Embraer E-jet G2 (nouvelle génération)

Embraer has confirmed that it is currently focussing on only three models for its re-engined E-Jets G2 family, with the E-170 likely to be dropped.

“At this stage we are only contemplating three models – the 175, 190 and 195 – but much depends on scope clauses in the US market,” stated Paulo Cesar Silva, president Commercial Aviation, Embraer, in a programme update during the company’s pre-Farnborough briefing day.

Asked whether this would mean one wing across all three models, Cesar replied, “Technically speaking it’s an option, but it depends on the engine we select. On that, we are speaking with manufacturers and want to make an engine selection towards the end of this year. This is our target.”

While Cesar did not specify the fan size the company is seeking, he did admit that whatever the engine choice, it is likely to have a much larger fan than the current GE CF34-8/10s. Areas such as ground clearance will therefore be under consideration.

Cesar confirmed that the potential new platform was dropped after seeing the huge orders for Airbus A320neo and Boeing 737 MAX families as well as seeing low Bombardier CSeries sales. “We saw that while we could develop a very efficient aircraft, perhaps better than the neo and the MAX, we did not see a good enough business case for the amount of investment it would have needed. So we decided to maintain our position on the E-Jet family with EIS around 2018,” Cesar explained. “The majority of the responses we have had appreciate this decision.”

Embraer is exploring the possibility of utilising a common wing across the proposed three members of its re-engined 'G2' E-Jet family, as it leans towards a 2018 service-entry target to facilitate the use of an all-new powerplant.

The smallest members of the current E-Jet family - the E-170 and E-175 - are equipped with a smaller wing than the E-190 and E-195. The Brazilian manufacturer is considering whether to drop the 70-78-seat E-170-sized model, leaving the re-engined family to cover the 78-122-seat range, potentially with the same wing design.

Embraer commercial aviation president Paulo Cesar Silva, speaking at the company's European headquarters in Paris on 5 June, said a common wing "is an option, technically speaking, but it depends on the engine that we select". He explains: "How efficient would the engine be on the smaller jet if we only add the new engine and not change the wing? It's still under evaluation. We would like to do only three models."

Cesar says the manufacturer is "not in a rush" to select an engine, and is targeting a decision "towards the end of this year". Although some engines will be available "in 2016", he says that new centreline engines from General Electric and Rolls-Royce will not be ready for service-entry "until 2018".

General Electric, which supplies the CF34 engine that powers existing E-Jets, is working on its NG34 concept, while Rolls-Royce may offer an powerplant based on its Advance 2 studies.

Whichever engine is chosen, structural changes to the airframe will be required to accommodate a "much larger" fan, says Cesar. Re-engining the E-Jets to provide a 10-12% efficiency gain is necessary because the larger Airbus A320neo and Boeing 737 Max models "definitely will offset the majority of the savings that we have now". Cesar adds: "Our target is to achieve a little bit better [advantage over the A320 and 737] than what we have today."

Embraer aims for a commercial launch decision for the G2 family by early next year and an industrial launch by the end of 2013, subject to sufficient commitments being secured.

Although some engines will be available "in 2016", he says that new centreline engines from General Electric and Rolls-Royce will not be ready for service-entry "until 2018".

Paul a écrit:Le problème avec GE est qu'ils (Embraer) devront peut-être motoriser le E-175G2 avec le NG34 et les E-190G2/E-195G2 avec le Leap-X. À moins de ne pas augmenter la poussée au delà de 20K lb (poussée actuelle). 2 moteurs dans la même famille ce n'est pas nécessairement bon pour la communalité.

Embraer
has decided to switch engine suppliers, design two new sets of wings
and integrate a closed-loop fly-by-wire system as it moves closer to
launching a "second-generation" E-Jet later this year.
In a coup for engine maker Pratt & Whitney,
the next version of the E-170 and E-190 family will be powered by the
PW1700G and PW1900G geared turbofans, respectively, replacing General
Electric CF34s on first-generation E-Jets, says Paolo Cesar Silva, president of Embraer commercial aviation.
GE lost a bid to re-engine the E-Jet with the NG34, a turbofan derived from the same core as the larger CFM International Leap-X.
Embraer
also has decided to design new sets of wings to optimise the
performance of the re-engined twinjets, with different airfoils for the
70-seat and 90-seat class airframes.
"We are not talking about a re-engine here only," Silva sys. "We are talking about a major revamp."
Continuing
a stepping-stone approach, Embraer will adapt the closed-loop
fly-by-wire system developed for the Legacy 500 business jet and KC-390
airlifter for its next-generation airliners. E-Jets today have a more
rudimentary, open-loop FBW system controlling the elevators and rudders,
but the second-generation spreads FBW control to the ailerons and
includes feedback inputs to the pilot.
Left still undecided by Embraer is the extent of a further stretch of the 120-seat E-195 and the fate of the 70-seat E-170.
By
integrating the 22,000lb-thrust PW1900G, the second-generation E-195
will have 10% more power than currently available on the CF34-10E. That
allows Embraer to consider stretching the fuselage of the E-195 to
contain more payload, or burning fuel at a lower thrust setting and
prolong the life of the engine.
"This is something we're still deliberating," Silva says.
Meanwhile,
Embraer also hasn't decided whether to re-wing and re-engine the
70-seat E-170, as already planned for the 76-seat E-175.
Some
important details are not changing on the second-generation aircraft.
Embraer wants the new aircraft to share the same flight-deck system -
the Honeywell Primus Epic -- with the current generation aircraft, Silva
says. Embraer also will leave the materials in the current airframe
unchanged, he adds.
Embraer still plans to introduce the second-generation E-Jet in 2018. Recent victories by Bombardier,
which won a near-term order by Delta Air Lines for 40 76-seat jets, and
a 100-aircraft order by SkyWest for the Mitsubishi Regional Jets in
2018 have not changed Embraer's strategy, Silva says.
But that is a strategy that could backfire, says Richard Aboulfia, an aerospace consultant with the Teal Group.
"I'm
not certain why Embraer is waiting to offer a re-engined E-Jet,"
Aboulafia says. "It could very well be that they don't want to
cannibalize their backlog. But given the MRJ's unexpected strength on
the market, Embraer would be wise to accelerate re-engining plans."
Instead,
the Brazilian airframer will in the near-term introduce an improved
version of the 76-seat E-175. The new version with a second-generation
winglet is scheduled for delivery in March 2014, with an overall fuel
savings estimate of 5%. Embraer plans to rely on the improved version of
the first-generation to compete with Bombardier until the
second-generation E-Jet.