Nean1 wrote:

T4thH wrote:

Someone83 wrote:

Further delay on the E175-E2 by one year. New entry into service date: 2014

https://www.flightglobal.com/airframers ... 30.article

This starts to sound more like "indefinite" slowly. Or let us say...not only any more slowly. As long it is not US scope compliant (and it will never get scope compliant, the scope has to be adapted to the E175-E2...what is unlikely...), there is and will be no need for them in the US and globally.

Russia has the SSJ, promoted by Russia government, China the ARJ21, promoted by the Chinese government and the rest of the world does not any more want/need a jet in the 76 seat size/below 100 seat size.
According last expectations, if I remember correctly....
Ex USA, Russia and China....maximum 60 for Europe (ex Russia, and these new build and already existing) and the rest of the world next to zero in the next 20 years new build below 100 seats regional jets? And these already includes the 99 seat category by French law for regional airlines in France?

So without scope clause change in the US, the E175-E2 will fit in, no E175-E2? It seems to be a Dodo, extinct, even before ever flown.

By that logic, as of 2028, regional airlines from all over the western world will have to settle for the ATR-72, not least because it is very unlikely that an entirely new project will be ready in less than 7 years.

Please note, yes, you are right, this is what is expected for Europe/EU. The regional "jet" in the 76 seat size will extinct; but also the number of regional turboprops will go down, not to zero, but more or less next to it.
When last time someone in EU part of Europe has bought a 76 seat size jet? So we are not talking about Russia....

T4thH wrote:

When last time someone in EU part of Europe has bought a 76 seat size jet?

I think some of Binter Canarias' ATR 72-600 are pretty young. Not a jet though. E175L's for KL have 88 seats.

inkjet7 wrote:

T4thH wrote:

When last time someone in EU part of Europe has bought a 76 seat size jet?

I think some of Binter Canarias' ATR 72-600 are pretty young. Not a jet though. E175L's for KL have 88 seats.

Please note, the magic word is JET. Else there are still some E170/E175 left in Europe (EU) but numbers of regional jets in Europe with 90 and less seats jets are shrinking or will shrink.

LH group has had many CRJ700, all already in young age (15 and less years) gone, last 2015. LH group has still many really young CRJ900, but also there, the nmubers are declining or it has been announced, some of them will go. Regional air traffic and Germany....it is not any more wanted by the government.

HOP has some E170, let us see, when they will go. Regional air traffic is not really any more wanted in France. It is the same as for Germany in mid term.
KLM has some E175. I am not aware of the up to date status and further plans for them. They have ordered the E195-E2, will they replace
Alitalia City liner, soon ago there were 15x E175, now there are only 10.
LOT, same as KLM, I do not know, what is planned.

But you were right, the last ordered E175 were these from KLM also with high density seating.

T4thH wrote:

inkjet7 wrote:

T4thH wrote:

When last time someone in EU part of Europe has bought a 76 seat size jet?

I think some of Binter Canarias' ATR 72-600 are pretty young. Not a jet though. E175L's for KL have 88 seats.

Please note, the magic word is JET. Else there are still some E170/E175 left in Europe (EU) but numbers of regional jets in Europe with 90 and less seats jets are shrinking or will shrink.

LH group has had many CRJ700, all already in young age (15 and less years) gone, last 2015. LH group has still many really young CRJ900, but also there, the nmubers are declining or it has been announced, some of them will go. Regional air traffic and Germany....it is not any more wanted by the government.

HOP has some E170, let us see, when they will go. Regional air traffic is not really any more wanted in France. It is the same as for Germany in mid term.
KLM has some E175. I am not aware of the up to date status and further plans for them. They have ordered the E195-E2, will they replace
Alitalia City liner, soon ago there were 15x E175, now there are only 10.
LOT, same as KLM, I do not know, what is planned.

But you were right, the last ordered E175 were these from KLM also with high density seating.

High density seating?

I would call it "optimized cabin" for demand needs.

Not all regions require short-haul first class, lots of stowage space, large galleys and disproportionate ammount of premium seats (as percentage ot total, caused by specific scope clauses).

SA280 wrote:

High density seating?

I would call it "optimized cabin" for demand needs.

KLM can use 88 thru 186 seats on the same routes as demand varies using five different types (3 Emb, 2 737). The E75L's perform a relatively large part of the flights in these pandemic times. Remember most flights are short so luxury is not really needed. The E295's have so far replaced 73G's contributing to cost reduction.

Jungleneer wrote:

tvh wrote:

https://luchtvaartnieuws.nl/ is saying that KLM cityhopper is going to use the 195-E2 to London city in the future. Is there a stol version planned ??

