Here's WHY Every Airlines Will BEG For The NEW E175-E2!
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- Опубликовано: 19 май 2024
- The Embraer E2 series are a set of marvellous innovative Jets, however their smallest variant, the E175-E2 was met with a lukewarm reception. In fact it has struggled to pick up even a single firm order.
But something has changed in the aviation industry, and a number of these changes have the potential to make every airline beg for the seemingly rejected E175-E2.
But why? What changed?
Another thing: The Embraer E jets are beautiful
Embraer's 195-E2 Plane is the most economical and silent regional plane in the world, 70% of the planes that take off and land at London Airport are from Embraer.
London City*
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A220 🤫
@@G-546 Passenger hates planes with 5 seats in the middle...Porter of Canada purchased 80 195-2 aircraft and discarded the A220, which is manufactured in Canada by the former Bombardier, now Airbus.😅
Every single airplane Embraer makes, automatically becomes the best in its category! Embraer really is the pride of Brazil, long live Embraer 🇧🇷❤️
I hope Alaska airlines buys this plane I will happily accept it as my favorite plane
They bought 8x 175 I think. I saw one of them last week inside the factory.
Embraer has done tremendous things with their existing line ups, most of their " non successes" i.e. the 195E2 are political pressures and not technical shortcomings. I am 75 now, If I was 20, I would be fighting to go to work and join Embraer to build much better and advanced flying machines, regards from Chicago ORD......................
I fly for American Eagle, and we are all praying that the scope clause can someday soon be changed so we can have E-2's!
Cap, could you explain the scope clause and why it affects both the 195-E2 and the 175-E2 ?
The E175 has better fuel economy, more seating capacity and longer range for a small plane, and there easier to fly than the 737 and A319.If your using the E2 for regional route, you get the E175, If you want to fly from California to Hawaii, you get the E190 which can go 5280km none stop but seat up to 96 passengers, and if you want higher seating capacity, you get the E195 which seats up to 120 passengers. but you'll do 4917km none stop.
The E2 doesn't have ETOPS certificate. Only the E series has ETOPS 120 certificate.
The 175-e2 doesn’t meet US Airline Pilot Contract Scope Clauses, it is too heavy. Also, Brazil does not have access to a large Export-Import Bank to finance purchases, like the US and Europe do. The Boeing deal would have given sales access to the US Ex-IM Bank.
@@stemerri6020 There is the BNDES in Brazil for that purpose. The reason behind was that the 175-E2 does meet the weight requirements, but would be limited to a flight about one hour long, but carrying more passengers. The goal was to have the 175-E2 remain on these short routes until the scope clause gets revised to allow longer flights, but the legislators in the US stalled this deal as well.
I've travelled with the 195-e2 and hands down, it's the best and confortable I've ever travelled, not only in regional jets but even with bigger planes such as 737, a320 and even 777. I look foward to seeing the new e175-e2 flying in the market with air companies
Voce e Brasileiro, e logico que vai falar bem sobre o Embraer, eu vivo em Chicago e cada dia vejo um monte de Embraers em ORD O'Hare, sou Brasileiro tambem, so brincando com vc, acho a Embraer melhor que Boeing ou Airbus, abracos a voce e boa vida, eu sou de SP, Congonhas era meu, ja tenho 75 anos e nunca esqueco VARIG, VASP, Cruzeiro, Real e outras......................
@@dc10fomin65 mas assim, falando de Embraer da primeira pra segunda geração, a diferença é bem significativa e olha que já é bom os Embraer de primeira geração. são bem silenciosos, confortáveis, espaçosos, na azul são todos com banco de couro ainda e com internet grátis, janela acho que é maior TB, vc vai perceber a diferença quando andar em um da nova geração, abraço
Acho tambem que a Embraer deve trazer o passado num muito melhor e positivo futuro, o Turbo Helice, ja vi desenhos deles e acho que um typo assim seria um sucessao global, descule meu Portugues, ultima vez no Brasil era 1998, boa noite por agora tenho que sair, abracos de Chicago!@@joaopedroanziliero2094
With the recent Boeing cock ups, Embraer has a great opportunity
Exactly
I LOVE embraer jets. I used to fly between LGA/JFK and SDF often, and now I fly between RDU and NYC. Every time it's an Express flight I dread that it's going to be a CRJ, and am always so relieved when it turns out to be an Embraer. Just leaps and bounds better than even the nicest CRJ out there.
