this video shows one major thing big money airline corporation have not learn to offer better brand services just smash as much people and act like we nothing more than pawns for profit which they claim they arent making. Stop placeing the E2 and A220 in the same way.
Just another uneducated American spreading really juvenile US propaganda, what's new? It's all we ever hear from you people, man. For a perfect example, why do we always read you Americans endlessly trying to run down other countries militaries and their military hardware? (when the truth today is, so much of it is, actually, so much better than your own)? You people, always just assume so much, and the truth is, none of you ever really understand what it is you're looking at, or talking about anyway. And it's always only your own words that prove that. For example, I've literally just been reading you people (always the American), all claiming your F-22, is so much better than the "Russian rubbish"? Only whenever you're asked what any of you have ever seen the F-22 actually do, (other than flying over a beach on a RUclips Video), that would allow you to make that claim, and hold that opinion? Well, obviously, none of you can ever answer that?. So again, all you prove is, that you're all just basing your own silly meaningless opinions on a whole lot of nothing? So, what's that all about? I mean really, honestly, you people must have something extremely wrong with you all, we've never seen, or ever experienced such outright idiocy from any other people before. It's idiocy on a scale of idiocy, none of us have ever seen before. You've not even got the intelligence, or the understanding to realize, that neither the F-22 nor the F-35, can detect, track, or target any other stealth aircraft from BVR (beyond visual range)? This is that stupid assumption we always see from you all, (with your propaganda claims, that you can't ever back up with a single fact). And none of you have ever even asked yourselves how your own stealth fighters can detect, track, or target any other stealth aircraft from BVR? Yet the facts are obvious? And the reality is nothing at all like you all think, (well if you people ever think lol). But the clear and obvious facts, that seemingly none of you even understand are, that stealth alone, defeats high-frequency (short wave), radar, by absorption and deflection, yet you all forget it does NOT defeat low-frequency (long wave), radar. So regardless of the jet's RCS, when you're being detected with long wave radar you're anything but stealthy, and are today only a sitting target, and a blind sitting target at that! To detect, track, and target other stealth aircraft from BVR, you must have long-wave radar, (but it must also be enhanced), to remove all background clutter for targeting purposes. Well, clearly, neither the APG-77 radar, used in the F-22, or the APG-81 radar, used in the F-35, can detect any other stealth aircraft from BVR, an obvious fact, the US Air force will be fully aware of. Only it seems the reality is, that when the F-35 radars were being designed 13 years ago, there weren't any other stealth aircraft to think about as a potential threat! So, let's think honestly (for once). Just how can anyone possibly seriously see these US stealth aircraft as any sort of real or potential threat to either Russia or China?, (who both have these US stealth aircraft technically beaten today)? They can detect, track, and target the US stealth jets from BVR, yet the US stealth jets can't even detect them from BVR? Result = A pretty obvious one. And this is exactly why we should never just assume anything, or try to run others down, you always end up only looking remedial in thought process, and utterly stupid, at best. On the other hand, the reality of this Russian rubbish (you all claim), does have a fantastic 5th generation radar, with enhanced long-wave radar, their new Byelka (2band) radar used in SU-57. Russia have designed, and they've developed, the first L-Band fighter radar we've ever seen. They've embedded L-band AESA radars into the leading edges of the wings. And this L-band AESA radar "data" gets processed in real time (through extremely powerful Russian computers), being significantly enhanced, removing all background clutter, meaning it can detect, track, and engage enemy stealth aircraft from BVR. So just being honest, (as we should all be) the reality today is, very clear, this new technology, along with its very impressive range parameters, and it's very impressive jamming ability (over very large areas) make this aircraft deadly to all other aircraft types. (Russian rubbish indeed). They interact in ''real-time'' with each squadron member (auto selecting) the best placed BVR missile being carried by any of them, that can be fired by anyone of them. They can take full control of surface-to-air (SAM) missile defence systems - (that alone is lethal), they can detect, track, and target all enemy stealth fighters, and detect them long before they even enter Russian airspace, from much greater distances today, with the "real-time" data from all those massive Russian ground (long wave stations), that are all protected with the networked S-400 defensive system. The truth today is obvious, it could not be more obvious, these Russian stealth jets will always know exactly where the enemy stealth fighter aircraft are, so they'll always approach them head on, stealthily, able to down the US stealth jets from BVR (while the US stealth fighter jets would not even detect them coming)! Result, and the all important reality is? = you're doomed! The Byelka (2band) radar, covers all frequencies across all channels, used for tracking, targetting, and also for jamming (over large areas). It's part of Sh121 multifunctional integrated radio electronic system (MIRES) on board the SU-57. Russia also tested this new radar suit in the SU-35's, so they also have the option of fitting this radar into the SU-35's. Seeing the SU-35 at no disadvantage against either the F-22/35, as although the SU-35 can be detected, tracked, and targeted from BVR by the US stealth fighters, the SU-35 equipped with this new radar would be just as able to detect, track, and target the US stealth fighters from BVR. Seeing the all-important Russian advantage in BVR missile range, plus the excellent manoeuvring, neither the F-22/F-35 have, as more than critical, (if you're going to avoid simply being blown out of the sky). This 5th generation radar design, has a very clear potential to provide a genuine shared multifunction aperture, with applications including... Search, track, and destroy, missile mid-course guidance, against low signature aircraft, identification of friend or foe with secondary surveillance radar. Passive angle tracking and geolocation of JTIDS-MIDS-Link-16 emitters at long ranges. Passive angle tracking and geolocation of L-band AEWC-AWACS and surface based search radars at long ranges. Passive angle tracking and geolocation of hostile (i.e. Western) IFF and SSR transponders at long ranges. High-powered active jamming of JTIDS-MIDS-Link-16 emitters. High-powered active jamming of satellite navigation receivers over large areas. High-powered active jamming of L-band AEWC-AWACS and surface based search radars at long ranges. High-powered active jamming of guided munition command data links over large areas. (Effectively, and completely, neutralising the USA's use of AWACS for their detection). The truth is this Tikhomirov NIIP L-band AESA radar, is an extremely important strategic development, and it's a technology which once fully matured and deployed in useful numbers, will render narrowband stealth designs like the F-22 & F-35 Joint Strike Fighter, and many, UAVs, as highly vulnerable to all flanker variants equipped with such radars. Just Russian crap, indeed. You people really are your own worst enemy. Talk about a nation of clowns!
Typical US propaganda, usually consists of silly falsehoods, and fake misinformation claims, or just twisted truths, like the F-15, is said to be unbeaten in A2A combat. It's true, only when we look at every aircraft shot down by an F-15, we find that none had any offensive capabilities, and most had little if anything defensive, many without even a basic radar, meaning, you'd be absolutely stunned if the F-15 didn't shoot every one of them down. So it really is a very silly, and meaningless propaganda claim. Yet we do have another aircraft that is also unbeaten in A2A combat and has faced off against aircraft just as capable as itself. The British Sea Harrier is the only aircraft unbeaten in A2A combat, that has faced off against worthy, viable opposition. And that really is a huge factor, that's worth knowing, unlike the F-15 propaganda claim, that you'd be shocked if it hadn't managed. If you people could just think for yourselves, you should all be questioning why the US made it illegal to sell the F-22?. The US government seemingly wants it believed, it's because it's so good, they don't want anyone else to have it. Yet, that actually makes no sense at all, none, not even a little sense, as the facts are, they've no idea what's around the corner in modern military technologies, and with the speed we're seeing new military tactical hardware being designed, developed, and created today, it could well have made great sense to sell the F-22 at some stage? (If it actually works). If it worked, they'd have been able to recoup many of the resources spent on the aircraft, if not the resources in their entirety. There's another, and much more likely, reason the USA would make it illegal to sell the F-22? And that's, if it is, just as I suspect it is, a "lemon", (that was intended to be their leading strike aircraft) that's failed, and if the USA have then only used the F-22 for propaganda purposes, then what better way of preventing anyone else from finding out that it actually doesn't work, and really is a lemon, than making it illegal to sell? When you actually think about it, that's the only possible way to explain the USA making it illegal to sell the F-22. It can only be because it's a failed aircraft that was intended to be their 5th generation front line strike aircraft. Well, 18 years the US have had the F-22, (and they've been in wars the entire time), yet they've never used it, not once! And even more interestingly, just after Russia arrived in Syria in 2015, they removed all of their F-22's from right across the Middle East. Absolutely no doubt about it, I guarantee we'll never see the F-22 involved in any sort of real war scenario, or even involved in any major sortie, because it's basically junk. They've even trashed all the infrastructure they had in place to build more of them.
I noted that Ukraine would like to receive (even buy) SAAB Gripen jets, which is interesting because in professional eyes this fighter is cheaper and has good track record but otherwise is considered less war-worthy than F35 or even (newer) F16. You could perhaps do a video on Gripen.
I’m a licensed engineer on the ERJ 170 & 190 aircraft. I can tell you it’s a quality aircraft. A real shame that the E2 isn’t selling as well. Embraer a really great company to deal with, they deserve to be successful.
Quality Aircraft compared to what? In this section, there is only one competitor (CSeries/A220), and it's far superior in terms of economics, range, and passenger numbers. There is also another expansion coming in for A220 with an extended fuselage. There is no such thing as "deserve", you either fight for it or not. Not to mention the fact that Swiss is banned from buying the Jet, and surely they don't want to buy Embraer given its poor performance
@@tomasgogashvily5350 that’s odd, I obtained my E170/190 engineer license through Swissair. They had quite a few at the time. They are modern, reliable, economical and comfortable aircraft. The E175 is simply a 170 with an extra fuselage section, likewise with the 195. The major difference between the 170 and 190 (apart from size) is the powerplant. There is no requirement for retraining when pilots progress from the 170 to the 190, only a brief familiarisation course and check flight. I worked for seven years on the 170, we had aircraft at 15000 flight hours and apart from several AD’s (all aircraft are subject to these type specific upgrades) there were no major issues or problems, they generally had a very high despatch rate. They were a niche aircraft, suitable for areas such as south east Asia, where something like an A319 simply won’t fill it seats for short hops, unfortunately Airbus and others recognised the target market potential and quickly designed AC to compete.
I really would like to understand your thoughts when you say that A220 has a better range and performance... it has a longer range because it can carry almost twice amount of fuel than the E2, and they have the same engine... so the difference in performance would not be that much, E2 has a better performance for the routes it was design for, regional routes. The A220 sells a lot more because it has Airbus sales power behind it and thats something Embraer cannot compete with.
There is a lot of politics involved in this kind of purchases. It is really incredible that Brazil can manufacture a top notch plane and compete against the USA and EU aviation industries.
@Asphodelus0748 it is not about "making" a jet engine, but about what to do with it and whether it is profitable rather then buying one off shelf. In the Military cost is secondary, often more then make for by circumvention of vetoes or embargoes, but the civilian market is much more heavily profit driven. An engine is also a key component and you'd lose the plane due to unreliability which si why selling an engine is often trust related. Pratt & Withney, General Electrics, Honeywell, Rolls Royce spent decades refining their products, but for a new producer, unless it comes out with a totally revolutionary idea, it is difficult to find a market space.
I've flown on the E2 - they're great planes, modern and comfortable. Sadly, the A220 isn't just a market leader. It walked into the marketplace, threw all the tables over, had a massive shoot-out, wiped the floor with everyone, stopped to chew some gum, and brought some flowers for the E2s mother on the way out.
As a Brazilian, I've flown on the E2 several times now. They're awesome, really comfortable and with a low level of noise within the cabin, even at takeoffs. I hope Embraer gets a bigger share of the market on the future.
@@gknkrnkjgjugjrgjrng nobody said that. Embraer makes regional jets, something that neither of those made until Airbus got Bombardier's C-Jet and renamed it A220. And that's the only true rival for the Embraer jets in the world market.
I just flew on the E2 for the first time just two days ago. Compared to the original E-Jet series, it is way more comfortable. It’s a shame it’s not selling well because it’s an aircraft I’d definitely recommend.
