Actualités d'Embraer

Et je complète

Pour fixer les choses

Et faire attention parce que les poids sont dit "sec"
Et parfois il semble y avoir dedans les inverseurs (CF34-8E) et parfois non (Sam146... où les inverseurs de poussés sont certifiés en même temps que l'avion)

Le CF34-10E actuel
donné pour 2313 kg
http://easa.europa.eu/certification/type-certificates/docs/engines/EASA-TCDS-E.021_(IM)_GE_CF34--10E_Series_engines-04-12122008.pdf



Le CF10-8e actuel
donné pour 1429 kg
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/9acac768eea6c6cb86256c0800477e3b/$FILE/E00063en.pdf

Le spread de puissance entre les E170 et les E190 est important 14000 lb pour les premiers et 18500 lb pour les seconds (hors APR puissance de réserve)
Les deux moteurs sont assez différents et surtout en poids...

En face en nouveau moteurs :

- PW1200G monte à 17 000 lbs "seulement" pour un dia de soufflante de 1.42 m (à priori 1.34 m pour le CF34-10). Quel poids ?

- Sam146 monte à 15 400 lbs "seulement" avec une soufflante de 1.22 m et un poids de 1700 kg sans inverseurs (+200 à 300 kg) soit
+ 600 kg par moteur par rapport au CF34-8e
- 300 kg par moteur par rapport au CF34-10e

Quelle marge de développement et quel intérêt au final par rapport au CF34-10 ?

- PW1521G du Cseries est un monstre de 21 000 lbs mini et d'un diamètre démesuré...

Le pb d'Embraer est donc que du point de vue moteurs ils ont deux avions... qui couvrent une gamme très étendue qui a déjà nécessité deux moteurs assez différents
Il faudrait donc presque un nouveau moteur adapté à la place de poussée 14000-18500 qui n'est pas si énorme il me semble

Une place pour RR ?
Une place pour le CF34NG ?

Ou alors une refonte complète de la gamme sachant que le E195 reste assez marginal ?

Compliqué

C'est vrai que le E195 n'est pas le plus vendu.
Mais il pourrait servir de base à un version agrandie.

Les E 170 et E 175 ont les mêmes ailes et les mêmes moteurs. Un CF 34 NG pourrait convenir.
Les E 190 et E 195 ont aussi les mêmes ailes et les mêmes moteurs. Le Powerjet ne me semble pas apporter grand chose avec un gain en poids marginal. En plus GE ne se laissera pas marcher sur les pieds et il y a un accord qui doit empêcher une telle installation sur un Embraer.
Un CF 34 NG peut aussi convenir mais ça veut dire encore une fois deux moteurs pour les 4 modèles d'Embraer.

Si on prend le moteur du MRJ pour le E 190 il le faut aussi pour le E 195 donc il faut plus de poussée. Ca doit être faisable mais peut-être pas tout de suite.
Pour RR je ne sais pas où ils en sont et quelles sont les poussées et dimensions prévues.

Ouaip
Salut Aerodu05

Une rapide recherche sur le NG34

Donne

http://www.flightglobal.com/articles/2009/10/09/333272/ge-progresses-with-development-of-cf34-successor.html

Fuel burn improvements will be sought from propulsive and thermal efficiency, component efficiency and advanced engine systems. The engine will have a similar thrust range as today's CF34-8 engines.

Classe de poussée correspondant au CF34-8 seulement et pas -10

Mais effectivement ici

http://www.ainonline.com/news/single-news-page/article/ge-engines-ramps-up-production-of-genx-25390/

On retrouve la classe 10-20 000 lbs

Bonjour !

Les mêmes problèmes amenant les mêmes réponses ... des services Mktg, ils sont tous formatés et sortent du même moule .... Normal !