Rather fly in an Embraer than a 737 Maxx, they still have reliability issues just look at the most recent incident with that panel that broke off the plane, i think it was an Alaska airline.
I would like to know why you take a purely American view on this? Porter Airlines in Canada has recently acquired 50 E195e2s for its growing fleet. You mention USA & Europe, but contrary to popular belief, the USA trades more with Canada than any other nation. Don't forget about your friendly neighbour next time please.
Só por que os Estados Unidos tem uma parceria comercial de longas datas com o Canadá isto não quer dizer que a Porter tem que colocar a segurança de seus clientes em risco comprando o 737 Max, uma coisa não tem nada á ver com outra.
An E175 with 100% occupied seats makes more money than a Boeing 737 with 50% occupied seats. Optimistically assuming that anyone has balls to ride a 737 those days.
At least the og ones are less likely to have any issues (this is so inverted btw)😅
@@igorbrito2695I haven't heard anything about the reliability of the E2s, maybe for a good reason. I only hear bad news about the reliability of the A220.
@@gteixeira funnily enough i had an e2 incident happen in my hometown airport😅 but it probably came down to the pilot's decision making (runway excursion in a rainy night), gladly, everybody came out uninjured
@@igorbrito2695 Embraers are known to be used by inexperienced and underpaid pilots on underequipped regional airports. So far only two crashes were fatal, one a suicide by pilot and another was pilot error for lack of visibility and airport lacked instruments for an IFR approach. I'm, in fact, surprised that Embraers haven't been more involved in fatal crashes given those conditions.
@@gteixeira which further evidences how robust these brazilian planes are
i have flown the Royal jordanian E195\E2 and its hands down the best plane i have ever flown it soo comfortable and quite better than the a320 neo and the b737 i have never expected this for a smaller jet maker like embraer
Smaller? Third big in the world....
The 175e2 is a modern and efficient aircraft...
O novo conceito de turboélice da Embraer só teve o projeto pausado por que no momento não tem nenhum motor elétrico no mercado que seja adequado para os novos modelos, inclusive levou a companhia a fazer parceria com uma grande empresa do ramo de fabricação de motores e equipamentos elétricos para desenvolver seus próprios motores elétricos, no momento não se tem previsão de quando ficará pronto o novo modelo
O novo conceito de turboprop que foi pausado não é elétrico. O eletrico é da familia energia, que está previsto pra entrar em operação a partir de 2040, e quem sabe nem totalmente elétrico, talvez híbrido
I'm so happy for Embraer. Yay! Brazil. Well done from South Africa.
The problem with narrow body aircrafts right now is P&W engines. From A320neo family to a220 family to E2 family. B737 max is remaining b737-8 and -9, -7 and -10 no longer available.
Supposedly for 2024, Pratt & Whitney have rectified most of the engines woes for the A220.
Great coverage. Many thanks
I don't understand the reasoning behind the 175. wouldn't it have been better to produce a smaller version, say called the 170 to comply with the scope clause?
It would of and it probably would have had success in the US regional market. Embraer makes fantastic planes, but the scope clauses hurt the 175 E2.
The problem with the scope clause is the weight limitation no the seats. The seats could easily be limited to 76, but the new GTF engines accounts for the increase in weight (compared to the E1).
But Embraer isn't worried, they continue to sell the first generation E175. Which is funny, the scope clause is not avoiding the airlines from buying regional jets, they are just forcing them to buy and use the less efficient ones
What about reviewing the clause? It hurts Embraer, but mostly the US customers.
@@MarcusPereiraRJ Agreed, but I don't believe that they are the ones the clause is designed to protect.
United and Delta have the a small number of E170
The Brazilian engineering that values creativity, simplicity, and reliability, and the Americans' high technology in engines, have everything to go the right way. 🇧🇷🇺🇸👏
Confiabilidade é a palavra nos aviões da Embraer,o amor e o orgulho que seus funcionários tem pela empresa é fora do comum,isso faz com que cada um faça seu melhor.