The Embraer E1 was always a great jet to fly. It's why I could always fly JetBlue and be happy and comfortable. It's by far the best of any commuter jet. I'd like to fly an E2 soon, but the A220 is just so good...
@@alphamalegold I fly KLM E195 E-2 every week. It's an awesome plane. Of course it has 2-2 compared to the 2-3 in the (also awesome) A220. It's quiet, has loads of legroom, big windows and smooth flying. Walking up to the plane and it's massive engines is also a feast :) I would pick the KLM E2 over AF A220 any day. But, again, they both rock. Compared to the 737 and A320, both win.
The technology and comfort of the E2's is superior, but the seat limitation clauses in US pilot union contracts play a large role in E2 sales in the US, especially the E175E2's. The E190E2's are a super terrific aircraft but with a seat capacity of 104 passengers, their cost per seat mile may not be as great as the A220 depending on the difference in the price advantage that the E2's have.
Seriously, I fly fairly often and the usual rotation is A320/A321/737-8/CRJ700-900/E175/777 and given the option of main cabin in all of these I’m always going to pick the E-175. Same for business with the exception of proper business/first on the 777 and select 321s. I have a lot of choice within the same airline when I travel and whenever possible the route that puts me on an Embraer is the route I take.
I believe another important factor playing out is the fact that the E-Jets simply don't need to be replaced right now. For context, the E-Jet first flew in 2002, meaning most E-Jets in operation are about 10-15 years old.
They are also developing a new regional jet that will probably have both turbofans and ability to be converted to the new open fan design that should be coming out of development when the airlines are ready to renew their current fleet so theirs no reason to preorder E2 for future delivery either. They can wait until closer to 2030 for that.
Embraer makes really, really good planes. I spent the last 5 years flying the E175 professionally and even being now outdated, it is still one of the most advanced and pleasant-to-fly aircraft in existence. It really is a wonderful aircraft, and while I haven't flown the E2, I am sure it is also a great product. I just hope Embraer can find continued growth and success. Aviation greatly benefits from having their products available on the market.
@@Chorizo727 "e175 is serious junk"-person who has never flew in one. And fyi, embraer aint failing. It's making a huge comeback with porter ordering 75 e195 e2s.
The Airbus A220 has definitely impacted the aviation world. While it has the capacity of a regional jet, it has the cruise performance of that of an A321LR (almost) which is amazing. Love that plane.
At more than 110 passengers in three-class configuration (or 130 in dense configuration), the A220-100 is classified as a under the scope-clause as a mainline medium-haul airliner, because it still too large to be a regional jet. It is intended to replace small mainline jets like the 737-600 and 717.
@@F1_Continued that’s because of the advances in technology form fuel efficient engines and light weight materials. Does not change the fact that classification it’s not a regional jet. It’s a very small mainline narrow body. It’s also more expensive than a regional jet too by a lot
@@paulshields2220 I wasn't trying to "disprove" the fact that its not a regional. I was saying that it is great because you have the capacity of a 737 or 717, but has the efficiency of a large private jet, like a CRJ-200 or something like that.
Don't know where Coby got his data but the A220-300 definitely don't have the legs to do 3800NM with a full passenger load. Base on the payload range chart, the difference in range at full passenger load between the E2 and A220 is some where around 300 NM to 400NM.
To answer your question, yes, I have flown on the E2 several times. True, it is not a wide bodied jet but its seats offer at times better all-round room than many of its bigger competitors. The Embraer feels solid, very safe and comfortable and the sight of those big engines does inspire a lot of confidence. I truly hope that Embraer will eventually find solutions to this fix.
Very interesting report. Living in Hawaii, I think the E2-195 may be a great replacement for the aging 717's. Since they are 50% cheaper than the A220 and won't be expected to fly transpacific, it might be a great plane for inter-island service.
They would be, but I wouldn't be too optimistic. Qantas recently placed a huge order to replace their old QantasLink 717s which fly shorter regional routes in Aus, and they went with A220s (though they were part of a far larger order which included a slew of A32x-neos, A321XLRs and some A350 Sunrises, just for good measure.
@@teoralelofon3785 I'm just saying this is what Qantas did, and most airliens are going the A220 route. For Hawaiian, it would give them the option of using them both for inter-island routes and also long and thin routes too, which could be of use to them for expanding their reach in the pacific to little served destinations.
My company started operating the E195 E2 earlier this year, and we had placed a conditional order for the Bombardier C Series (now the A220) ten years ago which fell through due to political reasons. When the order for the jets was placed, my understanding of the selection of the E2 was that Embraer was willing to "sweeten" the deal substantially given that no other airline in North America had ordered it (we are the North American launch customer), and that there was still a lengthy delivery/order backlog for the A220 (COVID/supply chain induced). It's a new type for us but we don't have a "scope" clause to abide by since everyone is on one seniority list operating whichever aircraft type. I think it was a good decision since the economics of the aircraft are terrific (much like the A220), it's quiet, comfortable, and has genuinely been well received by our passengers who have traveled on it. I have yet to fly on one (or even the E1 for that matter), but when Air Canada was operating the first generation E190, people used to swear that was the most overall comfortable aircraft in their entire fleet (including widebodies). Great airplane- the size of it is what a lot of operators with regional subsidiaries are getting hung up on. The American regionals can not staff their current operation as is. Given how much money United, American and Delta are throwing at the regionals just to try to keep their flight schedule from crumbling under the weight of the crew shortage. The cost saving incentive of having "cheaper" crews fly seat and MTOW limited regional jets is soon going to be non-existent, regional pilots are rapidly becoming just as expensive as mainline pilots. I could see the scope clause becoming null and void in the not-so-distant future, with the legacy airlines in the US just folding their regionals into the mainline fleet in an attempt to mitigate the pilot recruitment issue. If that happens and the E170/175 E2 becomes viable in the US, I could see the orders for the smaller E2 models alone outpacing the A220. Pilot training is something airlines hate spending money on, and given that the E2 and E1 share the same type rating (as far as I know), the training cost for the thousands of pilots in the US currently flying the E1 transitioning to the E2 are minimal.
If the big companies swallow the regional ones, on the long haull it makes sense to buy a compatible plane with the long distance ones, to be able to share pilots. Especially if there is a pilots shortage, this would help mitigate things. That means that on the medium-long timeframe, it would actually help to use Airbus or some Boeing planes also for regional flights. Which in the end migh help Boeing decide to buy Embraer.
One thing I can't understand is that, if the A220 is such a marvelous aircraft, WHY it was not selling before Airbus took over the project. The plane it self was exactly the same when it was a Bombardier C Series, and than out of the blue, when it became an airbus product it took off on sales. For me it's not just a matter of how good the airplane is but, the business behind it count the most.
In a nutshell, because Boeing accused Bombardier to be doing illegal price-dumping when it won Delta order. Bombardier was forced to find an ally with manufacturing in the US, and since Boeing is the opponent, they went to Airbus. (Highly simplified, but you get the gist.)
The A220 is largely overrated. It has many technical problems, related to corrosion and the engines. Because of the geared turbofan engines, E2 and A220 will never be gamechangers, i'm sorry.
Seeing the C-Series success under the Airbus banner is rewarding & depressing at the same time, as an ex Bombardier guy. Bombardier basically gave the program to Airbus for free to avoid bankruptcy.
As an Airbus guy, i just can say it was one of the best deals Airbus ever made. Especially because there is still so much potential left for the aircraft
@@_ernie Fun fact, they originally actually wanted the A220. Why they haven't stuck with it is a mystery for me, but, as a Brazilian, I'm glad they chose the E2s.
@@PlanesAndGames732 They ordered CSeries was ordered in 2012 in hopes that Billy Bishop Airport (YTZ) would allow jet aircraft to operated - specifically the CSeries (YTZ only allows prop aircraft). But when the government reaffirmed that they would not be opening up YTZ to jets, Porter cancelled their order. So if they wanted them again they'd have to go to the back of the line. They were using the CSeries as political leverage to get YTZ opened up. "If you open it up, we'll buy Canadian made jets." At the time the CSeries looked like a big white elephant and they were desperate for sales. Plus I'm sure they got some really sweet discounts on the E2's.
The quality of Embraer's planes is beyond dispute. It blows my mind, for example, that there hasn't been one passenger fatality on the ERJ series. When you consider that these jets are used primarily for short-haul, regional flights involving many more takeoffs and landings than with larger narrowbody models, that is a simply extraordinary safety record to contemplate; statistically amazing. It's too bad that Boeing pulled out of the contemplated Embraer acquisition (probably in violation of their contractual arrangements) -- I think that tie-up would have made a lot of strategic sense, for both companies.
boy it would have been horrible for Embraer and now we know it. The engineering first mentality from Embraer would have been destroyed. I hope Embraer never merges to Boeing or any other.
With Mitsubishi formally killing the space jet recently and discontinuing production of the CRJs in 2020 it seems to me that all embraer has to do is wait like Colby said. The majors will be forced to change the scope clause to allow the regionals to fly e2 because it will be the only jet left in the sub-76 market.
Really sad that the Spacejet is now finally gone. I liked the design, and due to it being compatible with the scope clause, it would have had its potential on the market.
Or they could just put a different placard in the cockpit giving it a sub 86,000 lb MTOW. Thats what they did for the original E175! At Compass the Delta planes (former Northwest) were 89k and the American Eagle E175s were 85 and change.
@@andyhall9669 that trick just wouldn't work with the e2 because of how heavy the basic operating weight (empty) is. They would have to severely reduce it's payload and/or fuel capacity to such a point that it's not feasible.
I flew on a new Porter E2 making its inaugural trip from Toronto to Montreal. I know the A220 was designed and engineered here in Canada but I'm glad Porter got the E2, it's a fantastic jet and whisper quiet. The cabin wasn't anything special, but nothing this size ever really is.
Porter was to be Bombardier's launch customer with the C-series but with government interference, the Covid pandemic and the C-series going to Airbus Porter went to Embraer and forcibly became the E2 launch customer and profited by the lower cost per plane. Porter is working hard to get high standards and the flying public is loving it !
One possible market Embraer should explore more is Africa. There is a lot there to gain in regional jets. For sure, the marketshare isn’t a big as the US, but some key players like Royal Air Maroc who are already flying their planes can be a good card to play.
That’s an excellent idea. There’s a huge amount of regional jets here in the US, but with a few hubs across the African continent, most cities could be reached with that kind of flight model.
I flew the KLM E2, and it's definitely a joy. It's very silent inside the cabin and feels luxurious. I am really curious why KLM choose the E2 and not the A220? Or am I asking an obvious question?
Price and range could be a huge factor. If they do not need the extra range and they could save around $30m per plane, that would definitely help. Also think that the E2 is a little more efficient than the A220, not by a whole lot tho.
Well I work on the E2 for KLM…. And I have to say that I love it as well. The cabin is fresher, relax, comfy . And upgraded. It’s a long cabin. But very quite plane… here & there some issues but all by all I love it.
5-abreast is better when you are travelling in a group of any number. You can always arrange so that anyone in the group will seat next to another. No one has to seat next to a stranger.
one thing I noticed about the E2 is its soft ride while taxiing/rolling for take-off/landing. When I got off the plane I got my answer; this thing has trailing-link landing gears, something you only find on high-end bizjets.....
Just flew on the inaugural Porter YYC-YYZ flight on their 195-E2! Fantastic aircraft to fly on, and the quietest I've ever been on (even quieter than the MAX). Only downside is the small overhead bins and small bathrooms.
@@amg5983 I am not sure you can consider Toronto to Vancouver or LA or Cancun a regional flight. Porter can technically operate these routes at a lesser cost vs other aircrafts including the MAX. The Embraer costs $60 million; the Max is $121 million. When competition is tight, it's a lot easier to fill 132 seats vs 189 seats. And as some other people have mentioned, passengers will be more comfortable in 2x2 seating vs the chance of being stuck in a middle seat in packed 189 aircraft.