The 195E2 certification numbers ended up being much better than expected. Therefore the model is already able to takeoff and land in 1300 m runways, according to embraercommercialaviation.com website. Azul is operating the model in Santos Dumont (SDU) with full pax, and it is a 1260 m runway. In London City, I believe that the higher sink rate due to steep approach must be the most challenging part due to aircraft weight, even more than the runway dimension.

The runway may be 1300 m but how about the TODA and LDA? There will also be a minimum climb gradient as a 27 takeoff leads directly over the city.

T4thH wrote:

KLM has some E175. I am not aware of the up to date status and further plans for them. They have ordered the E195-E2, will they replace

KLMs are rather new, delivered 2016-2018, so isn't going anywhere soon. The E195-E2 is a 737-700 replacement

danipawa wrote:

any news with the 175E2? no customers yet?

the 175E2 has scope issues and is unlikely to be sold in great numbers as a result

Embraer delivered today to BELAVIA its third E195-E2, msn 19020053, prefix EW-560PO.

Picture source courtesy by aeroin.net:

EMBSPBR wrote:

First E195-E2 to be delivered to Helvetic Airways in the final assembly stage at Embraer's facilities in São José dos Campos (SJK).
The plane will receive the registration number HB-AZI.
The company has previously received 8 E190-E2 aircraft and this is the first of an order for 4 E195-E2 aircraft.
Photo courtesy of aeroin.net.
Source: https://www.aeroin.net/o-primeiro-aviao ... -tem-asas/

Helvetic's first E195-E2 being painted in its Embraer “sustainable hangar”, which uses less energy and produces less emissions,
and is located at the company's facilities at São José dos Campos Airport (SJK). According to the manufacturer,
its planes are painted with chromate-free coatings (chromic acid salts) and in a process that consumes 30% less paint
than the previous standard and emits 15% less volatile compounds.

Video source courtesy by Embraer:
https://www.youtube.com/watch?v=i47WSy0Q6fc&t=14s

T4thH wrote:

Russia has the SSJ, promoted by Russia government, China the ARJ21, promoted by the Chinese government and the rest of the world does not any more want/need a jet in the 76 seat size/below 100 seat size.
According last expectations, if I remember correctly....
Ex USA, Russia and China....maximum 60 for Europe (ex Russia, and these new build and already existing) and the rest of the world next to zero in the next 20 years new build below 100 seats regional jets? And these already includes the 99 seat category by French law for regional airlines in France?

So without scope clause change in the US, the E175-E2 will fit in, no E175-E2? It seems to be a Dodo, extinct, even before ever flown.

Unfortunately with Russia and China imposing the requirement to buy the indigenous example, there really is no hope without US domestic market. Everyone else seems happy with ATRs or upgauging.

The reality is the cost advantage vs. an E2-175 vs. E2-190 isn't enough to be a launch customers except for US airlines. I hope their is a launch customer, I cannot figure out who.

Lightsaber

The 175E2 has already done its job perfectly, which was to defeat the MRJ. He did this by spending less than US$ 500 MM so far, while his opponent has long since crossed 10x that mark, with the original budget being just US$ 1.5 billion.

Predicting the future remains a risky task. I cannot believe that a market fiercely contested by the CRJ, Q-400, ERJ-145 and E-Jets will be adequately served by an aircraft as spartan and limited as the ATR-72. I will venture to say that the successor to the 175E1 in USA will be the TP E3 and that the 175E2 will find some success in Europe and Asia.

At the current pace, the 175E2 certification campaign can probably be completed almost entirely with just 1 aircraft (there were 7 MRJ90 prototypes in flight...). The time when a good and solid Japanese engineering company simply decided to enter and dominate a market for complex and mature products seems to be over.

I still don't get why Embraer doesn't try and chop a slice of fuselage and weight to get the 175E2 within the scope limits. In the USA there are more than 1000 E170/175s, CRJ700 but also smaller CRJ200s and E145s which could and would be replaced with it, even if the bit too big engine will only give 5% efficiency over the 175E1 it will be sold, also because CRJ disappeared off the market.

MEA-707 wrote:

I still don't get why Embraer doesn't try and chop a slice of fuselage and weight to get the 175E2 within the scope limits. In the USA there are more than 1000 E170/175s, CRJ700 but also smaller CRJ200s and E145s which could and would be replaced with it, even if the bit too big engine will only give 5% efficiency over the 175E1 it will be sold, also because CRJ disappeared off the market.

Apparently there is no way to build a regional plane for 70 passengers with the PW GTF 1200/1700 that meets the scope clause and is economically advantageous with respect to the 175E1. But why the hurry, if only from 2028 this model will stop being produced? This is an industry where the timing of decisions is of such fundamental importance. Being too early can be just as damaging as being late.

