050. Part 20. May 2, 2025
- Supplier Howmet exceeds expectations despite tariffs May 1, 2025
- Airbus 1Q2025 results: So far, so good, but US tariffs make future results unpredictable May 1, 2025
- Does an Airbus A220-500 need a new wing and engines? May 1, 2025
Does an Airbus A220-500 need a new wing and engines?
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By Bjorn Fehrm
May 1, 2025, © Leeham News: For years, the debate has been going on about when Airbus will complement the A220-100 and -300 with a longer, higher-capacity A220-500.
In fact, the Bombardier team that designed the A220 as the CS300 already foresaw the prospect of a longer -500. The latest discussions have been around how much to stretch and whether a new wing and stronger engines are needed if the A220-500 replaces the A320neo in the Airbus lineup.
We use the Leeham Aircraft Performance and Cost Model (APCM) to examine the design data for the A220-100 and -300 and determine whether a stretched -500 would benefit from a new wing and stronger engines (which would then be the CFM LEAP-1Bs used on the Boeing 737 MAX).
Figure 1. A rendering of a possible A220-500. Source: Leeham Co.
Summary:
- The A220 started life as the CSeries, designed to compete with Embraer’s E-Jet E2.
- It has since added range through increased Maximum Takeoff Weights to enter the single aisle segment range-wise.
- A stretched A220 would expand the present A220 series upwards and potentially replace the A320neo for Airbus.
- We start by comparing the A220 to the E2, then we move on to examining whether an A220-500 can successfully replace the A320neo.
Outlook 2024: Embraer’s continued recovery
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By Bjorn Fehrm
January 8, 2024, © Leeham News: Embraer was hit by a double whammy before and during COVID. The non-closure of the merger of Boeing’s and Embraer’s Commercial Aircraft Divisions and the halving of its E-Jet deliveries during COVID. The year that passed marked the recovery from the extra cost and effort of the non-merger and an increase in E-Jet deliveries and orders.
It was also a progress year for the EVE eVTOL venture, with Embraer finalizing design and starting prototype production. Despite the EVE lagging behind other programs by about a year, the customers believe it’s one the most viable programs. Eve doubles the preorders of the nearest competitors.
The past year will also be seen as the break-trough year for the KC-390, Embraer’s bet to replace the venerable Lockheed-Martin C-130 military airlifter. The customer list went from three to five, with more country air forces in serious negotiations for the KC-390.
Summary:
- The E-Jets are trending back to normal volumes with better margins.
- EVE is the best-selling eVTOL, as operators trust Embraer’s knowledge and support.
- The KC-390 is on its way to capture a big slice of the C-130 Hercules replacement marker.
Paris Day Two: Air India finalizes earlier deals; Embraer, ATR announce orders
By Bryan Corliss
June 20, 2023, © Leeham News – While Monday’s news from the Paris Air Show was dominated by the one big Airbus order from Indian carrier IndiGo, Tuesday saw a host of smaller deals announced by OEMs, airlines and leasing companies.
IndiGo rival Air India also announced it had finalized its massive 470-jet order from February, which it had split between Boeing and Airbus.
While there was a significant volume of deals announced Tuesday, in many cases, they were formal announcements of deals that OEMs already were carrying on their order books.
- Air India finalizes Boeing, Airbus orders
- Boeing lands orders from airlines, lessors
- Airbus reveals new orders and buyers in previous deals
- Embraer and ATR announce first deals of show
- Eviation announces LOI for Alices
Carbon footprint: Regional jet versus turboprop, how large is the difference?
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By Bjorn Fehrm
Introduction
January 27, 2022, © Leeham News: Last week, we kicked off a series of articles where we will measure what difference our choice of flying makes to the primary Greenhouse gas emission, CO2.
We have upgraded our airliner performance model for the series to give a direct output of the CO2 emissions for the flights in different phases.
We start this week by comparing a typical domestic feeder flight of 300 nm, with an example route of Cleveland to Chicago O’Hare. What will be the time differences? And the fuel burn and CO2 emission difference?
To make it a fair comparison, we’ll use present generation aircraft flying on the US market, the Embraer E175 and De Havilland’s DH 8-400. We will fly the DH 8 at a high-speed cruise to keep the flight time differences within 10 minutes.
Horizon Air DH 8-400. Source: Wikipedia.