Just flew the E2 a few days ago. Definitely has a refreshed feel. Great lighting. Seemed to be a quieter ride in the cabin. Cabin felt larger and more spacious. Overheads seemed to accomodate more. Was impressed enough to wonder if the airline had done a cabin refit...until I saw the safety card and the ac designation as an E2.
I like the way you speak so clearly and concisely. How on earth do you do all your research and get so much inside information. Actually, I do not expect you to give away your secrets.
Just flew last week on a 195 E2. The aircraft is incredibly quiet and stable. Feels like it's standing still in the air. And I was lucky to get a seat on the first row, where I had plenty of room to relax my legs and appreciate the view from those big windows. Can't tell about the leg room on the normal rows, but didn't seem smaller than a 737 for example.. Unfortunately never had the chance to fly on a A220 to compare, but the E2 is definitely more comfortable and quiet than the 737 Max and the A319/320, for example. My next flight will probably be on a 320 NEO. I will pay attention and take notes on the differences.
Leg room is the airline's choice - they can slide the seats as far apart or as cramped as they like whatever the model of plane. Seat width, though, is set by fuselage diameter. The 220 has slightly wider seats than the Embraer. I haven't flown in the Embraer but geared turbofans (as in the 220) ought to be much quieter than conventional turbofans - that's one of their selling points.
That sunset view with the Delta 747-400 wingtip shot from inside the back of the plane (at the end of the video) is so beautifully nostalgic! Please don't ever get rid of it.
I am a Canadian and I have friends who have flown on Porter Airlines recently and have expressed their favourable feelings about their return flight recently about the Embraer product. Porter doesn’t use a middle seat in their Cabin layout so I don’t know if that is a common offering, but it could be with other Airline Customers.
As some commenters has pointed out, Scoot of Singapore will take on a few E190 E2s some time in the near future. Would be interesting to see if other carriers from SEAsia would take a look on how it performs and then maybe take some orders for themselves if it turns to be a good fit for the region's market.
Myanmar Airways International (MAI) currently has E190 E1s in their fleet. But as the economy in that country plummets from the ongoing junta government killing their own citizens, the carrier is experiencing losses to even survive what to say ordering new aircrafts.
Think regional jets are relatively new to Asia as flights that don't have as much capacity there more commonly use turboprops instead, perhaps as they're more fuel-efficient
As an active pilot at a U.S regional airline, currently flying the E-175, I absolutely love the aircraft. It was half the reason I came to my company and it is by far the most popular aircraft from both a pilot and flight attendant standpoint. Sadly I do not plan to stay at my company and will eventually move on to a mainline carrier (United, Delta, American, etc), but I will miss that airplane dearly and I truly hope to see the E2 flying for U.S carriers in the future.
Actually, by every comment, I see that 195-E2 is the best of the category, compared to A220. Lighter, cheaper, easier to drive, silent, and even more comfortable. And maintenence costs are lower, and it is said that Embraer post sales operations are the best.
I’ve recently flown a E190LR on a 30 minutes flight and quite honestly, as an Airbus fan, i’m really impressed at the comfortable atmosphere in the aircraft. 2-2 layout and big legroom are my 2 most favorite thing about this aircraft and it also looks quite nice. I hope Embraer can bounce back and be even more competitive again giants like Boeing and Airbus
I've not flown on an E2. I've been on KLM Cityhopper E-175 and even a Ukrainian International Airlines E-190, but the feeling I got from those jets were that they were in great condition with no need for any refresh. The regional airline market in Europe is also a bit more... inclined towards existing regional aircraft. The Dash-8 and ATR turboprops are very much everywhere, and there's still some Embraer and Canadair Regional Jets floating around too. The existing E-Jets fit into that regional market too, but for a regional carrier to consider getting rid of their existing fleet for E2s seems a bit too much of an ask. Plus, while the regional airline market is still going strong for the US, European high speed rail and legal restrictions on domestic flights are ultimately shrinking the regional market to the outer parts of Europe, where a train would either take too long, or where a sea is in the way.
Im brazilian and flew in the E2195 a couple times and the cabin for sure is much bigger, you have mote space in the luggage compartimant over the seats and the mosti mpressive feauture is the very low noise... you can berely hear it... very quiet.
Have flown the KLM City Hopper in economy class, really a first class plane, two seats each side, plenty of leg room with cosy interior space, attractive hostesses were a bonus. This plane re-gave me the thrill of flying; most other planes from Boeing & Airbus feel more like being on board a meat carrier ...
I took a flight here in Brazil, from Florianópolis to Rio de Janeiro with a stopover in São Paulo, the first part was on a 195-E2, and the second part was on a 195 1st generation, and the difference is extremely noticeable, the quality of cabin pressurization, the lighting, the noise of the engines in the cabin, even the space between seats, a masterpiece.
I am very familiar with both the E1 and E2. I only had to fly the A220 once to know Embraer was in some hot water. That was a beautifully designed marvel that just felt wonderful to fly on.
É muito fácil dizer isso por morar em um país desenvolvido onde controlam todos os lobbys aos países emergentes que nem o meu BRASIL. O norte compram engenheiros do mundo todo pois a moeda é forte e podem imprimir dinheiro a vontade para bancar seus projetos, e depois espalhar a inflação para o mundo todo, que orgulho você sente em amigão. Isso vai acabar quando a China, Índia, Brasil, Russia, toda a Africa, Oriente médio rejeitar a moeda de vocês, ai a torneira vai secar. Está na hora dos países emergentes cobrarem com juros e correção monetária o que todo o ocidente do norte fez, a escravidão, o boicote, a invasão de outros países. Ai quero ver como vão se sair sem dinheiro imprimido aos montes.
@@4David97 Gente boa. Eu sou Brasileiro e já fui orgulhoso de trabalhar pra essa companhia que já FOI uma boa companhia. A Embraer agora é um gigante burocrático com a Executiva que não faz dinheiro e gasta e a Comercial que leva a Executiva nas costas. Acorda pra vida e admita que a Embraer não inovou e por isso tomou fumo da Bombardier como sempre! Saíram do 135/145 pela competição da Bombardier e como a Embraer não aprendeu a lição na primeira vez agora se arrebentaram com o eJet que vendeu bem no começo mas agora foi absolutamente derrotado pelo A220. Se a Embraer quer competir no mundo, que faça um produto de qualidade, e não uma bosta de E1 requentado como o E2. A engenharia é competente, mas a gerência foi preguiçosa e agora estão deitando na cama que arrumaram.
@@Potatofarmer1898 Cara sinceramente penso além do que uma visão interna, penso em uma visão geopolítica. Você acha mesmo que a Embraer conseguiria competir com os EUA e Airbus sem o apoio do governo brasileiro? Você mesmo sabe que os nossos governantes são vira-latas e corruptos, se a Embraer fosse bater peito sem o apoio do governo o que aconteceria com ela? É por isso que ela come pelas beiradas querido!
The Embraer E-195 E-2 is a terrific airplane. Sadly, it's not selling as much, but KLM, and Porter Airlines are both using theirs on higher frequencies. It seems rather odd for a "Regional" type airplane. Porter Airlines recently opened up a YYZ-YVR "across Canada" route with this airplane. It seems to be a popular route. I think KLM are using theirs as an ideal European city hopper with a "higher capacity", higher density layout as opposed to the popular E-190. I am hoping that there will be more interest here with this fine airplane. The ride must be smooth and quiet as well. I would highly recommend Hawaiian Airlines, to consider the E-2 as a proper "replacement" for a great airplane like the 717. Hopefully, that can happen.
This is your best one yet...thanks. One more issue is that the A220-500 looks like it will happen soon enough, so this is an option that E2 buyers will not have. It will be lighter than the A320neo/B737-8 and for 35 years maybe so this really adds up. Interesting stuff...
Whenever an Embraer aircraft is to carry me, I get happy! (I have to the moon on milage.) The special thing of Embraer not mentioned in this video, is its softness in the air. I find it lovely how they just fly like natural birds! I’ll have to assume the balance with the flexibility of the wings does this. No wonder Wideroe have chosen Embraer as a carrier for the future, being the case Wideroe go up and down the Norwegian coast, where bouncing is quite the rule.
There's an update on the Embraer story, india will be manufacturing the turboprop versions and I believe they will be used by the military initially but later on will be used for civilian aviation
I flew on a KLM E2-195 from Schiphol to Vienna in october. First off, the plane had a defect, a mechanic came but it was not possible to depard. We had to switch to a different E2-195, which was standing on the tarmac. We departed with a delay of some 4 hours (flight time to Vienna is such that we were still on the tarmac at Schiphol on the moment we should have exited the plane in Austria... auch). I had a window seat, which was not comfortable... not high enough for me being 1,90 meters. But I was able to switch with an aisle passenger. The flight on the aisle seat was fine, nothing special. The returnflight two days later went fine also... no delays and having learned the lession of not taking a window seat.
The same Scope Clause that helped Embraer in the early 2000s is now bitting the company in the bottom. I worked for Embraer in Sao Jose dos Campos in the early 2010s for 5 years and I remember very well seeing the first E2 fuselage being produced. A shame as all of us were very excited especially due to the new engine.
On the trade day at the Avalon Airshow 2023, I got to go inside Tech Lion (Profit Hunter Livery) and the interior cabin is quite good. Got to sit in the cockpit and have a good conversation with the pilots who love flying it. It is a nice plane with high tech features found in larger aircraft. Looks great with those big engines. Shame it isn't selling.
I think he means the 175 smaller version. All the purchases so far were on the 190 and mostly on the 195. The 175 was made for US regionals and the scope clause has been killing it.
This might have been true an year ago, but today is definitely not the case!!! Embraer is selling E2s as expected, with constant growth to the company.
Not only Air India but other Indian airlines like Indigo has ordered 470 aircrafts just after Tata recently which is a firm order also akasa airlines have a order of 56 aircrafts of which 14 received and some other deals are also on tables for spicejet, go first, vistara, etc. So, we can say that India is emerging as a huge airline market though our railways transport 8 billion people a year but there are many who prefer flights
"Indian airlines like Indigo has ordered 470 aircrafts just after Tata recently which is a firm order also akasa airlines have a order of 56 aircrafts []" Of WHAT?
I flew with this plane last month and I was impressed. Huge overhead bin, spacious cabin and it was really quiet. Hardly heard engine noise at all. Shame the sales haven't picked up. 😢
The A220 (C300) was designed as a "Canada Jet" meaning it had to meet the demanding conditions of hours long flights to northern and arctic regions with very thin service routes. The routes are currently served by aircraft like the 737-200, Dash8, and CRJ and it's an area where there was little competition but plenty of money to be made. Routes like Vancouver Yellowknife, Vancouver Whitehorse, Toronto Fort Mac, and other remote towns could now be quickly and directly connected to major metropolitan hubs. And routes that used to take 2 or 3 transfers now only take one flight. The range is an absolute necessity for Canada routes which tend to be long and thin in the first place. The 6 hour+ range is not there just for marketing, it's genuinely because you need that range to service a lot of the routes in Canada. It also happens that Canada is literally wider than the Atlantic ocean right next to it. If you stand at the eastern shore of Canada you're closer to Europe than you are to the West Coast.
The E2 is great and very comfortable like all other embraer jets, i regularly fly it between cities in the nordics, it's much better than other regional jets that companies have been using in the past like CRJ/Canadair/etc.
Fortunately 4Q 22 numbers were better for Embraer. They also sell lots of private jets. The E2 has been recently certified in China. They are coming with electric planes and the "car / drones" will be a big market. If Embraer closes that will be bad for everyone.
It's not crazy. The E-175 meets the scope clauses for AA/DL/and AA. E2 does not. By design the scope clauses restrict what a regional can fly for them.
@@oakromulo Protects good paying jobs, mine included. IMO regionals just need to die. E-Jets serve a necessary purpose but you could solve the pilot “shortage” real quick if you could get a seniority number at a legacy on day 1 of your career.