Brazilian technology
Não, tecnologia importada (motores, aviônica, sistemas, instrumentos e softwares).
está errado em partes@@arrentino
@@dionecarvalho8584 ok a Embraer deve desenvolver alguns sistemas periféricos.
Biggest problem for the E2 (and future potential for the E1) is the Airbus/Bombardier A220, not the Boeing 737 or Airbus 321. The later COVID years did not seem to hurt A220 orders while the E2's stalled.
That's mostly the case for the bigger 195 E2. Not the 175. Even the A220 is too big for the FAA scope clause.
@@MODECHARLIE Different aircraft, different market. E2's are not getting ordered into mainline fleets, like the A220.
I love these aircraft. I believe they are built very well.
AAAAAAAAAND to add to its other advantages THE DOORS DON'T FALL OFF!!!!!!!
Parabéns a Embraer ❤
Nice PR piece. Problem is that in the real world, scope isn't getting relaxed and airlines have just signed deals with their unions. It's not a hill they are willing to die on. Airlines are also up-gauging their fleets, migrating to A321Neo/Max 10 (when BA get's it's act together). As far as mainline fleets, the E2 is a regional aircraft and is not getting ordered into mainline service. If you look, the GTF's are some 1,200 lbs heavier - that's an extra 2,400 lbs you have to beef up structure for. It's because they want a larger bypass ratio, which gives the engine better efficiency - however, you also gain efficiency by increasing the amount of seats - longer airframe. Just look at the Max/Neo family and how the size has grown over the years. Compare the orders for the A320/A321Ceo vs the A320/A321Neo to see the trend.
The E2-175 is over the 86,000lb scope MTOW by some 13,000lbs. Just can't be done, which is why airlines are stuck ordering the older version for their regional operators. Airlines want more space, more seats and more range in their aircraft. JetBlue, Breeze, Delta, Qantas, AF & others want a stretch to the A220-300 and fly it point to point TATL. It already flies 6,700KM and now they want more. The E2-195 is narrower, smaller and only flies 4,900km. It quickly turns into a pax or fuel equation.
There is no space for cargo in embraer planes. Unlike a220, b737 and a319.
You're totally missing the point here.
Take some seats out and add leg room. That will attract passengers
What's the little drogue thingy hanging off the tail?
Its the test windsock, its used to test the drag and the stress on the plane.
What Perich29 said ^
@@Perich29isn't it the static pressure sensor? Used for measuring undisturbed air in order to calibrate the aircrafts sensors during test phase
The E2 jets contravene the rules governing US Regional Airline rules with the majors. They literally can’t order them.
And to be clear if anyone is confused: it's not an FAA or government rule, it's an agreement with the pilots unions
The thing with the E2s is that are very efficient, but in some very narrow use cases. The bigger aircraft, 190E2 and 195E2 are cornered by Airbus offering A220s at deep discounts, and also airlines are OK sacrificing a bit of efficiency for greater flexibility. Just compare range and capacity and you'll see the A220s are way more flexible.
For the smaller variants, Europe is not a solution for Embraer. For very short ranges, these aircraft finds competition against train routes or even turboprops. Greater fuel efficiency but in very short flights do not provide you with significant savings in emissions. As you increase range, the the 175E2 becomes more attractive, but again, lacking more flexibility. Short and quick answer for the 175E2 is essentially scope clauses revision in the US. Embraer has said that many times already. EJets essentially dominate the US regional market and that is the only place they can realistically find their reason to resume development of the 175E2.
Why don't the major airlines buy the e175E2 instead of the regional subsidiaries ?
Wouldn't that be a way around the scope clause ?
Wouldn't it be similar to the main delta line using the a220-100 ?
I'm not affirming anything btw I'm genuinely asking.
Airlines are up-gauging. Why pay more to a mainline pilot to fly a short range regional, when you can have them fly mainline aircraft? It's about economics.
@@frankpinmtl doesn't the a220-100 fly short regional routes ?