Bon, devant les PB d'une éventuelle remotorisation, qui sont du même ordre chez Boeing et Embraer !
Avions trop bas, nouveaux By Pass difficiles et côuteux à installer !
Avec l'aggravant de séries plus modestes que les 737 pour Embraer !
Et la même réponse, pas très crédible d'ailleurs ...
Avec qq tweaks aéro, on va vous arranger ça et reprendre vite fait 7-8 % ! et ramener le gap à 3-4 % vis à vis des nouveaux avions, et autres remotorisés (Je parle aussi pour Boeing, le discours étant copié collé par Embraer )
"On se demande d'ailleurs si il y aura une réelle différence "

De qui se fout on, toutes ces petites modifications, maintenance et autres progrès, qui n'ont pu être réalisés en 10 - ou 20 ans, vont sortir du chapeau comme par miracle et boucher les "Trous motorisation" en claquant dans les doigts ...

Les discours des Mktg "Formatés" ne trompent plus que ceux qui ont envie ou besoin d'y croire ...

---------------- Un Blog Jon Ostrower Extrait -------------
Lire la part 737 dessous !

http://www.flightglobal.com/blogs/flightblogger/

SAO JOSE DOS CAMPOS -- Like Airbus and Boeing, Embraer has its own year end target for a decision on the future of its commercial product portfolio, the Brazilian airframer now says a re-engined E-Jet may require too much investment to modify the airframe to achieve the efficiency improvements it hopes for.

Carlos Eduardo Camargo, Embraer director of external communications says initial evaluations of a new engine under the wing of its 70 to 110-seat E-Jet family may not yield a great enough benefit to justify its undertaking.

"We really have to see how it works. We have engineers simulating [different configurations] working with the [engine] producers, we obviously do not have a final decision or a final idea on that," says Camargo.

Camargo says key competition from the Bombardier CS100, Mitsubishi Regional Jet and Sukhoi Superjet best E-Jet performance by 8-12%. "We have to learn to beat that," he says.

Embraer says its options are re-engining its E-Jet family, a larger clean sheet design in the 110 to 130-seat segment, or doing nothing. The company has all but ruled out developing a large turboprop aircraft and formally shelved the E-195X, a stretch of the largest member of its E-Jet family.

In order to provide a significant enough leap in aircraft efficiency, Camargo says major modifications to the wings, pylons and landing gear would be required to accommodate a large enough fan to deliver the 8-12% improvement in fuel burn the company requires.

However, that investment could negate the benefit, says Camargo who adds aerodynamic modifications to the wings, including Boeing 787-style raked wingtips, instead of today's blended winglet to improve efficiency, remains an options while maintaining the GE CF34-8E/10E engine under the wing of the E-170/190 aircraft families.

Engine maker Pratt & Whitney, which is offering a variant of its geared PurePower PW1000G family says "We could achieve fuel burn improvement with a GTF with an installation on today's E190 with no changes, however, in order to optimize performance and achieve double-digit benefits for a re-engining, an engine with a larger fan is required."

With the larger bypass ratio key to improved fuel efficiency, the larger front fan requirement is necessary for a GE/CFM or Pratt & Whitney PW1000G engine offering.

Adding, "We agree that Embraer would have to make modifications to its aircraft, including changes to the landing gear, in order to accommodate an engine with a larger fan. We have been working closely with Embraer to study optimized installations to achieve the greatest benefits."

Et ..............

As prospects for re-engined 737 fade, Boeing looks to 737NG+



JPRS

Bonjour

En Chine le govt insiste lourdement pour vendre sa Daube de DC9, l'ARJ 21 !
Pas toujours gagné même chez eux !

Embraer vient de se gagner un ordre pour 10 ERJ 190, largement vu et commenté !

China Southern Airlines et la Banque China Development Bank montent un Leasing pour 10 ERJ 190 !

------------ Le Lien et l'Article AviationWeek ----------------

http://www.aviationweek.com/aw/generic/story.jsp?id=news/avd/2011/01/12/05.xml&headline=Embraer%20Sells%20190s%20On%20ARJ21%27s%20Home%20Turf&channel=comm


Embraer Sells 190s On ARJ21's Home Turf

Jan 12, 2011

By Bradley Perrett

China Southern Airlines will operate Embraer 190s in Xinjiang, the western territory of China that rival Comac sees as a natural market for its ARJ21 regional jet.