@@adamp9348 I honestly don't get how the MTOW restriction helps anyone. Seat count, sure, makes sense. But MTOW (instead of, say, payload) restrictions seems like a technicality. 175-E2s effectively play the same role as 175s and it's kinda stupid they aren't treated equally because one happens to have a heavier engine.
Flew the E2 with Wideroe once back in 2018. There was stark contrast regarding the noise between the E2 and the Dash 8-100 that I was flying right before. I think one may compare the E2's noise levels to a a320neo. It is quite good. For landing noise from the outside it is quite good as well. To me it is comparable to a A220.
I feel really sorry for Embraer. It must be very hard to break into a market already dominated by Boeing and Airbus. They’ve produced a fuel efficient upgrade and a really good plane that nobody’s buying. They had a chance when Boeing went through the max scandal - which would have killed Embraer if they’d been the ones hit - but Airbus was there to step into the breach. Maybe their research and marketing department need an overhaul, but I hope the company does recover and sales increase. I’ve not flown in the E2, living nowhere near any of its routes, but it looks way more comfortable than most short haul budget passenger aircraft.
@@deccosantos8091yes! That’s a really good saying. Budget airlines have become a very uncomfortable way to travel but often there isn’t a choice for the route. Embraer should compete on comfort and service. I would pay a bit more for a 4 hour flight not to be packed in like a sardine, with any cabin baggage needing to fit under a seat and being grossly overcharged for a tiny snack.
Too bad. I flew the E175 at Compass and it's a FANTASTIC airplane. I'm sure the E2 is awesome. Fun fact: Compass was started by North West Airlines as an flowdown place for its pilots. So the MTOW on those 36ish planes was 89,000 lbs Many of these are still flying for Republic and Skywest. They are the planes with the CZ in the tail number.
You really did nail why the E2 has little market in the US. They made assumptions about getting scope clause exceptions that were unwarranted based on market conditions. There really are few options available-the most likely seems that they could market and sell the jet to the mainline carriers, but I doing so they run straight into the teeth of the A220. They would have to offer it at a tremendously discount to the Airbus in order for it to make any sense at all.
But the US market is only 29% of the regional jet market so the scope clause troubles are a blow, but by no means the biggest one the project faces. The killer blow was Airbus buying the A220 (a complete own goal by Boeing incidentally - they basically forced Bombardier to sell it). Airbus has a massive marketing machine outside the US and has made an easy upgrade path from it to the A320 for ambitious regional airlines. The huge range (for its size) of the 220 is opening up many new routes between smaller towns all around the world, not just in the US. The modestly better fuel efficiency of the E2 is not enough to offset these advantages.
As a passenger, Embraer planes are more confortable and with amenities available even in the basic models. Seats, infotainment, noise and legroom. Maybe if Embraer could sell the E2 jet to the 3 major Brazilian airlines they would weather out this crisis easier. But Gol is in love with 737 max, Latam loves Airbus 321's and Azul just got the 320 neo. And the 3 of them are in financial troubles... Most Brazilian domestic routes are under the 4 hour flight time. Some fly to latin America capitals and Florida with 320's and 737, but this is not a major market in Brazil.
I flew on both the E195 and E195-E2 within the past 2 weeks and I have to say the E2 cabin was much better and more modern and the IFE system was much more advanced because it had a touch screen and the E195 only has a control system on the arm rest and only had live television rather then on demand shows/movies. I do have to say the tray table in the E195 was massive
It is also worth considering unit economics between E2s and ATR-72s over short routes, especially to underdeveloped airports. Passengers may think a jet is better, but propellers will make more money.
Interesting, I was wondering why American regionals weren't going for the E2. I've flown on Republic E175s a lot and I can't say it's a particularly pleasant experience (especially considering that Delta operates far nicer A220 on the same route from time to time) but was hoping the E2 could change things...
... I have flown on the A220-300. Amazing. Huge windows. Huge bins for carry on luggage. Flying on a 737...many PAXs must check their carry on...no space...this is not the case with A220.
For me the problem is the US law and when the Airbus took the A220 for itself, if Boeing didn't pulled out of the Embraer deal, i'm pretty shure the sales os E-190, 195 would incrase a LOT! I don't see Embraer making deal with Boeing anytime soon...
Boeing is trash and would hurt Embraer. Embraer has made passenger comfort and safety a priority. Boeing's quality control is extremely poor at the moment. Embraer should never sell their commercial business to anyone.
@@GrandMichigan Boeing dont have a problem selling it's products, no matter how you may view them. Even the 737 MAx is still selling off the shelf despite its rocky past. The 787 is still the best selling widebody ATM despite the issues it faces Just like Bombardier was with the CS300/100 program, Embraer is stuck in between a rock and a hard place. Embraer will need to find a way to revive its Commercial Aircraft divison or they will be forced to sell it. Good luck to them
76 passengers is also a bad number for airlines in that it requires two FAs in the US (one for each 50 which equates to two from 51-99). The unions aren't stupid, they limited this to 76 knowing this). The scope clause needs to be 100 to make that most efficient personnel wise. 100 is a lot if you're still gate checking bags and loading in a somewhat narrower cabin.
I have flown both the E2 and A220. I have to say both aircraft are incredibly quiet and comfortable, but I do prefer the A220 and I’d say is the better option out of both. I do hope Embraer finds some luck in this market because it really is a great plane. Porter has definitely made a great choice choosing the E2 and I will continue to fly it.
It's obvious that they are trying to block Embraer. It would cost less to fly the 175 E-2 because it saves a lot of fuel. It would be better for the passengers too because it could make the trips cheaper and more comfortable because the plane is the quietest of the class and also the cheapest. Would be even better for the cities and airports because the reduction of noise would also be greener producing less CO2. That is why the Scope Clause is totally pointless
I regularly fly the Amsterdam-Geneva route and most of the times I fly it on the E2. I love flying on that thing; it's spacious, quiet and comfortable. Any time I see that I'm taking the E2, I know I'm in for a lovely flight. It's sad that it's not doing that well
I remember Airbus not being able to sell a single A300 .. 6 month world tour .. zero sales .. talk of shutting down the company .. fast forward 50 years - they are now the Largest Commercial Aircraft Company in the World.
An awful lot of it due to the new sales manager they got after the initial failure of that world tour - a hyperactive loudmouthed yank called John Leahy who did an awful lot more than just manage sales. He transformed not only Airbus but the whole industry. Among many other things squeezed the engineers hard to make a successor to the 300 that was capable of being easily modified to produce variants aligned to different market niches. Hence the amazingly versatile 320.
...Air Canada is currently operating between Portland OR and Toronto.a 4hr:35m flight with eh A-220. When that service first started several years ago they were using CRJ700s. The 220 is a definitely step up in comfort.
I have not been on an E2, however, I've seen a few RUclips videos that imply they are incredibly quiet. I would love to fly on board one if I have an opportunity...
@@johniii8147 Yeah, there's a massive pilot shortage especially in the US so exactly WHY would the US pilot unions at the majors (which has to all agree) make changes to the scope clause that would affect them negatively?. From their perspective it's working just as designed.
@@johniii8147 That's like saying replacing diesel buses with electric ones affects bus driver jobs because the battery is heavier than the old engines. If, say, Alaska wanted Horizon to replace 175's with 175E2's it would save millions in fuel, and significantly lower carbon emissions. In this case it's like for like.
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Embraer is going to sell to China, Russia, India, Iran...in great numbers soon...The sanctions turned the market not in favor for the big2...
this video shows one major thing big money airline corporation have not learn to offer better brand services just smash as much people and act like we nothing more than pawns for profit which they claim they arent making.
Stop placeing the E2 and A220 in the same way.
Just another uneducated American spreading really juvenile US propaganda, what's new? It's all we ever hear from you people, man. For a perfect example, why do we always read you Americans endlessly trying to run down other countries militaries and their military hardware? (when the truth today is, so much of it is, actually, so much better than your own)?
You people, always just assume so much, and the truth is, none of you ever really understand what it is you're looking at, or talking about anyway. And it's always only your own words that prove that. For example, I've literally just been reading you people (always the American), all claiming your F-22, is so much better than the "Russian rubbish"? Only whenever you're asked what any of you have ever seen the F-22 actually do, (other than flying over a beach on a RUclips Video), that would allow you to make that claim, and hold that opinion? Well, obviously, none of you can ever answer that?. So again, all you prove is, that you're all just basing your own silly meaningless opinions on a whole lot of nothing?
So, what's that all about? I mean really, honestly, you people must have something extremely wrong with you all, we've never seen, or ever experienced such outright idiocy from any other people before. It's idiocy on a scale of idiocy, none of us have ever seen before. You've not even got the intelligence, or the understanding to realize, that neither the F-22 nor the F-35, can detect, track, or target any other stealth aircraft from BVR (beyond visual range)?
This is that stupid assumption we always see from you all, (with your propaganda claims, that you can't ever back up with a single fact). And none of you have ever even asked yourselves how your own stealth fighters can detect, track, or target any other stealth aircraft from BVR?
Yet the facts are obvious? And the reality is nothing at all like you all think, (well if you people ever think lol). But the clear and obvious facts, that seemingly none of you even understand are, that stealth alone, defeats high-frequency (short wave), radar, by absorption and deflection, yet you all forget it does NOT defeat low-frequency (long wave), radar. So regardless of the jet's RCS, when you're being detected with long wave radar you're anything but stealthy, and are today only a sitting target, and a blind sitting target at that! To detect, track, and target other stealth aircraft from BVR, you must have long-wave radar, (but it must also be enhanced), to remove all background clutter for targeting purposes.
Well, clearly, neither the APG-77 radar, used in the F-22, or the APG-81 radar, used in the F-35, can detect any other stealth aircraft from BVR, an obvious fact, the US Air force will be fully aware of. Only it seems the reality is, that when the F-35 radars were being designed 13 years ago, there weren't any other stealth aircraft to think about as a potential threat!
So, let's think honestly (for once). Just how can anyone possibly seriously see these US stealth aircraft as any sort of real or potential threat to either Russia or China?, (who both have these US stealth aircraft technically beaten today)? They can detect, track, and target the US stealth jets from BVR, yet the US stealth jets can't even detect them from BVR? Result = A pretty obvious one. And this is exactly why we should never just assume anything, or try to run others down, you always end up only looking remedial in thought process, and utterly stupid, at best.
On the other hand, the reality of this Russian rubbish (you all claim), does have a fantastic 5th generation radar, with enhanced long-wave radar, their new Byelka (2band) radar used in SU-57. Russia have designed, and they've developed, the first L-Band fighter radar we've ever seen. They've embedded L-band AESA radars into the leading edges of the wings. And this L-band AESA radar "data" gets processed in real time (through extremely powerful Russian computers), being significantly enhanced, removing all background clutter, meaning it can detect, track, and engage enemy stealth aircraft from BVR.
So just being honest, (as we should all be) the reality today is, very clear, this new technology, along with its very impressive range parameters, and it's very impressive jamming ability (over very large areas) make this aircraft deadly to all other aircraft types. (Russian rubbish indeed). They interact in ''real-time'' with each squadron member (auto selecting) the best placed BVR missile being carried by any of them, that can be fired by anyone of them.
They can take full control of surface-to-air (SAM) missile defence systems - (that alone is lethal), they can detect, track, and target all enemy stealth fighters, and detect them long before they even enter Russian airspace, from much greater distances today, with the "real-time" data from all those massive Russian ground (long wave stations), that are all protected with the networked S-400 defensive system.
The truth today is obvious, it could not be more obvious, these Russian stealth jets will always know exactly where the enemy stealth fighter aircraft are, so they'll always approach them head on, stealthily, able to down the US stealth jets from BVR (while the US stealth fighter jets would not even detect them coming)! Result, and the all important reality is? = you're doomed!
The Byelka (2band) radar, covers all frequencies across all channels, used for tracking, targetting, and also for jamming (over large areas). It's part of Sh121 multifunctional integrated radio electronic system (MIRES) on board the SU-57. Russia also tested this new radar suit in the SU-35's, so they also have the option of fitting this radar into the SU-35's.