@@VictorSilva-qf2tu Out of the 914 orders for the A220 line, the -300 has 812. That is the definitive variant of the line. But Delta has it in it's mainline fleet, not it's regional subsidiary. 45 of the A220-100's, flying mainline duty.
Airlines are flying them on 5-6hr routes.
I really don't see the reason why pilots unions wont let a plane with a higher MTOW be a regional jet. Its an old rule that needs to be changed. I understand the seating capacity rule, and that's easy to deal with, just take the extra seats out of the aircraft like they are currently doing on the E1. Considering the e175 is the only regional jet still in production, I see absolutely no reason why they would not just allow the 175 e2 to be flown by regional carriers
Because regional pilots get paid less. Airlines will shift jobs from mainline pilots to cheaper regional ones, given the chance. Corporations, you know...
Also doesn’t help that out of the old E1 series only E175 is still being made.
But on paper the E175 is better aircraft then the heavier E175-E2. They would’ve be better off doing the E170-E2.
amazing....🇧🇷🇧🇷🇧🇷🇧🇷
love e170 190and 195. far better for the passenger than any a320 or b737.
So Embraer jump the gun?
It's a fantastic plane.
Aircraft is one of those words that have the same form in the plural. So it's one aircraft, two aircraft, more aircraft etc. There is no plural “aircrafts”. It's like one sheep, two sheep ..... not two sheeps
Is the term "beg" a bit of an exageration here? It is hard to imagine the CEOs of Air France or American Airlines "begging" to place orders.
Not begging they just order and pay for it. Like the 40 planes they bought few days ago... Lets hope Seattle doesn't turn like Detroit
@@markriobr Who in Europe bought 40 E2's?
@@frankpinmtl Not Europe, American Airlines did
@@markriobr For American Eagle/Envoy Airlines - not the mainline fleet.
They bought 90, with a further 40 options.
Lemme guess - Embraer sent you the press release for you to read verbatim? Incidentally, the plural of aircraft is "aircraft". There is no 's' on the end.
Ozires Silva
Airbus A220 is the main reason it has no orders so far
What a ridiculous bit of propaganda. September 2023 actual orders for the the two jets, the Airbus A220 already had 819 firm orders by the end of the month while the E2 family had 280 orders.
Porter had wanted to have noise rules changed for the Billy Bishop Airport on an Island in the Toronto harbor (making it a game changer like London City Airport). And were excited by the versatility offered by upgrading their Bombardier Q400 turboprops to the Bombardier C-Series (now A220). They kept pushing back their acceptance of delivery of the A220 hoping for the regulatory changes. They planed to fill their existing control of that airport's capacity with the larger planes. By the time the received a very firm NO the back log on the A220 orders meant they would need to remain in the older turboprops even longer. If they didn't go with Embraer they would not be able to grow as quickly. And Porter had amased major debts during COVID and needed to grow. Porter is not a large airline, (it has about 1/3 of the aircraft of WestJet -Air Canada's main competition). Choosing the E2 may have kept them alive. But was it their preferred choice?
By going with the E2 Porter has given up an a number of longer routes. There will be no Montreal to London UK, or Calgary to Hawaii. And its longest routes need to be flown slower for fuel economy (although they both use the new PWC Geared Turbo Fan engines, each company chose a different gear ratio. The A220's can produce 25k pounds of thrust compared with the E2's 23k pounds (this is the real reason the E2 is the quietest of the two much quieter new aircraft). So the A220 has about 8.7% more thrust to use. So it can take off heavier. Which means more fuel and more passengers. And the A220 has a higher average cruise speeds. Meaning a long flight will get on the ground 8.7% sooner. So a four and a half hour long flight from Toronto to Vancouver will take as much as 25 min longer in the E2. This is not great for customer satisfaction but more importantly it impacts the number of flights an aircraft can be used for in a day and the logged hours of the crew. And these slower E2 flights will occur in that narrow cabin with the seats that are narrower than the seats in the A220 (yup)! And the middle seat on the 3-2 A220 is even "more" wider.