The leasing arm of China Development Bank will buy 10 Embraer 190s to be operated by China Southern, with deliveries beginning in the second half of this year, Embraer and the lessor say in a joint statement.

CD Leasing and Embraer signed a framework agreement covering aircraft sales in 2009.

“This transaction is an important measure to support the airline’s aviation market expansion in Xinjiang and the economic development of the Xinjiang region,” says CDB Vice President Wu Rongyang.

The order can only be seen as a blow to Comac, since Xinjiang and China’s big state airlines, including China Southern, are the natural homes of the ARJ21, which is of about the same size as the Embraer 190.

The ARJ21 program got state backing because the aircraft was supposed to serve sparsely populated western China, where good ground infrastructure is often uneconomic. The aircraft’s design is optimized for the hot-and-high operations needed there, and, like any high-profile Chinese technology program, it should be able to rely on the choreography of centrally directed contracts for sales.

The initial version of the ARJ21, the ARJ21-700, is aimed at the domestic market but Comac has struggled to complete flight testing and get the aircraft certified.

CDB Leasing and China Southern both say the deal will promote their partnerships with Embraer.

JPRS

Bonjour à tous,

Embraer a une position très simple
Ils attendent que tout le monde bouge... et donc le dernier à bouger sera Boeing
Pour déterminer s'ils refont un avion neuf ou s'ils améliorent l'existante

http://www.flightglobal.com/articles/2011/02/01/352634/embraer-waits-for-737-decision-before-defining-own-plan.html

Brazilian airframer Embraer is refraining from deciding on whether to re-engine its E-Jets or bring a larger-capacity, clean-sheet aircraft to market until Boeing defines its plan for the 737.

Even through Airbus has launched the re-engined A320neo, Embraer is hanging back. "We have to wait until Boeing decides. After that, the landscape will be clear," Embraer chief executive Frederico Curado told Bloomberg News on 29 January.

A recently-released research note issued by Morgan Stanley says it believes orders for A320neo twinjets will force Boeing to reveal plans for a new narrowbody by June. Boeing has said, however, that it hopes to solidify its plans by the end of 2011.

Confirming Curado's comments last week to Bloomberg an Embraer spokeswoman tells ATI and Flightglobal that the Embraer chief "has always stated that Boeing's and Airbus' decisions would be an important factor in moving forward with any future plans for Embraer's airline products.

"Once we know what their decision is, we will then study our own options. At this point there is really nothing decided."

Embraer has been studying its options for some time, however. Last September Embraer executive vice-president for the airline market Paulo Cesar Silva told attendees at the European Regions Airline Association conference in Barcelona that the firm had set a six- to nine-month timeline for a decision.

"We are deeply involved now in understanding what the alternatives are, and what the company might do. We should make a decision within the next six to nine months," said Silva at the time.

Airbus, meanwhile, has already secured Virgin America as launch customer for the A320neo and received a pledge by Indian carrier IndiGo for 150 of the aircraft.

These A320neo commitments served to highlight the lack of new orders for the 100/130-seat CSeries being developed by Embraer's arch-rival Bombardier.

However, Bombardier remains satisfied with firm CSeries orders to date. "That's pretty much what we expected at this stage of our development with more to come," says the airframer.

Bonjour à tous

L'avenir de l'usine d'assemble des ERJ135/145 en Chine assuré par leur conversion vers la production des dérivés "bizjet" de ces avions.
Embraer voulait assembler des E190 ... mais à priori trop de concurrence avec l'ARJ21

Le suite ici

http://www.aviationweek.com/aw/generic/story.jsp?id=news/awx/2011/04/13/awx_04_13_2011_p0-310549.xml&headline=Deal%20Saves%20Embraer%20Production%20In%20China%20&channel=comm

Embraer and Avic have reached a compromise to avert the shutdown of a Chinese production line that has been assembling Embraer jets since 2003.