Seeing the SU-35 at no disadvantage against either the F-22/35, as although the SU-35 can be detected, tracked, and targeted from BVR by the US stealth fighters, the SU-35 equipped with this new radar would be just as able to detect, track, and target the US stealth fighters from BVR. Seeing the all-important Russian advantage in BVR missile range, plus the excellent manoeuvring, neither the F-22/F-35 have, as more than critical, (if you're going to avoid simply being blown out of the sky).
This 5th generation radar design, has a very clear potential to provide a genuine shared multifunction aperture, with applications including... Search, track, and destroy, missile mid-course guidance, against low signature aircraft, identification of friend or foe with secondary surveillance radar.
Passive angle tracking and geolocation of JTIDS-MIDS-Link-16 emitters at long ranges.
Passive angle tracking and geolocation of L-band AEWC-AWACS and surface based search radars at long ranges.
Passive angle tracking and geolocation of hostile (i.e. Western) IFF and SSR transponders at long ranges.
High-powered active jamming of JTIDS-MIDS-Link-16 emitters.
High-powered active jamming of satellite navigation receivers over large areas.
High-powered active jamming of L-band AEWC-AWACS and surface based search radars at long ranges.
High-powered active jamming of guided munition command data links over large areas.
(Effectively, and completely, neutralising the USA's use of AWACS for their detection). The truth is this Tikhomirov NIIP L-band AESA radar, is an extremely important strategic development, and it's a technology which once fully matured and deployed in useful numbers, will render narrowband stealth designs like the F-22 & F-35 Joint Strike Fighter, and many, UAVs, as highly vulnerable to all flanker variants equipped with such radars.
Just Russian crap, indeed. You people really are your own worst enemy. Talk about a nation of clowns!
Typical US propaganda, usually consists of silly falsehoods, and fake misinformation claims, or just twisted truths, like the F-15, is said to be unbeaten in A2A combat. It's true, only when we look at every aircraft shot down by an F-15, we find that none had any offensive capabilities, and most had little if anything defensive, many without even a basic radar, meaning, you'd be absolutely stunned if the F-15 didn't shoot every one of them down. So it really is a very silly, and meaningless propaganda claim.
Yet we do have another aircraft that is also unbeaten in A2A combat and has faced off against aircraft just as capable as itself. The British Sea Harrier is the only aircraft unbeaten in A2A combat, that has faced off against worthy, viable opposition. And that really is a huge factor, that's worth knowing, unlike the F-15 propaganda claim, that you'd be shocked if it hadn't managed.
If you people could just think for yourselves, you should all be questioning why the US made it illegal to sell the F-22?. The US government seemingly wants it believed, it's because it's so good, they don't want anyone else to have it. Yet, that actually makes no sense at all, none, not even a little sense, as the facts are, they've no idea what's around the corner in modern military technologies, and with the speed we're seeing new military tactical hardware being designed, developed, and created today, it could well have made great sense to sell the F-22 at some stage? (If it actually works). If it worked, they'd have been able to recoup many of the resources spent on the aircraft, if not the resources in their entirety.
There's another, and much more likely, reason the USA would make it illegal to sell the F-22? And that's, if it is, just as I suspect it is, a "lemon", (that was intended to be their leading strike aircraft) that's failed, and if the USA have then only used the F-22 for propaganda purposes, then what better way of preventing anyone else from finding out that it actually doesn't work, and really is a lemon, than making it illegal to sell?
When you actually think about it, that's the only possible way to explain the USA making it illegal to sell the F-22. It can only be because it's a failed aircraft that was intended to be their 5th generation front line strike aircraft. Well, 18 years the US have had the F-22, (and they've been in wars the entire time), yet they've never used it, not once! And even more interestingly, just after Russia arrived in Syria in 2015, they removed all of their F-22's from right across the Middle East.
Absolutely no doubt about it, I guarantee we'll never see the F-22 involved in any sort of real war scenario, or even involved in any major sortie, because it's basically junk. They've even trashed all the infrastructure they had in place to build more of them.
I noted that Ukraine would like to receive (even buy) SAAB Gripen jets, which is interesting because in professional eyes this fighter is cheaper and has good track record but otherwise is considered less war-worthy than F35 or even (newer) F16. You could perhaps do a video on Gripen.
I’m a licensed engineer on the ERJ 170 & 190 aircraft. I can tell you it’s a quality aircraft. A real shame that the E2 isn’t selling as well. Embraer a really great company to deal with, they deserve to be successful.
Quality Aircraft compared to what? In this section, there is only one competitor (CSeries/A220), and it's far superior in terms of economics, range, and passenger numbers. There is also another expansion coming in for A220 with an extended fuselage. There is no such thing as "deserve", you either fight for it or not. Not to mention the fact that Swiss is banned from buying the Jet, and surely they don't want to buy Embraer given its poor performance
@@tomasgogashvily5350 that’s odd, I obtained my E170/190 engineer license through Swissair. They had quite a few at the time. They are modern, reliable, economical and comfortable aircraft. The E175 is simply a 170 with an extra fuselage section, likewise with the 195. The major difference between the 170 and 190 (apart from size) is the powerplant. There is no requirement for retraining when pilots progress from the 170 to the 190, only a brief familiarisation course and check flight. I worked for seven years on the 170, we had aircraft at 15000 flight hours and apart from several AD’s (all aircraft are subject to these type specific upgrades) there were no major issues or problems, they generally had a very high despatch rate. They were a niche aircraft, suitable for areas such as south east Asia, where something like an A319 simply won’t fill it seats for short hops, unfortunately Airbus and others recognised the target market potential and quickly designed AC to compete.
I really would like to understand your thoughts when you say that A220 has a better range and performance... it has a longer range because it can carry almost twice amount of fuel than the E2, and they have the same engine... so the difference in performance would not be that much, E2 has a better performance for the routes it was design for, regional routes. The A220 sells a lot more because it has Airbus sales power behind it and thats something Embraer cannot compete with.
@@SauronJC I agree with you. Good points.
Insider info;
If things keep going the way they're going with the "Airbus" 220, things might just look brighter for Embraer.
There is a lot of politics involved in this kind of purchases. It is really incredible that Brazil can manufacture a top notch plane and compete against the USA and EU aviation industries.
As a Brazilian, this also surprises me.
Boeing is hiring a lot of Brazilian engineers and I'm afraid we won't have enough in the future =/
Totally agree jamal
@@YurymBRBoeing’s method of beating the competition ,hire their employees!!
It can't help to have your country leading the BRICS name.
@Asphodelus0748 it is not about "making" a jet engine, but about what to do with it and whether it is profitable rather then buying one off shelf. In the Military cost is secondary, often more then make for by circumvention of vetoes or embargoes, but the civilian market is much more heavily profit driven.
An engine is also a key component and you'd lose the plane due to unreliability which si why selling an engine is often trust related. Pratt & Withney, General Electrics, Honeywell, Rolls Royce spent decades refining their products, but for a new producer, unless it comes out with a totally revolutionary idea, it is difficult to find a market space.
I've flown on the E2 - they're great planes, modern and comfortable. Sadly, the A220 isn't just a market leader. It walked into the marketplace, threw all the tables over, had a massive shoot-out, wiped the floor with everyone, stopped to chew some gum, and brought some flowers for the E2s mother on the way out.
LMLMD, so funny, and... true.
😂😂😂
🤣
It's funny because it's true.
🤣🤣🤣
As a Brazilian, I've flown on the E2 several times now. They're awesome, really comfortable and with a low level of noise within the cabin, even at takeoffs. I hope Embraer gets a bigger share of the market on the future.
It won't. Embraer will die, as is supposed to.
@@SuperHeroINTJ source: yes.
They should make narrow body jets in a 3-2 seating configuration next with E275 E290 and E295.
source: trust me . as if Boeing an d airbus are terrible ,right? obviously not
@@gknkrnkjgjugjrgjrng nobody said that. Embraer makes regional jets, something that neither of those made until Airbus got Bombardier's C-Jet and renamed it A220. And that's the only true rival for the Embraer jets in the world market.
I just flew on the E2 for the first time just two days ago. Compared to the original E-Jet series, it is way more comfortable. It’s a shame it’s not selling well because it’s an aircraft I’d definitely recommend.
The Embraer E1 was always a great jet to fly. It's why I could always fly JetBlue and be happy and comfortable. It's by far the best of any commuter jet. I'd like to fly an E2 soon, but the A220 is just so good...
What made it more comfortable?
@@alphamalegold I fly KLM E195 E-2 every week. It's an awesome plane. Of course it has 2-2 compared to the 2-3 in the (also awesome) A220. It's quiet, has loads of legroom, big windows and smooth flying. Walking up to the plane and it's massive engines is also a feast :) I would pick the KLM E2 over AF A220 any day. But, again, they both rock. Compared to the 737 and A320, both win.
The technology and comfort of the E2's is superior, but the seat limitation clauses in US pilot union contracts play a large role in E2 sales in the US, especially the E175E2's. The E190E2's are a super terrific aircraft but with a seat capacity of 104 passengers, their cost per seat mile may not be as great as the A220 depending on the difference in the price advantage that the E2's have.
E2 fits the more high end airlines image eith its 2+2 seating. What it needs is more range option.
I flew from Vienna to Lvov in an Embraer ,it was the most comfortable and quietest of all the planes I flown in !!!!
Seriously, I fly fairly often and the usual rotation is A320/A321/737-8/CRJ700-900/E175/777 and given the option of main cabin in all of these I’m always going to pick the E-175. Same for business with the exception of proper business/first on the 777 and select 321s. I have a lot of choice within the same airline when I travel and whenever possible the route that puts me on an Embraer is the route I take.
I believe another important factor playing out is the fact that the E-Jets simply don't need to be replaced right now. For context, the E-Jet first flew in 2002, meaning most E-Jets in operation are about 10-15 years old.
They are also developing a new regional jet that will probably have both turbofans and ability to be converted to the new open fan design that should be coming out of development when the airlines are ready to renew their current fleet so theirs no reason to preorder E2 for future delivery either. They can wait until closer to 2030 for that.
This is a valid point. The 190s I have encountered in Europe, especially Finnair, seem plenty modern and they've got a lot of cycles left in them
Covered at 5:50 in the video, with a list of E-jet fleet ages.
Very much this. Most of the current E-jets flying are still very new. Their thin profit margin still hasn't allow them to re-order its successors.
E Jets are gas guzzlers. They will not age well.
Embraer makes really, really good planes. I spent the last 5 years flying the E175 professionally and even being now outdated, it is still one of the most advanced and pleasant-to-fly aircraft in existence. It really is a wonderful aircraft, and while I haven't flown the E2, I am sure it is also a great product. I just hope Embraer can find continued growth and success. Aviation greatly benefits from having their products available on the market.
The E175 is not “really good”
@shannonjurgens3667 yes, it in fact is. It's a great airplane in many respects, and serves its role in the industry very well.
The E175 is serious junk. Glad the E2 is not doing well
@@Chorizo727biased kid
@@Chorizo727 "e175 is serious junk"-person who has never flew in one. And fyi, embraer aint failing. It's making a huge comeback with porter ordering 75 e195 e2s.
The Airbus A220 has definitely impacted the aviation world. While it has the capacity of a regional jet, it has the cruise performance of that of an A321LR (almost) which is amazing. Love that plane.
At more than 110 passengers in three-class configuration (or 130 in dense configuration), the A220-100 is classified as a under the scope-clause as a mainline medium-haul airliner, because it still too large to be a regional jet. It is intended to replace small mainline jets like the 737-600 and 717.
@@texasabbott But it has the efficiency of a reginal jet, with the capacity of a smaller 737.
