Horizon has a higher scope limit weight that allows E2-175 opperations. I couldn't find a link, I just recall it is higher than the standard 86,000lb.
It's starting to look like not designing the E175 E2 to conform to existing scope clauses in the U.S. was a serious mistake.
I'm a bit surprised by the lack of international E190/E195 E2 orders to date, though.
I am too. I am also surprised at zero international E2-175 buyers. Hopefully orders at PAS are not done.
Regarding E 175 E2:
1. It is really different to the rest of the E2 family (smaller version of ´the engines e.g.), so communality to the rest of the E2 family (195E2 and 190E2) is limited. If not enough are sold, you have an orphan bird, no one wants to have.
2. The new generation of engines is first just around 50% heavier, structure has to be stronger (so heavier) to carry them (so more weight even), so you are flying around with several tons more. They are around 50% more expensive and also maintenance is overall more than 50% higher. Additional there is no, to a limited benefit in fuel consumption during start and landing, so in short haul flights the fuel benefit is low. The new generation of Jet engines seems just not to work on the smallest jets of one family of birds; how many A319Neo, Max 7 (which is alread streched to a 7.5), MRJ70 and E175E2 have been ordered? At least they have no benefit to the prior generation or are including capityl costs more expensive.
3. The whole regional jet market (so PAX 50 to 100) is around 2200 jets in the next 20 years.https://www.flightglobal.com/news/articles/paris-boeing-ups-20-year-forecast-on-global-growth-458968/
These are just little more than 100 jets / year.
4. around 60% of the regional market is the US/Canada market, regarding scope clauses, the market is dead for the E175 E2, Big regional markets are also Russia and China, In both countries, many to most of the regional routes have to be sponsored by the state or the reginal governments (in China),, there will be negative net earnings else. These regional airlines are often half owned/controlled by the state/governments and as the state/regional governments are paying them, they also decide (or just stress) which plane type is used, so SSJ100 in Russia and the COMAC ARJ21 ordered in China and the chinese produced turboprops. Additional the local governments force the airlines of the country to buy small numbers of jets locally produced. So these markets are also dead, as local products are forced to be used.
5. Turboprops have a nice benefit in fuel consumption in comparison to jets and in short haul flights/on short routes, the loss of time is limited. In Europe, also Carribean, turboprops are selling pretty well (just remind, we have 105 orders and options for the ATR42/ATR72 on this show and also seen several Q400 orders).
OK, so which market do we have for the E175E2 in the world? US/Canada market is dead, Russia and China is dead, Carribean and Europe, turboprops are now prefered regarding high fuel prices...by ar total expected market in next 20 years of 2200 regional OK, JETS (and not turboprops)? And we have as competitors still the MRJ90 and 70, CRJ family, the E175, SSJ100, ARJ21, Embraer ERJ family e.g.? And the regional jets are additional in competion with the turboprops.