The preliminary deal calls for output at the joint venture to shift from 50-seat ERJ-145 regional jets to Legacy 600/650 business jets, which are derived from the ERJ-135/145 family. The Brazilian aircraft company has discontinued production of those aircraft as regional jets, and the last of 41 assembled at the Harbin plant in northeastern China is scheduled for delivery this month.

Embraer had sought to shift production at the Chinese plant to its newer and larger Embraer 190 jets. But government-owned Avic balked, not wanting to provide a local foothold for a competitor to its new ARJ21 regional jet. Negotiations to end the stalemate had reached the highest levels of the Brazilian and Chinese governments, and the compromise was unveiled during Brazilian President Dilma Rousseff’s visit to Beijing this week.

The “framework agreement” did not disclose production rates for the Legacy business jets. Embraer said details of the project would be finalized “in the next few weeks.”

While the compromise will allow Embraer to retain a manufacturing presence in China, it falls short of the company’s desire to assemble its signature passenger jet, the 190, in the world’s second largest aviation market. The company cited “the rapid growth of the Chinese executive aviation market” and said it was “encouraged” with the potential that held for Legacy sales.

That may be optimistic, however. While the Chinese government has taken steps to loosen restrictions on private flight, the industry remains a miniscule part of the nation’s fast-growing aviation sector.

There are still fewer than 100 business jets registered in China, and the industry’s development there is hampered by high taxes; a shortage of pilots, mechanics and airports, and an air traffic control network that is straining to keep up with rapid growth.

Bonne journée

Bonsoir !

Bien, tout le monde attend la décision de Boeing, concernant les MC, pour avancer dans ses projets !
Même Embraer est concerné!
Pour Le Bourget ... Hum ... faudra peut être patienter un peu !

A lire !

------------ De FlightGlobal, le lien --------------

http://www.flightglobal.com/articles/2011/05/03/356212/size-of-737-successor-will-aid-e-jets-decision-embraers.html

JPRS

Bonjour !

La jolie Mary Kirby de FG, et Embraer font leurs gammes !
Et confirment le segment des avions à 5 Pax de front !
Incontournable entre 100 et 145 pax , pour la part économique du moins !

----------- De Flight Global, le lien, A lire ! --------------

http://www.flightglobal.com/articles/2011/05/25/357185/embraers-five-abreast-study-further-validates-cseries-size.html

JPRS

En fait c'est BBD qui ricane en expliquant qu'eux ils le savent déjà depuis longtemps que pour 100-145 places il faut 5 de front, comme le CSERIES !
Comme d'ailleurs les DC9 et ses descendants au passage...

Info intéressante au passage

"What it says to me is that first of all they [Embraer] agree that the optimal cross section for an airplane in the 100- to 145-seat market is five abreast and so that's again part of the reason why [the CSeries is] 12,000lb less than an [Airbus] A319. And secondly, I think they also believe, but are waiting for Boeing to confirm it, that Airbus and Boeing are going to concentrate above 145 seats," said Scott.

j'imagine qu'on parle du CS300

Oui Poncho !

Le DC9 ré inventé !
Je me suis toujours demandé pourquoi ATR , 50% Airbus n'y a jamais pensé (Au jet, pas au Turbo-Prop )
Question de moyens ??

JPRS

bonjour à tous

Ca fait 1000 commandes pour Embraer pour le E-jet
Et 740 livrés depuis 2004 soit 8 par mois en moyenne !