@@F1_Continued that’s because of the advances in technology form fuel efficient engines and light weight materials. Does not change the fact that classification it’s not a regional jet. It’s a very small mainline narrow body. It’s also more expensive than a regional jet too by a lot
@@paulshields2220 I wasn't trying to "disprove" the fact that its not a regional. I was saying that it is great because you have the capacity of a 737 or 717, but has the efficiency of a large private jet, like a CRJ-200 or something like that.
Don't know where Coby got his data but the A220-300 definitely don't have the legs to do 3800NM with a full passenger load. Base on the payload range chart, the difference in range at full passenger load between the E2 and A220 is some where around 300 NM to 400NM.
To answer your question, yes, I have flown on the E2 several times. True, it is not a wide bodied jet but its seats offer at times better all-round room than many of its bigger competitors. The Embraer feels solid, very safe and comfortable and the sight of those big engines does inspire a lot of confidence. I truly hope that Embraer will eventually find solutions to this fix.
Very interesting report. Living in Hawaii, I think the E2-195 may be a great replacement for the aging 717's. Since they are 50% cheaper than the A220 and won't be expected to fly transpacific, it might be a great plane for inter-island service.
They would be, but I wouldn't be too optimistic. Qantas recently placed a huge order to replace their old QantasLink 717s which fly shorter regional routes in Aus, and they went with A220s (though they were part of a far larger order which included a slew of A32x-neos, A321XLRs and some A350 Sunrises, just for good measure.
@@lmlmd2714 so excited for the new qantas planes their domestic fleet is ageing
@@golfinglife2454 It really is. The 737s are really clapped out, but I'll miss the 717s.... they're so iconic of QantasLink.
@@lmlmd2714 why would they replace the 717s with A220s and not E2 jets, if A220 is way more expensive?
@@teoralelofon3785 I'm just saying this is what Qantas did, and most airliens are going the A220 route. For Hawaiian, it would give them the option of using them both for inter-island routes and also long and thin routes too, which could be of use to them for expanding their reach in the pacific to little served destinations.
My company started operating the E195 E2 earlier this year, and we had placed a conditional order for the Bombardier C Series (now the A220) ten years ago which fell through due to political reasons. When the order for the jets was placed, my understanding of the selection of the E2 was that Embraer was willing to "sweeten" the deal substantially given that no other airline in North America had ordered it (we are the North American launch customer), and that there was still a lengthy delivery/order backlog for the A220 (COVID/supply chain induced). It's a new type for us but we don't have a "scope" clause to abide by since everyone is on one seniority list operating whichever aircraft type. I think it was a good decision since the economics of the aircraft are terrific (much like the A220), it's quiet, comfortable, and has genuinely been well received by our passengers who have traveled on it. I have yet to fly on one (or even the E1 for that matter), but when Air Canada was operating the first generation E190, people used to swear that was the most overall comfortable aircraft in their entire fleet (including widebodies). Great airplane- the size of it is what a lot of operators with regional subsidiaries are getting hung up on.
The American regionals can not staff their current operation as is. Given how much money United, American and Delta are throwing at the regionals just to try to keep their flight schedule from crumbling under the weight of the crew shortage. The cost saving incentive of having "cheaper" crews fly seat and MTOW limited regional jets is soon going to be non-existent, regional pilots are rapidly becoming just as expensive as mainline pilots. I could see the scope clause becoming null and void in the not-so-distant future, with the legacy airlines in the US just folding their regionals into the mainline fleet in an attempt to mitigate the pilot recruitment issue. If that happens and the E170/175 E2 becomes viable in the US, I could see the orders for the smaller E2 models alone outpacing the A220. Pilot training is something airlines hate spending money on, and given that the E2 and E1 share the same type rating (as far as I know), the training cost for the thousands of pilots in the US currently flying the E1 transitioning to the E2 are minimal.
If the big companies swallow the regional ones, on the long haull it makes sense to buy a compatible plane with the long distance ones, to be able to share pilots. Especially if there is a pilots shortage, this would help mitigate things. That means that on the medium-long timeframe, it would actually help to use Airbus or some Boeing planes also for regional flights. Which in the end migh help Boeing decide to buy Embraer.
Boeing is not welcome anymore. The military lines of Embraer will help her to survive…
love Porter airlines, good luck my friend
One thing I can't understand is that, if the A220 is such a marvelous aircraft, WHY it was not selling before Airbus took over the project. The plane it self was exactly the same when it was a Bombardier C Series, and than out of the blue, when it became an airbus product it took off on sales. For me it's not just a matter of how good the airplane is but, the business behind it count the most.
As a Canadian, it pains me to hear the name A220 every single time
You can thank the US government for that. It's why Bombardier had to sell the program to Airbus. Tariffs for any US airline.
In a nutshell, because Boeing accused Bombardier to be doing illegal price-dumping when it won Delta order. Bombardier was forced to find an ally with manufacturing in the US, and since Boeing is the opponent, they went to Airbus.
(Highly simplified, but you get the gist.)
The A220 is largely overrated. It has many technical problems, related to corrosion and the engines. Because of the geared turbofan engines, E2 and A220 will never be gamechangers, i'm sorry.
@@mikeschmit007 yet, the A220 already is. And it's very well documented. Boeing blew it...
Seeing the C-Series success under the Airbus banner is rewarding & depressing at the same time, as an ex Bombardier guy. Bombardier basically gave the program to Airbus for free to avoid bankruptcy.
I take small comfort in watching McDonell Boegas repeatedly fuck itself in the ass; to the MAX.
As an Airbus guy, i just can say it was one of the best deals Airbus ever made. Especially because there is still so much potential left for the aircraft
Can't understand why Boeing refused to make the deal...
@@apogaeum4313 Because Bombardier didnt want to. The reason they had the problems were the American authorities and why then give them all if that
Porter is the first and only North American carrier flying the E2. They started service 2 weeks ago.
And Porter not going with the A220 is such a shame. Last chance for a new Canadian plane with a Canadian carrier
@@_ernie Fun fact, they originally actually wanted the A220. Why they haven't stuck with it is a mystery for me, but, as a Brazilian, I'm glad they chose the E2s.
@@PlanesAndGames732 Probably a combination of a long wait for the A220 and a a much more attractive price for the E2.
@@rais1953 Not sure why the wait would be long, given they ordered the CSeries in 2012
@@PlanesAndGames732 They ordered CSeries was ordered in 2012 in hopes that Billy Bishop Airport (YTZ) would allow jet aircraft to operated - specifically the CSeries (YTZ only allows prop aircraft). But when the government reaffirmed that they would not be opening up YTZ to jets, Porter cancelled their order. So if they wanted them again they'd have to go to the back of the line.
They were using the CSeries as political leverage to get YTZ opened up. "If you open it up, we'll buy Canadian made jets." At the time the CSeries looked like a big white elephant and they were desperate for sales.
Plus I'm sure they got some really sweet discounts on the E2's.
The quality of Embraer's planes is beyond dispute. It blows my mind, for example, that there hasn't been one passenger fatality on the ERJ series. When you consider that these jets are used primarily for short-haul, regional flights involving many more takeoffs and landings than with larger narrowbody models, that is a simply extraordinary safety record to contemplate; statistically amazing. It's too bad that Boeing pulled out of the contemplated Embraer acquisition (probably in violation of their contractual arrangements) -- I think that tie-up would have made a lot of strategic sense, for both companies.
Look at Flight 470 of LAM, November 2013 with 33 fatalities
@@Karlschiffer1it wasn’t the aircraft fault
Check out Henan Airlines Flight 8387 with 44 fatalities in 2010!
Also another EMBRAER CRASH in Angola with 17 ocupants killed.
boy it would have been horrible for Embraer and now we know it. The engineering first mentality from Embraer would have been destroyed. I hope Embraer never merges to Boeing or any other.
the e jet has crashes, not the older erj
With Mitsubishi formally killing the space jet recently and discontinuing production of the CRJs in 2020 it seems to me that all embraer has to do is wait like Colby said. The majors will be forced to change the scope clause to allow the regionals to fly e2 because it will be the only jet left in the sub-76 market.
Really sad that the Spacejet is now finally gone. I liked the design, and due to it being compatible with the scope clause, it would have had its potential on the market.
Or they could just put a different placard in the cockpit giving it a sub 86,000 lb MTOW. Thats what they did for the original E175! At Compass the Delta planes (former Northwest) were 89k and the American Eagle E175s were 85 and change.
@@andyhall9669 that trick just wouldn't work with the e2 because of how heavy the basic operating weight (empty) is. They would have to severely reduce it's payload and/or fuel capacity to such a point that it's not feasible.
Why is Mitsubishi shutting down btw?
The scope clauses will not change. Fools errand to think they will.
I flew on a new Porter E2 making its inaugural trip from Toronto to Montreal. I know the A220 was designed and engineered here in Canada but I'm glad Porter got the E2, it's a fantastic jet and whisper quiet. The cabin wasn't anything special, but nothing this size ever really is.
Porter was to be Bombardier's launch customer with the C-series but with government interference, the Covid pandemic and the C-series going to Airbus Porter went to Embraer and forcibly became the E2 launch customer and profited by the lower cost per plane. Porter is working hard to get high standards and the flying public is loving it !
One possible market Embraer should explore more is Africa. There is a lot there to gain in regional jets. For sure, the marketshare isn’t a big as the US, but some key players like Royal Air Maroc who are already flying their planes can be a good card to play.
The E2 was recently certified in China too
Air Peace (Nigeria) is flying the E195 E2
That’s an excellent idea. There’s a huge amount of regional jets here in the US, but with a few hubs across the African continent, most cities could be reached with that kind of flight model.
Africa is the future! Whoever wants to survive in the global Market will need to get agreements with Africa.
both airbus and boieng have prpduction plants in morocco the royal air maroc will for sure favor this 2 companies@@viniciustoresan4780
I flew the KLM E2, and it's definitely a joy. It's very silent inside the cabin and feels luxurious.
I am really curious why KLM choose the E2 and not the A220? Or am I asking an obvious question?
Price and range could be a huge factor. If they do not need the extra range and they could save around $30m per plane, that would definitely help. Also think that the E2 is a little more efficient than the A220, not by a whole lot tho.
Flew the 195-E2 on KLM a week ago, loved it. Especially the 2-2 conf, which felt more comfortable to me compared 2-3 on Airbus A220.
Well I work on the E2 for KLM…. And I have to say that I love it as well. The cabin is fresher, relax, comfy . And upgraded. It’s a long cabin. But very quite plane… here & there some issues but all by all I love it.
5-abreast is better when you are travelling in a group of any number. You can always arrange so that anyone in the group will seat next to another. No one has to seat next to a stranger.
@@yosi.hendarsjah That is a _very_ specific situation. What if you are travelling with 4? or 7?
one thing I noticed about the E2 is its soft ride while taxiing/rolling for take-off/landing. When I got off the plane I got my answer; this thing has trailing-link landing gears, something you only find on high-end bizjets.....
Just flew on the inaugural Porter YYC-YYZ flight on their 195-E2! Fantastic aircraft to fly on, and the quietest I've ever been on (even quieter than the MAX). Only downside is the small overhead bins and small bathrooms.
I have flown one too and the lavatory in the back is huge. I hear the lav in front is small but the back is the biggest I've seen on any narrow body
@@CaptureKing247 Didn't get to check out the back lavatory. Thanks for the insight.
Definitely doesn’t have the capacity or range of the max. Still a regional jet.
@@amg5983 I am not sure you can consider Toronto to Vancouver or LA or Cancun a regional flight. Porter can technically operate these routes at a lesser cost vs other aircrafts including the MAX. The Embraer costs $60 million; the Max is $121 million. When competition is tight, it's a lot easier to fill 132 seats vs 189 seats. And as some other people have mentioned, passengers will be more comfortable in 2x2 seating vs the chance of being stuck in a middle seat in packed 189 aircraft.
@@amg5983 Definitely no longer a regional jet when it can go coast to coast. And it isn't a competitor to the MAX or NEO, it competes with the A220
Just flew the E2 a few days ago. Definitely has a refreshed feel. Great lighting. Seemed to be a quieter ride in the cabin. Cabin felt larger and more spacious. Overheads seemed to accomodate more. Was impressed enough to wonder if the airline had done a cabin refit...until I saw the safety card and the ac designation as an E2.