Summary
- As expected, the turboprop is the more efficient mode of transportation on the route. It consequently emits less CO2 per transported passenger.
- With new, more comfortable turboprops in the works, the drive for sustainability could see a return of the turboprop to the US market.
Forecast 2022: Embraer
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By Bjorn Fehrm
Introduction
January 10, 2022, © Leeham News: Embraer is the dominant regional jet aircraft supplier with a worldwide footprint and faces little competition to its products below 100 seats.
Between 100 to 150 seats, the situation is another after Bombardier “sold” its CSeries project to Airbus. Airbus’ might as aircraft OEM rekindled the CSeries as Airbus A220, and it’s now a vivid competitor to Embraer over 100 seats.
With a market it dominates and another where competition increases, we look at what’s in store for Embraer for 2022 as it hopes to exit the COVID pandemic for better times.
Embraer’s revised Turboprop. Source: Embraer.
Summary
- Embraer is a complete supplier with capable development, production, and worldwide support for its regional jets.
- Everything would be good had Bombardier, a player the size of Embraer, slugged it out with CSeries. The hand-over of the modern aircraft to Airbus changed the competitive landscape.
European Regionals Face Hostile Operating Environment
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By Kathryn B. Creedy
Third in a Series. Previous articles:
- The future of regional jets is limited by choices, Scope Clause
- US Regional Consolidation Began Before Covid
Introduction
Aug. 31, 2020, (c) Leeham News: European regionals face far greater challenges than Covid and, sadly, much of what is happening to the industry is beyond its control. The result is similar to failures seen in the U.S. Flybe’s recent loss resulted from pre-Covid problems which also led to the pre-Covid failures of such airlines as Flybmi and Cobalt.
The failures illustrate, however, the three reasons why European regionals are so fragile – low-cost competition, geography, and challenging government policy.
Flybe is just the latest of many regionals to cease operations owing to harsh conditions in Europe.
Summary
- Government Policies Hardest on Regionals
- LCC Competition Challenging
- Consumer Protections Crushing
- Turboprops Have Large Role
Looking ahead for 2020 and 2030 decades: Embraer
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Fourth in a series.
By Bjorn Fehrm
Introduction
July 8, 2020, © Leeham News: All airliner OEMs have a disastrous 2020, but for Embraer, the year has been even worse. After spending a year and over $200m to carve out the Commercial Aviation division to merge it into Boeing, the Joint Venture Agreement (JV) was stopped by Boeing at the last moment.
The Executive Jets and Defense side were not affected, but now Embraer was organized as two companies instead of one. The company must now re-merge the organizations to save costs in a COVID-19 environment where limiting cash outflow, and lowering costs are necessary for survival. At the same time, it’s arch-rival on the world market, Airbus A220 has gone from strength to strength through basket selling with the popular A320.
How does Embraer come back from the Boeing pass up and regroup in a regional market that is no longer a fight of equals? Embraer competes with Airbus that in 2019 was 11 times larger in airliner deliveries and 29 times in airliner revenue.
Only in the below 100 seat market is it saved from the giant, who doesn’t have a model in the segment. And it seems the below 100 seat competitor, Mitsubishi, might fold its entry.
Summary
- The botched JV with Boeing came at the worst possible moment for Embraer, just when the COVID-19 pandemic stopped airliner deliveries.
- The planned JV had held back sales and deliveries, waiting for the JV to complete.
- In addition, it cost Embraer $200m, pushing it into the red for 2019.
- Embraer must now find another fix to the Airbus problem while wrestling with a worldwide COVID crisis.
Read more
Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 13. Serial Hybrid.
March 13, 2020, ©. Leeham News: In this week’s Corner, we address an often forgotten aspect of Electric and Electric-Hybrid aircraft design.
The battery as an energy source, as the only or assisting source, has the same weight during the whole flight. A fuel (alternate, fossil, or hydrogen) consumes during the flight. You gradually fly a lighter aircraft. Let’s see how this affects the aircraft’s efficiency.
Figure 1. Embraer’s E175-E2, a latest-generation 88 seater jet used for our example. Source: Embraer.
Pontifications: There was other news in 2019 besides MAX. Really.
By Scott Hamilton
Dec. 23, 2019, © Leeham News: The Boeing 737 MAX crisis clearly dominated the news this year.
It’s felt like the aviation stories have been all-MAX, all-the-time.
Believe it or not, there was aviation news other than the MAX.