Belle performance

Et maintenant il va falloir assurer le futur

http://atwonline.com/aircraft-engines-components/news/embraer-190-orders-hit-1000-mark-0620

Embraer won commitments for 39 E-190s worth $1.7 billion at list prices, lifting the number of orders for its E-Jet family to more than 1,000. Of those, 99 have been booked this year. New E-190 orders announced Monday at the Paris Air Show include a contract from Air Astana (two firm and two options), GECAS (two firm), Sriwijaya Air (20 firm and 10 purchase rights) and Air Lease Corp. (five firm). The lessor now has 30 E-jets on contract with Embraer, of which 25 are E-190s and five are E-175s. Embraer's new order list also includes a letter of intent from Kenya Airways for 10 E-190s, plus 10 options. Earlier this month, KQ Group MD and CEO Titus Naikuni indicated toATW the carrier was in talks to take additional Embraer aircraft.

"Today marks a special historic milestone for Embraer … We have reached the mark of 1,000 E-Jets sold," President-Commercial Aviation Paulo Cesar de Souza e Silva told a Monday press conference at Le Bourget. "This is a truly remarkable achievement when you consider that we did this in just seven years after the first delivery in a segment, which is one-third the size of the narrowbody market." Embraer delivered its first E-Jet in March 2004 to LOT Polish Airlines and now has some 740 of them operating with 55 airlines in 37 countries.

Bonjour à tous

http://atwonline.com/aircraft-engines-components/news/embraer-delivers-25-commercial-aircraft-wins-18-e-jet-orders-second

Embraer delivered 25 commercial aircraft in the second quarter, down 13.8% from 29 delivered in the 2010 June quarter.

Commercial deliveries for the three months ended June 30 were comprised of 17 Embraer 190s, five E-195s, one E-175 and two ERJ-145s. Three airlines took delivery of their first E-Jets during the quarter: Austria's People's Viennaline, Kazakhstan's Air Astana and Bulgaria Air. First-half 2011 deliveries totaled 45.

The manufacturer said it secured orders for 18 E-Jets during the quarter including one E-170 (Australia's Air North) and 17 E-190s (two to Air Astana; five to Air Lease Corp. and 10 to China's CDB Leasing to be operated by China Southern Airlines). It received orders for 62 E-Jets through the first half of 2011.

The manufacturer's firm backlog (including business aircraft) stood at $15.8 billion as of June 30, up 3.9% year-over-year but down 1.3% from $16 billion on March 31.

Baisse de la prod d'embraer, mais prises de commandes intéressantes

Bonne journée

Bonjour à tous

http://www.flightglobal.com/articles/2011/07/29/360167/embraer-sticks-to-year-end-target-on-new-commercial-jet.html

Embraer still plans to reach a decision by year-end on its strategy to address the evolving narrowbody market now that Boeing has declared its intent to re-engine its 737 narrowbodies.
The Brazilian airframer's message during the last few months was it would wait for Boeing to make a declaration of its intent in order to understand the competitive landscape.
Now that Boeing has tentatively said it plans to re-engine, Embraer CEO Frederico Curado said the airframer has two options - development of a new two member product line in the "adjacent" segment to its current E-Jet offering where the Boeing 737-700, Airbus A319 and Bombardier CSeries reside today, or stretch the E-195 and equip the aircraft with new wings and engines .
Curado during a 29 July earnings call explained Embraer is evaluating the chances to capture market share with those new offerings.
However, he stressed that if Embraer opts for a new aircraft, the new product will have commonality with the existing E-Jet family.
In a separate call with journalists, Curado noted that based on Boeing's recent order announcement with American parent AMR, it is not clear which 737 models the company intends to re-engine.
Touting the success of the E-Jet family, Curado said the sales of the aircraft family show Embraer is in a situation to "take it easy" in its decision, and the company will only launch a new product that is competitive.

Embraer a presque tout les éléments pour se décider... il lui manquerait peut être les perfos réelles du CS100 et CS300 ()

Soit un dérivé des Ejet, soit une nouvelle famille

Ils sont quand même en attente de la confirmation de quels 737 sont concernés par la remotorisation

Airbus a abandonné à priori l'A318 NEO (107 à 132 places)
Quid de Boeing et du 737-600 (108 à 130 places)


Pour mémoire l'E190 est un 94 à 114 places et l'E195 un 106 à 122 places avec un rayon d'action assez limité

A suivre

Bonjour à tous
Les spéculations sur Embraer reprennent

http://www.aviationweek.com/aw/generic/story.jsp?id=news/avd/2011/08/02/05.xml&headline=Analyst:%20Embraer%20Will%20Develop%20Narrowbody%20Jet&channel=comm

prominent Wall Street aerospace analyst says it is likely that Embraer will develop a new jet that pushes up into the lower end of the narrowbody market now dominated by Airbus and Boeing.