I did fly in E2 KLM.
Great plane, I liked it alot.
I am sure that it can find customers who don't need A220 range. Good luck E2!
The E2's range is more than capable of performing any routes that is currently served by the A220
I like the way you speak so clearly and concisely. How on earth do you do all your research and get so much inside information. Actually, I do not expect you to give away your secrets.
I hope Embraer bounces back we need more competition in the space
Just flew last week on a 195 E2. The aircraft is incredibly quiet and stable. Feels like it's standing still in the air. And I was lucky to get a seat on the first row, where I had plenty of room to relax my legs and appreciate the view from those big windows. Can't tell about the leg room on the normal rows, but didn't seem smaller than a 737 for example..
Unfortunately never had the chance to fly on a A220 to compare, but the E2 is definitely more comfortable and quiet than the 737 Max and the A319/320, for example. My next flight will probably be on a 320 NEO. I will pay attention and take notes on the differences.
If it have the Prat and Whitney engine, then you would also find something very familiar
Leg room is the airline's choice - they can slide the seats as far apart or as cramped as they like whatever the model of plane. Seat width, though, is set by fuselage diameter. The 220 has slightly wider seats than the Embraer. I haven't flown in the Embraer but geared turbofans (as in the 220) ought to be much quieter than conventional turbofans - that's one of their selling points.
That sunset view with the Delta 747-400 wingtip shot from inside the back of the plane (at the end of the video) is so beautifully nostalgic! Please don't ever get rid of it.
Flew on TuiFly 195-E2 from ANR tot Malaga. No complaints, decent plane. Probably the largest passenger jet able to land and take off at ANR.
Porter just purchased a bunch, I was on one yesterday and have a video, it’s a great plane as a passenger
I am a Canadian and I have friends who have flown on Porter Airlines recently and have expressed their favourable feelings about their return flight recently about the Embraer product. Porter doesn’t use a middle seat in their Cabin layout so I don’t know if that is a common offering, but it could be with other Airline Customers.
scoot (budget arm of Singapore Airline) will take E2 for their regional routes
I love the E2, I fly on it regularly and the cabin is spacious and quiet.
As some commenters has pointed out, Scoot of Singapore will take on a few E190 E2s some time in the near future. Would be interesting to see if other carriers from SEAsia would take a look on how it performs and then maybe take some orders for themselves if it turns to be a good fit for the region's market.
Myanmar Airways International (MAI) currently has E190 E1s in their fleet. But as the economy in that country plummets from the ongoing junta government killing their own citizens, the carrier is experiencing losses to even survive what to say ordering new aircrafts.
Think regional jets are relatively new to Asia as flights that don't have as much capacity there more commonly use turboprops instead, perhaps as they're more fuel-efficient
As a brazilian I'm really proud of Embraer and how it competes in the aviation industry.
You're proud of something you had no contribution to it?
@@ohdude6643is it a strange concept for you? My contribution is limited to the amount of company shares I buy whenever possible.
@@ohdude6643 It's called patriotism, and you don't have to be a nerd about it
As an active pilot at a U.S regional airline, currently flying the E-175, I absolutely love the aircraft. It was half the reason I came to my company and it is by far the most popular aircraft from both a pilot and flight attendant standpoint. Sadly I do not plan to stay at my company and will eventually move on to a mainline carrier (United, Delta, American, etc), but I will miss that airplane dearly and I truly hope to see the E2 flying for U.S carriers in the future.
Actually, by every comment, I see that 195-E2 is the best of the category, compared to A220. Lighter, cheaper, easier to drive, silent, and even more comfortable. And maintenence costs are lower, and it is said that Embraer post sales operations are the best.
I’ve recently flown a E190LR on a 30 minutes flight and quite honestly, as an Airbus fan, i’m really impressed at the comfortable atmosphere in the aircraft. 2-2 layout and big legroom are my 2 most favorite thing about this aircraft and it also looks quite nice. I hope Embraer can bounce back and be even more competitive again giants like Boeing and Airbus
I've not flown on an E2. I've been on KLM Cityhopper E-175 and even a Ukrainian International Airlines E-190, but the feeling I got from those jets were that they were in great condition with no need for any refresh.
The regional airline market in Europe is also a bit more... inclined towards existing regional aircraft. The Dash-8 and ATR turboprops are very much everywhere, and there's still some Embraer and Canadair Regional Jets floating around too. The existing E-Jets fit into that regional market too, but for a regional carrier to consider getting rid of their existing fleet for E2s seems a bit too much of an ask. Plus, while the regional airline market is still going strong for the US, European high speed rail and legal restrictions on domestic flights are ultimately shrinking the regional market to the outer parts of Europe, where a train would either take too long, or where a sea is in the way.
Im brazilian and flew in the E2195 a couple times and the cabin for sure is much bigger, you have mote space in the luggage compartimant over the seats and the mosti mpressive feauture is the very low noise... you can berely hear it... very quiet.
Have flown the KLM City Hopper in economy class, really a first class plane, two seats each side, plenty of leg room with cosy interior space, attractive hostesses were a bonus. This plane re-gave me the thrill of flying; most other planes from Boeing & Airbus feel more like being on board a meat carrier ...
I took a flight here in Brazil, from Florianópolis to Rio de Janeiro with a stopover in São Paulo, the first part was on a 195-E2, and the second part was on a 195 1st generation, and the difference is extremely noticeable, the quality of cabin pressurization, the lighting, the noise of the engines in the cabin, even the space between seats, a masterpiece.
I am very familiar with both the E1 and E2. I only had to fly the A220 once to know Embraer was in some hot water. That was a beautifully designed marvel that just felt wonderful to fly on.
It wouldn't be an Airbus if it wasn't for Boeing meddling so hopefully they invest heavily in the E jets or buy embraer and they flop 😆
@@juliogonzo2718 Não entendi Julio, explique melhor
É muito fácil dizer isso por morar em um país desenvolvido onde controlam todos os lobbys aos países emergentes que nem o meu BRASIL. O norte compram engenheiros do mundo todo pois a moeda é forte e podem imprimir dinheiro a vontade para bancar seus projetos, e depois espalhar a inflação para o mundo todo, que orgulho você sente em amigão. Isso vai acabar quando a China, Índia, Brasil, Russia, toda a Africa, Oriente médio rejeitar a moeda de vocês, ai a torneira vai secar. Está na hora dos países emergentes cobrarem com juros e correção monetária o que todo o ocidente do norte fez, a escravidão, o boicote, a invasão de outros países. Ai quero ver como vão se sair sem dinheiro imprimido aos montes.
@@4David97 Gente boa. Eu sou Brasileiro e já fui orgulhoso de trabalhar pra essa companhia que já FOI uma boa companhia. A Embraer agora é um gigante burocrático com a Executiva que não faz dinheiro e gasta e a Comercial que leva a Executiva nas costas. Acorda pra vida e admita que a Embraer não inovou e por isso tomou fumo da Bombardier como sempre! Saíram do 135/145 pela competição da Bombardier e como a Embraer não aprendeu a lição na primeira vez agora se arrebentaram com o eJet que vendeu bem no começo mas agora foi absolutamente derrotado pelo A220. Se a Embraer quer competir no mundo, que faça um produto de qualidade, e não uma bosta de E1 requentado como o E2. A engenharia é competente, mas a gerência foi preguiçosa e agora estão deitando na cama que arrumaram.
@@Potatofarmer1898 Cara sinceramente penso além do que uma visão interna, penso em uma visão geopolítica. Você acha mesmo que a Embraer conseguiria competir com os EUA e Airbus sem o apoio do governo brasileiro? Você mesmo sabe que os nossos governantes são vira-latas e corruptos, se a Embraer fosse bater peito sem o apoio do governo o que aconteceria com ela? É por isso que ela come pelas beiradas querido!
The Embraer E-195 E-2 is a terrific airplane. Sadly, it's not selling as much, but KLM, and Porter Airlines are both using theirs on higher frequencies. It seems rather odd for a "Regional" type airplane. Porter Airlines recently opened up a YYZ-YVR "across Canada" route with this airplane. It seems to be a popular route. I think KLM are using theirs as an ideal European city hopper with a "higher capacity", higher density layout as opposed to the popular E-190. I am hoping that there will be more interest here with this fine airplane. The ride must be smooth and quiet as well. I would highly recommend Hawaiian Airlines, to consider the E-2 as a proper "replacement" for a great airplane like the 717. Hopefully, that can happen.
The E-2 is amazing from the moment that you see it on the ramp, until you get out of it. It’s more comfortable and a way quieter. Heck of a plane.
Delta, American, United can buy the E195 E2 146 seats and can have their own pilots fly them. They have enough range to cover many markets. 😊
Great video Coby. Hope Embraer pulls through and sells more of these great airplanes.
This is your best one yet...thanks. One more issue is that the A220-500 looks like it will happen soon enough, so this is an option that E2 buyers will not have. It will be lighter than the A320neo/B737-8 and for 35 years maybe so this really adds up. Interesting stuff...
Whenever an Embraer aircraft is to carry me, I get happy! (I have to the moon on milage.)
The special thing of Embraer not mentioned in this video, is its softness in the air. I find it lovely how they just fly like natural birds!
I’ll have to assume the balance with the flexibility of the wings does this. No wonder Wideroe have chosen Embraer as a carrier for the future, being the case Wideroe go up and down the Norwegian coast, where bouncing is quite the rule.
@Kaufman Andy it's a favor you do for embraer
@Kaufman Andy Why ?
@@Goooodbye because they fly like birds although they aren't.
There's an update on the Embraer story, india will be manufacturing the turboprop versions and I believe they will be used by the military initially but later on will be used for civilian aviation
I hope Embraer recover from this situation 🇦🇷🫱🏼🫲🏼🇧🇷
I flew on a KLM E2-195 from Schiphol to Vienna in october.
First off, the plane had a defect, a mechanic came but it was not possible to depard. We had to switch to a different E2-195, which was standing on the tarmac. We departed with a delay of some 4 hours (flight time to Vienna is such that we were still on the tarmac at Schiphol on the moment we should have exited the plane in Austria... auch).
I had a window seat, which was not comfortable... not high enough for me being 1,90 meters. But I was able to switch with an aisle passenger. The flight on the aisle seat was fine, nothing special.
The returnflight two days later went fine also... no delays and having learned the lession of not taking a window seat.
The same Scope Clause that helped Embraer in the early 2000s is now bitting the company in the bottom.
I worked for Embraer in Sao Jose dos Campos in the early 2010s for 5 years and I remember very well seeing the first E2 fuselage being produced. A shame as all of us were very excited especially due to the new engine.
On the trade day at the Avalon Airshow 2023, I got to go inside Tech Lion (Profit Hunter Livery) and the interior cabin is quite good. Got to sit in the cockpit and have a good conversation with the pilots who love flying it. It is a nice plane with high tech features found in larger aircraft. Looks great with those big engines. Shame it isn't selling.
Looks like a beautiful, efficient piece of machinery. The landing videos look so smooth
Porter, Binter, and KLM, among others, have purchased Embraer E2 jets. Last time I checked, more than zero entities isn't the same as "no one."
I think he means the 175 smaller version. All the purchases so far were on the 190 and mostly on the 195. The 175 was made for US regionals and the scope clause has been killing it.
The Embraer E2 is a great plane. Azul has some of those and they´re really confortable
This might have been true an year ago, but today is definitely not the case!!! Embraer is selling E2s as expected, with constant growth to the company.
i've flown both E195 e1 and E195e2. The E2 feels like a whole diferent aircraft!
