Embraer is working toward a common type rating for both aircraft, which are powered by Honeywell HTF7500E turbofans producing 6,500 lb. thrust for the 500 and 6,080 lb. for the 450. The aircraft share the same cockpit with Rockwell Collins Pro Line Fusion avionics. Operating procedures and aircraft handling will be the same, says Augusto Salgado da Rocha, senior manager for product strategy and sales engineering.
The primary difference is the target market. With its flat floor, 6-ft. height and 6-ft. width, the 500 cabin is more comparable to that of a super midsize aircraft. But Salgado da Rocha stresses, “We aren’t trying to be super midsized.” That category typically has ranges of 3,400 nm or more, but he says, “we don’t want to go there.” Instead, Embraer is comfortable offering a 3,000 nm range midsize aircraft with the first full fly-by-wire system in the category. The goal, he says, is to “create a new standard for the segment.” The same holds true for the 450, which is shorter but has the same flat floor and cross section and nearly 2,300 nm range.
Embraer is not detailing sales of the 500, which is priced at $18.4 million, more than $1 million less than Cessna’s Citation X but also $1 million more than Bombardier’s new Learjet 85. Embraer is also mum on the 450, priced at $15.25 million, just above Cessna’s new Latitude.
But Pellegrini points to a Jetnet forecast that midsize jets will be among the fastest growing categories in the next few years. And company executives believe they are well positioned to capitalize on that growth.