Ronald Epstein of Bank of America Merrill Lynch believes the Brazilian aircraft builder will focus on the lower end of the lucrative narrowbody market with a 130- to 150-seat aircraft tailored for 2,000 nm flights—1,440 nm fewer than the range of a 150-seat Boeing 737-700. “The company can utilize its rolodex of customers and existing service network to grow into a new market,” he wrote in an Aug. 1 note to his clients. Embraer’s current family of E-Jets tops out at 122 seats.

The company has spent the past 16 months studying whether to offer new, more efficient engines on its Embraer 190/195 E-Jets or develop a new, larger aircraft. Now that Boeing has committed to re-engining its 737 and delayed a next-generation replacement, Embraer is expected to announce its decision by the end of the year. “All of its competitors have laid their cards on the table,” Epstein notes. “Bombardier is building the CSeries, Airbus is re-engining the A319/A320/A321 and Boeing will re-engine its [737], assuming board approval. Embraer knows the competitive landscape and can now make a fully informed decision on its future strategy.”

Embraer’s top executives have long downplayed the idea of going head-to-head with Airbus and Boeing. CEO Frederico Curado says the company would have to offer game-changing technologies or identify an untapped market niche. Epstein—who correctly predicted that Boeing would re-engine the 737—believes the 2,000 nm market segment offers a niche “currently absent of meaningful competition.” But others believe such a move would be risky.

“It’s not exactly a sweet spot of the market,” says Teal Group analyst Richard Aboulafia. “You’d be getting into a direct competition with guys who offer a lot more range.” He thinks a better option for Embraer would be to re-engine the 190/195, a move that would cost much less.

JPMorgan analyst Joseph Nadol also takes that view. “We believe Embraer’s next aircraft is more likely to be a modified and re-engined E-Jet, which should keep development costs and risks under control,” he says.

Si Embraer monte en gamme vers un avion optimisé court courrier de 130 à 150 places (2000 NM)
En face il y aura :
- le Cseries assez récent plus polyvalent sur la distance franchissable
- l'impossibilité de rester sur des CF34 ou NG34 ( à priori il est déjà en limite de poussée avec l'E195 : limite contractuelle s'entend)... ce qui implique d'être soit CFM, soit PW, soit RR pourquoi pas pour un RB282 qui n'aurait pas à pousser trop fort. Si LEAP ou Purepower, ce n'est pas très original...


Les E-jet peuvent peut être subir une rajeunissement également, la concurrence du MRJ/ SSJ / CS100 et même CRJ1000 va se faire sentir
Le pb c'est que le GE Passport qui prendra en 2016 la relève du CF34 poussera à priori un peu moins (encore que ça peut changer) et semble (pour le moment tjs) devoir souffrir de la comparaison avec un PW1217G

https://avia.superforum.fr/t1203-ge-passport-ng34#24591

A suivre ...

Il faudra probablement qu'Embraer prévoie à terme les deux

Un piste pour Embraer serait de recycler un maximum de composant du KC390 (voir de retenir la config complète avec une queue différente) La largeur du fuselage donne presque ce qu'il faut pour un 3+3 à la A320. presque 18 m de soute ça fait 120-130 places en 3+3

Bonne journée

Bonjour !

Effectivement, ce ne serait pas bête de viser des distances de décollage plus courtes, et un terrain rugeux, avec une aile haute et une caisse du type E390 modifié, et rendu plus comfortable et civilisé ... et silencieux, avec un moteur moderne, comme pour aller à London city sans réveiller tout le monde !
Une niche en court courrier, pas trop loin du défunt Short, qui avait bien marché pour son époque !
Largement de quoi en faire qq centaines !