Not only Air India but other Indian airlines like Indigo has ordered 470 aircrafts just after Tata recently which is a firm order also akasa airlines have a order of 56 aircrafts of which 14 received and some other deals are also on tables for spicejet, go first, vistara, etc. So, we can say that India is emerging as a huge airline market though our railways transport 8 billion people a year but there are many who prefer flights
"Indian airlines like Indigo has ordered 470 aircrafts just after Tata recently which is a firm order also akasa airlines have a order of 56 aircrafts []"
Of WHAT?
@@peterklein4349indigo 970 Airbus 320/321, akasa air 76+150 soon of B 737 Max
I flew with this plane last month and I was impressed. Huge overhead bin, spacious cabin and it was really quiet. Hardly heard engine noise at all. Shame the sales haven't picked up. 😢
The A220 (C300) was designed as a "Canada Jet" meaning it had to meet the demanding conditions of hours long flights to northern and arctic regions with very thin service routes. The routes are currently served by aircraft like the 737-200, Dash8, and CRJ and it's an area where there was little competition but plenty of money to be made. Routes like Vancouver Yellowknife, Vancouver Whitehorse, Toronto Fort Mac, and other remote towns could now be quickly and directly connected to major metropolitan hubs. And routes that used to take 2 or 3 transfers now only take one flight. The range is an absolute necessity for Canada routes which tend to be long and thin in the first place.
The 6 hour+ range is not there just for marketing, it's genuinely because you need that range to service a lot of the routes in Canada. It also happens that Canada is literally wider than the Atlantic ocean right next to it. If you stand at the eastern shore of Canada you're closer to Europe than you are to the West Coast.
I've flown with both The ERJ and E2 , these aircraft are like sports cars with inspiring performance and confidence reposed by pilots and pax.
Flew on a 175 earlier this week and was pretty comfortable. Had more room than on my connecting flight that was a 737
You wrong! Embraer made big sells to Porter, 50 firm orders, plus 50 possible. Sold to Indonesia, Binter, Air Peace and others!
The E2 is great and very comfortable like all other embraer jets, i regularly fly it between cities in the nordics, it's much better than other regional jets that companies have been using in the past like CRJ/Canadair/etc.
Fortunately 4Q 22 numbers were better for Embraer. They also sell lots of private jets.
The E2 has been recently certified in China.
They are coming with electric planes and the "car / drones" will be a big market.
If Embraer closes that will be bad for everyone.
I love this channel. So informative. Great in depth analysis while being entertaining
Being a pilot this plane is a master piece, the interior, avionics, speed, efficiency.
Flew recently on Porters 195 E2 and I was really impressed with the cabin, comfort and overall pleasing layout.
Something I find a little crazy is that the US regionals are still taking E175 deliveries… even as the E175-E2 sits in Brazil.
Well.. Yeah... Scope clause. US Regionals can't fly the E2's
It's not crazy. The E-175 meets the scope clauses for AA/DL/and AA. E2 does not. By design the scope clauses restrict what a regional can fly for them.
most anti-environmental piece of a collective agreement 😬
@@oakromulo Protects good paying jobs, mine included.
IMO regionals just need to die. E-Jets serve a necessary purpose but you could solve the pilot “shortage” real quick if you could get a seniority number at a legacy on day 1 of your career.
@@adamp9348 I honestly don't get how the MTOW restriction helps anyone. Seat count, sure, makes sense. But MTOW (instead of, say, payload) restrictions seems like a technicality. 175-E2s effectively play the same role as 175s and it's kinda stupid they aren't treated equally because one happens to have a heavier engine.
Flew the E2 with Wideroe once back in 2018. There was stark contrast regarding the noise between the E2 and the Dash 8-100 that I was flying right before. I think one may compare the E2's noise levels to a a320neo. It is quite good. For landing noise from the outside it is quite good as well. To me it is comparable to a A220.
The engines used by Embraer on the E2 are basically the same as those on the A220, as they are from the same engine family.
Which e2 did you fly on?
Widerøe using E190-E2. Nice plane.
I feel really sorry for Embraer. It must be very hard to break into a market already dominated by Boeing and Airbus. They’ve produced a fuel efficient upgrade and a really good plane that nobody’s buying. They had a chance when Boeing went through the max scandal - which would have killed Embraer if they’d been the ones hit - but Airbus was there to step into the breach. Maybe their research and marketing department need an overhaul, but I hope the company does recover and sales increase. I’ve not flown in the E2, living nowhere near any of its routes, but it looks way more comfortable than most short haul budget passenger aircraft.
Existe uma frase que resume bem a Embraer: "Se não pode ser o Maior, seja o Melhor", está no DNA desta empresa o Desafio .
@@deccosantos8091yes! That’s a really good saying. Budget airlines have become a very uncomfortable way to travel but often there isn’t a choice for the route. Embraer should compete on comfort and service. I would pay a bit more for a 4 hour flight not to be packed in like a sardine, with any cabin baggage needing to fit under a seat and being grossly overcharged for a tiny snack.
Embraer is doing very well and thank you. she has real profit and good customers
Embraer must try to increase the range it can fly - that could help
Too bad. I flew the E175 at Compass and it's a FANTASTIC airplane. I'm sure the E2 is awesome.
Fun fact: Compass was started by North West Airlines as an flowdown place for its pilots. So the MTOW on those 36ish planes was 89,000 lbs Many of these are still flying for Republic and Skywest. They are the planes with the CZ in the tail number.
You really did nail why the E2 has little market in the US. They made assumptions about getting scope clause exceptions that were unwarranted based on market conditions. There really are few options available-the most likely seems that they could market and sell the jet to the mainline carriers, but I doing so they run straight into the teeth of the A220. They would have to offer it at a tremendously discount to the Airbus in order for it to make any sense at all.
But the US market is only 29% of the regional jet market so the scope clause troubles are a blow, but by no means the biggest one the project faces. The killer blow was Airbus buying the A220 (a complete own goal by Boeing incidentally - they basically forced Bombardier to sell it). Airbus has a massive marketing machine outside the US and has made an easy upgrade path from it to the A320 for ambitious regional airlines. The huge range (for its size) of the 220 is opening up many new routes between smaller towns all around the world, not just in the US. The modestly better fuel efficiency of the E2 is not enough to offset these advantages.
As a passenger, Embraer planes are more confortable and with amenities available even in the basic models. Seats, infotainment, noise and legroom. Maybe if Embraer could sell the E2 jet to the 3 major Brazilian airlines they would weather out this crisis easier. But Gol is in love with 737 max, Latam loves Airbus 321's and Azul just got the 320 neo. And the 3 of them are in financial troubles... Most Brazilian domestic routes are under the 4 hour flight time. Some fly to latin America capitals and Florida with 320's and 737, but this is not a major market in Brazil.
Was literally looking at the E2 the other day and wondering why so few have been ordered, will be an interesting video!
Shut themselves out of the US market
There’s a level of mental comfort knowing it’s not a Boeing, Cincinnati to ny was pretty good, smooth, but that airbus to Hong Kong was wow!
I flew on both the E195 and E195-E2 within the past 2 weeks and I have to say the E2 cabin was much better and more modern and the IFE system was much more advanced because it had a touch screen and the E195 only has a control system on the arm rest and only had live television rather then on demand shows/movies. I do have to say the tray table in the E195 was massive
It is also worth considering unit economics between E2s and ATR-72s over short routes, especially to underdeveloped airports. Passengers may think a jet is better, but propellers will make more money.
@jimbee7342 Virgin Australia ditched both E170s and ATRs to focus solely on 737 now.
Interesting, I was wondering why American regionals weren't going for the E2. I've flown on Republic E175s a lot and I can't say it's a particularly pleasant experience (especially considering that Delta operates far nicer A220 on the same route from time to time) but was hoping the E2 could change things...
The interiors of the E1 and E2 are basically the same.
I fly on 175s and I don’t seem to hate them
Can someone explain to this guy that the US isn't the world? I mean, he only explained based on US examples...
... I have flown on the A220-300. Amazing. Huge windows. Huge bins for carry on luggage. Flying on a 737...many PAXs must check their carry on...no space...this is not the case with A220.
For me the problem is the US law and when the Airbus took the A220 for itself, if Boeing didn't pulled out of the Embraer deal, i'm pretty shure the sales os E-190, 195 would incrase a LOT! I don't see Embraer making deal with Boeing anytime soon...
Boeing is trash and would hurt Embraer. Embraer has made passenger comfort and safety a priority. Boeing's quality control is extremely poor at the moment. Embraer should never sell their commercial business to anyone.
@@GrandMichigan Boeing dont have a problem selling it's products, no matter how you may view them. Even the 737 MAx is still selling off the shelf despite its rocky past.
The 787 is still the best selling widebody ATM despite the issues it faces
Just like Bombardier was with the CS300/100 program, Embraer is stuck in between a rock and a hard place.
Embraer will need to find a way to revive its Commercial Aircraft divison or they will be forced to sell it.
Good luck to them
76 passengers is also a bad number for airlines in that it requires two FAs in the US (one for each 50 which equates to two from 51-99). The unions aren't stupid, they limited this to 76 knowing this). The scope clause needs to be 100 to make that most efficient personnel wise. 100 is a lot if you're still gate checking bags and loading in a somewhat narrower cabin.
I have flown both the E2 and A220. I have to say both aircraft are incredibly quiet and comfortable, but I do prefer the A220 and I’d say is the better option out of both. I do hope Embraer finds some luck in this market because it really is a great plane. Porter has definitely made a great choice choosing the E2 and I will continue to fly it.
Great and detailed analysis!! I quite like this plane. Binter flies them where I live. To me it looks like a bigger Learjet and is amazingly quiet.
I like the E2, no middle seat and 3 across seating
Too early... Game change bro🛫 🇧🇷
It's obvious that they are trying to block Embraer. It would cost less to fly the 175 E-2 because it saves a lot of fuel.
It would be better for the passengers too because it could make the trips cheaper and more comfortable because the plane is the quietest of the class and also the cheapest.
Would be even better for the cities and airports because the reduction of noise would also be greener producing less CO2.
That is why the Scope Clause is totally pointless
I regularly fly the Amsterdam-Geneva route and most of the times I fly it on the E2. I love flying on that thing; it's spacious, quiet and comfortable. Any time I see that I'm taking the E2, I know I'm in for a lovely flight. It's sad that it's not doing that well
I flew on my first ever Embraer E jet a few months ago and i must say it was really comfortable.
I remember Airbus not being able to sell a single A300 .. 6 month world tour .. zero sales .. talk of shutting down the company .. fast forward 50 years - they are now the Largest Commercial Aircraft Company in the World.
An awful lot of it due to the new sales manager they got after the initial failure of that world tour - a hyperactive loudmouthed yank called John Leahy who did an awful lot more than just manage sales. He transformed not only Airbus but the whole industry. Among many other things squeezed the engineers hard to make a successor to the 300 that was capable of being easily modified to produce variants aligned to different market niches. Hence the amazingly versatile 320.
...Air Canada is currently operating between Portland OR and Toronto.a 4hr:35m flight with eh A-220. When that service first started several years ago they were using CRJ700s. The 220 is a definitely step up in comfort.
I have not been on an E2, however, I've seen a few RUclips videos that imply they are incredibly quiet. I would love to fly on board one if I have an opportunity...
I flew the Embraer 195 with LOT and I liked it. Pretty decent plane in my opinion, shame it isn't doing so good.
They should ask for a carve-out to cover the E2, allowing the higher airframe weight to gain efficiency but keeping the seat number limit.
Right. And play the carbon offset efficiency card to gain the exception.
The pilots have zero reason to adjust scope clauses at this point.
@@johniii8147 Yeah, there's a massive pilot shortage especially in the US so exactly WHY would the US pilot unions at the majors (which has to all agree) make changes to the scope clause that would affect them negatively?. From their perspective it's working just as designed.
@@Torbjorn.Lindgren They won't
@@johniii8147 That's like saying replacing diesel buses with electric ones affects bus driver jobs because the battery is heavier than the old engines. If, say, Alaska wanted Horizon to replace 175's with 175E2's it would save millions in fuel, and significantly lower carbon emissions. In this case it's like for like.