The biggest change to the E2 family is the Pratt & Whitney geared turbofan (GTF) engines: PW1700G on the E175-E2 and larger PW1900G on the E190/195-E2. The engines are low-risk, says Pratt & Whitney President David Hess, because the PW1700G is almost identical to the PW1200G under development for the Mitsubishi MRJ and the PW1900G to the PW1500G already certified for the CSeries.
“We are comfortable with the engine. It is more than just the gear,” says Affonso. The GTF was selected over incumbent General Electric's NG34 and a Rolls-Royce offering. “The GTF has reserves,” says Curado. “It runs a little bit cooler and has margins that history shows are often needed as engines run hotter over time. That was a plus.”
Other changes include new high aspect-ratio wings for the E175-E2 and the E190/195-E2, both with longer span and raked tips instead of winglets. The wings are metal. Affonso says composites are not as cost-effective on this size of aircraft. The landing gear is longer, to accommodate the larger-diameter engines, and the Honeywell Epic 2 avionics feature large-screen displays.
The E2 family moves to full fly-by-wire, as used by Embraer on the Legacy 450/500 business jet and KC-390 tanker/transport. After problems developing the Legacy system, the company has switched its supplier, to Moog, and will take a greater role in developing the control laws, writing the software and integrating the fly-by-wire system, says Curado.
While the E175-E2 and E195-E2 are stretched, they retain the same range as the Embraer 175 and 195. The E190-E2 stays at the same capacity, but has 450-nm.-longer range “to provide a bigger market catchment area,” says Affonso. List prices for the E2s will be about 15% higher than for the current E-Jet family.
Suppliers have been selected and the joint definition phase is underway in Brazil. The E190-E2 will be the first variant to fly, in the second half of 2016, and will enter service in the first half of 2018, followed by the E195-E2 in 2019 and E175-E2 in 2020. Embraer is aiming to gain 40-45% of a market it estimates at 6,400 deliveries over 20 years, the E175-E2 being marketed as a hub feeder with lower seat costs than a turboprop, the E190-E2 as a new-market opener and the E195-E2 as providing capacity growth for existing E-Jet operators as well as lower costs in mid-density markets.
Versus the equivalent members of the current E-Jet family, the E175-E2 and E190-E2 will have 16% lower fuel per seat while the E195-E2 will be 23% lower. Embraer is aiming for a 65% reduction in noise footprint, and 17% lower maintenance costs.
The E2 family has been launched with 100 firm orders and 100 purchase rights for the E175-E2 from U.S. regional SkyWest Inc.—in addition to up to 200 orders and options for Embraer 175s placed in May—and a letter of intent (LOI) from the International Lease Finance Corp. for 25 orders and 25 options each for the E190-E2 and E195-E2. LOIs for 65 aircraft from airlines in Europe, South America, Africa and Asia round out the total.
Because of the fuselage stretch, longer wing and bigger engines, the E175-E2 is heavier than the Embraer 175, and SkyWest CFO Michael Kraupp says the maximum takeoff weight (MTOW) will be outside U.S. airline scope limits unless Embraer reduces the weight or pilots' unions relax restrictions. This is true for the 200 MRJ90s that SkyWest has on order for delivery from 2017.