Un peu dans le genre de la démarche bien virtuelle, d'un plus Gros Bi chez ATR, et en pensant aux 10 000 cv du TP400 !

JPRS

Bonsoir
Embraer a les cartes en mains pour faire son choix

http://atwonline.com/aircraft-engines-components/news/embraer-next-aircraft-decision-come-year-end-0928

Embraer will announce its next commercial aircraft development step before the end of the year, a company executive said Wednesday.

Executive VP-airline market Paulo Cesar de Souza e Silva said Embraer had been waiting to see whether Boeing would replace or re-engine the 737NG before decidingeither to launch a 130-150 seat aircraft or embark on an E-Jet re-engining (ATW Daily News, July 22).

Speaking to ATW at the European Regions Airline Assn. general assembly in Rome, Cesar de Souza e Silva said,“We are finalizing our assessment. We have now all the necessary information to make a sound decision how to develop the best product to meet the needs and demands of our customers. Before year end we will give an indication what we will do.”

He reiterated earlier statements that Embraer wasleaning toward a higher seat-capacity aircraft.

De Souza e Silva also said he does not see Embraer cooperating with another regional aircraft manufacturer in the near future. Bombardier and the Commercial Aircraft Corporation of China (COMAC) in March signed a framework agreement to establish a long-term strategic cooperation on commercial aircraft, although it is not clear how this will play out on their product lines.

“I do not see Embraer at the moment going together with any of the other [regional aircraft] manufacturers,” he said, addingthat the regional jet scene is “getting very crowded indeed.”

Embraer is seeing a “good level of activity” in terms of sales in Europe, De Souza e Silva said. There has been a “slight softening” of demand compared to the start of the year in Western Europe owing to the euro-zone crisis; the Eastern Europe is active, however.

“Over the past 18 months, Embraer sold about 100 E-jets in Europe and I’m confident we will be able to announce more orders for Europe in the next few months,” he said.

Europe represents 28% of the Embraer E-jet order book. This week, Alitalia took delivery of its first E-190 as part of an order signed in March for five E190s and 15 E-175s

Bonne soirée

Bon vu sur Twitter

Embraer va faire comme les deux autres : nouveaux moteurs sous les ailes des EJet et autres améliorations à priori pour 2016-2017
Ce qui doit correspondre avec le créneau du Passport non ?

Si on reprend ce lien

http://www.aviationweek.com/aw/generic/story_generic.jsp?topicName=nbaa_2011&id=news/awx/2011/10/11/awx_10_11_2011_p0-379599.xml&headline=Testing%20Will%20Begin%20for%20GE%20Passport%20Engine

Passport : certification pour BBD : 2015 ->Ok dans le timing
Mais poussée 16500 lb pour les Bizjet

Ici

http://www.geaviation.com/bga/engines/passport.html

Poussée à 182000 lb

Pour l'E195 il faut 20000 lb en poussée de second en cas de panne au décollage et 18500 lb en config normale

Un reproche à l'actuelle famille E-jet est la différence entre les CF34-8 et -10

Une idée : l'E195X allongé donc qui avait été abandonné faute de pouvoir voler loin pourrait revenir sur le devant de la scène

Bon j'ai du réver alors :

http://www.ainonline.com/?q=aviation-news/2011-11-04/embraer-supportive-bribery-probe-looks-ready-nix-new-narrowbody

Separately, Curado expressed perhaps less enthusiasm than ever before over the prospect of introducing a new airliner into the market that extends beyond 120 seats.

“We are concluding our studies,” he said. “We believe it will be difficult for us to penetrate this segment, not because of technical or industrial aspects, not because of our ability or capacity to build a family of planes that would be competitive and even slightly better than the market alternatives. It has more to do with the competitive scenarios.”