Will Porter do well with the E2? Yes, I think so. The stick price is significantly lower for each aircraft and the fuel operating costs are as well. So a customer's in-flight experience can be bumped up a bit for the same economics. A neich Porter is taking advantage of even though they may have preferred to have the A220s over the life of the plane. But then sometimes you need to go to a party with the date that is available and not the one you dreamed about.
0:54 Show's a Boeing interior...okay bud
And boeing 737 cockpit
The plural of aircraft is aircraft.
Beg is pushing it a bit too far.....
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whats the big deal, its just a reengined 175, a little better POS. that can make it over the rockies now with one engine.
Too funny! The Airbus A220 is more spacious/wider, more comfortable, has better capacity, super fuel efficient, and can operate in the USA.
It's not environmentally friendly, just pollutes much less than alternatives.
The 175E2 wont work because its over the scope clause look at AA order its a useless plane until the scope clause gets modified
No airline is going to buy these, given the Pratt & Whitney engine issues that have airplanes grounded all over the world.
There are quite a few airlines around the world buying the plane. Even American bought around 40 of them few days ago;
If They remain stuck in their ideology over the scope clause & Embraer is frantic to enter the market.... The solution is for Embraer to get out their BIG chainsaw & cut the 175 down to a 170 that's inside the clause! That would be a plane tailer made for US market & probably only sold in the USA!
Can't be done. Engine weight.
Great but what’s with the robotic voice
Aircraft is both singular and plural. The latest trend of saying “aircrafts” is incorrect English unless you are referring to the possessive like when referring to the “aircraft’s wings” etc.
I"ve heard "airframe" often too (Im not an native english speaker)
POTER ORDER 50
Bulshit Add, I will stick with the C220 Now known as the A220-100. they are pretty much equal but being I am Canadian I will believe in the Canadian Design. Really not interested with companies that were willing to climb into bed with Boeing.
Airlines are going more and more for the Airbus A220
But Airbus can't manufacture them without hurting production of the 320 Neo.
@@tube.brasil No, separate factory and it doesn't compete with 320neo and 321neo. Most airlines are not ordering 319. E1xx is better than CRJ but A220 is in a separate category of much better planes.
People want 737-200. Hardpoints to pylon to homecooked turbojet oops... E190-e2 only because IFF transpomder hack and optical shift and mirage paint and grid-array painting and multi-mode grounding and ... Klingon with 3G sustained, performance. Not yours.
after various air force around the world, eat their own words, and bought second hand 737-200 to use as AWAC... The same shape is being used for EW. E190-e3-sentry. E3-sentry, get it.???!!!
What? Bazilians make airplanes😮😮😮 you'd think brazil is all about carnaval, favelas and Soccer😅😅😅
Considering last issues with Boeing, Brazil not only surprise by making airplanes but seems making better than the US top tier aircraft manufacturer
as long as it has those silly P&W engines, it aint going nowhere....
Using the word "sustainable" way too much here... polluting less does not mean sustainable.
It will help them that Boeing is mostly failing, I’ve never been on one myself and no intentions either
WTF is this CGI voice and avatar lmfao.
STOP saying Aircrafts, Aircraft does not have a plural. Such an armature mistake.
Amateur…
My main airline operated a large fleet of E175. It was my favorite until A220 showed up to the scene. It's better in every which way you look at it. No E175 for me if I can avoid it.
you like seating in the middle.
@@tube.brasil About 2/3 of the sections of the A220 has no middle seat. E175's ceiling is much lower so you will likely hit your head when you get up. The OHBs in E175 are small and not big enough to hold multiple carry-on size luggage. E175 rides poorly in turbulence. Would you like me to go on and air out more of the E175 weaknesses? I have flown close to 3 million miles. I am happy to create a counter-marketing list of negatives of E175.
A220-100 is concurrent of E195. A220-300 is bigger. There is no concurrent for E175.
@@tiagoguima6152 Don't need one in many cases. My airlines are filling their flights of the E175 routes with A220. Passengers are booking A220 over E175. E175 will be better than CRJ but can't compete with the A220.
A220 all the way!!! Btw, turboprops, or unducted fans, so far, are noisy AF. Piagio for example.