Curado identified the re-engined Airbus A320 and Boeing 737 families as his main concerns.

“The competitive advantage that we would be able to bring with our own plane would not be enough,” he said. “Our plane would be a bit more efficient…[but] we are finding it difficult achieving the return on investment that we would need…We would have to sell many planes to have a return on investment, and this is our doubt.”

Meanwhile, Curado essentially ruled out re-engining the existing E-Jets, at least until the end of the decade.

“When we think about the [Embraer] 170 and 190, these are very young planes, they were recently certified and they have a long life ahead,” stressed Curado. “At some point in the future these airplanes will have a new generation with new engines and other improvements, but we don’t believe this is happening in the short term.”

Plutôt 2020 donc pour les E-jets modernisés
Bon se méfier de twitter donc

Bonjour à tous

http://www.flightglobal.com/news/articles/analysis-why-embraers-narrowbody-call-could-be-smart-move-365205/
Une synthèse de l'intérêt pour Embraer de passer par la casse "modernisation simple"
Pour 2017 environ
Bcp d'options ouvertes au niveau de fuselage et des ailes
Bcp aussi au niveau des moteurs ... ceux du MRJ pouvant peut être faire l'affaire

Dans ce segment d'ailleurs, le MRJ n'est pas à oublier

Bonjour !

Case précise ...

Embraer va remotoriser ses E-Jets pour 2016 ... Banzaï!

Ce sera entre P&W (GTF) Et les prochains CF34 à priori !
Ca laisse encore une foi RR dehors, l'AdvanceII n'y sera pas !
RR et le Timing .... un vrai PB dans les petits moteurs !
Sur le fond ... tant mieux ils auront plus de ressources pour avancer avec Airbus

----------- De flightGlobal, de Stephen Trimble le lien ! ----------

http://www.flightglobal.com/news/articles/embraer-advances-window-for-re-engined-e-jet-to-2016-368605/

JPRS

Salut Beochien,

2016 c'est pour le GTF seulement, GE c'est 2018.

Sauf à ce qu'il y ait un coup fourré ?
Personne ne parle du Powerjet ?

La limite de poussée actuelle du CF34-10E est 18 820 lbs hors panne moteur sinon c'est 20 000 +

Bon pour le moment ce qui est annoncé c'est un gain de 6 mois pas plus ... ce qui laisse GE dans la boucle non ?

Il leur faut une nouvelle aile de toute manière non?

Qu'en pense BBD ?

Ben, le SAM 146, Powerjet, a des chances limitées ... certainement un peu juste en perf's !
Et l'assurance pour la fabrication et les spair parts hum ... ???

C'est pour P&W et/ou GE, cette affaire !
Mais efectivement le GTF sous l'aile ... va falloir re-hausser qq part !

Vu que GE propose déjà des CF34 de 20 000 lbs pour le E- 195 ... certainement en dérogation avec SNECMA ! La grand father clause ... hum !

Noté au passage, ils ne sont pas légers les E195 !

http://en.wikipedia.org/wiki/Embraer_E-Jet_family

JPRS

Punaise, les motoristes vont avoir du pain sur la planche !

Admin a écrit:Qu'en pense BBD ?

BBD est coincé avec son petit fuselage mais avantagé avec le poids (un CRJ1000 est 6-8 tonnes plus léger qu'un E-190). GE prévoit un gain de conso de 8% avec le Passport par rapport au CF34 (surement une bonne économie également côté entretien). Sait pas si des CRJ avec des Passport serait suffisant pour donner un regain de vie aux ventes. Faudra également tenir compte du GTF mais avoir GE de son côté est un avantage lorsque vient le temps de financer une commande.

Je pensais vis à vis du Cseries en fait ... vu qu'embraer est censé monter en gamme

Les CRJ pourront tranquillement passer à la remotorisation, sous condition qu'il existe quelquechose d'adapté dans leur gamme de poussée ... qui est plutôt plus basse que celle des E-jet, SSJ, MRJ etc

Me trompe-je ?