Fourth E195-E2 delivered on May 16, 2021 to KLM Cityhopper, msn 19020054, registration PH-NXD:

Source:
https://www.planespotters.net/airframe/ ... per/e9qd95

EMBSPBR wrote:

Fourth E195-E2 delivered on May 16, 2021 to KLM Cityhopper, msn 19020054, registration PH-NXD:

Source:
https://www.planespotters.net/airframe/ ... per/e9qd95

I was wondering why would they need E2-jets when the majority of them are used on short hops around Europe, and the E-190/195s are still perfectly capable of that..The E2-195 has bigger range but KLM doesn't seem interested in taking advantage of that and as a bigger and heavier jet than its smaller predecessor doesn't that incur more expensive landing/takeoff charges? Yes they burn less fuel but is that enough to warrant a new gen fleet yet? Their current E175/190 fleet isn't that old..

marcogr12 wrote:

EMBSPBR wrote:

Fourth E195-E2 delivered on May 16, 2021 to KLM Cityhopper, msn 19020054, registration PH-NXD:

Source:
https://www.planespotters.net/airframe/ ... per/e9qd95

I was wondering why would they need E2-jets when the majority of them are used on short hops around Europe, and the E-190/195s are still perfectly capable of that..The E2-195 has bigger range but KLM doesn't seem interested in taking advantage of that and as a bigger and heavier jet than its smaller predecessor doesn't that incur more expensive landing/takeoff charges? Yes they burn less fuel but is that enough to warrant a new gen fleet yet? Their current E175/190 fleet isn't that old..

They are replacing 73Gs.

Yes i know they are replacing the 73Gs..It's a shame though such a fantastic plane not to be used on longer thin routes winter or summer

marcogr12 wrote:

Yes i know they are replacing the 73Gs..It's a shame though such a fantastic plane not to be used on longer thin routes winter or summer

The E2 is basically the lowest range narrowbody you can get now. A vast majority of intraeuropean operations is no where near modern day narrow bodies’ max capabilities. Most were designed last gen with US transcon in mind, and now have new more fuel efficient engines with the same max weight and fuel volumes.

Polot wrote:

marcogr12 wrote:

Yes i know they are replacing the 73Gs..It's a shame though such a fantastic plane not to be used on longer thin routes winter or summer

The E2 is basically the lowest range narrowbody you can get now. A vast majority of intraeuropean operations is no where near modern day narrow bodies’ max capabilities. Most were designed last gen with US transcon in mind, and now have new more fuel efficient engines with the same max weight and fuel volumes.

Which, for E2, in fact, can be a great advantage. Why a US transcon if we consider that, within the European continent
(and even some in the African continent and the Middle East) is within the range of the E190/195-E2:

Source:
http://www.embraercommercialaviation.co ... rcial-jet/

E190-E2 range: 2850nm / 5278km
E195-E2 range: 2600nm / 4185km

Exactly! Extra capability means extra weight, extra fuel burn, extra maintenance cost, extra landing, navigation and noise fees...

European airlines don't need A220's extra range. On the other hand, there are challenging airports such as LCY and FLR where the E2 performs better.

EMBSPBR wrote:

Polot wrote:

marcogr12 wrote:

Yes i know they are replacing the 73Gs..It's a shame though such a fantastic plane not to be used on longer thin routes winter or summer

The E2 is basically the lowest range narrowbody you can get now. A vast majority of intraeuropean operations is no where near modern day narrow bodies’ max capabilities. Most were designed last gen with US transcon in mind, and now have new more fuel efficient engines with the same max weight and fuel volumes.

Which, for E2, in fact, can be a great advantage. Why a US transcon if we consider that, within the European continent
(and even some in the African continent and the Middle East) is within the range of the E190/195-E2:

Source:
http://www.embraercommercialaviation.co ... rcial-jet/

E190-E2 range: 2850nm / 5278km
E195-E2 range: 2600nm / 4185km

I think the E2-195 is a great regional jet(?) and if KLM wanted they could use it even to flights like KEF,TLV,LCA,FNC when loads are light instead of offloading to HV 189seaters..Wideroe flies the E2-190 from BGO to LCA in the summer

I don't know if this linked article has any truth or substance to it, but it looks like an identified order for 30 E2-195s from Canadian airline Porter PD.

https://leehamnews.com/2021/05/19/hotr- ... 5-e2-deal/

https://www.ainonline.com/aviation-news ... d-recovery

The information arrives that the 190E2 aircraft has been approved to operate at the LYC.

"..Of the three variants, the one that has drawn the most interest from airlines recently—the E195-E2—is also the largest, carrying as many as 146 passengers in a single-class layout. Embraer plans to deliver the first of four next month that were ordered by Switzerland’s Helvetic Airways, which coincidentally will become the first to fly one of its eight E190-E2s in revenue service into London City Airport, where E-Jets already account for 70 percent of all movements. That model gained approval to operate into the short-field, obstacle-limited airport last week..."

Source: https://www.aeroin.net/primeiro-embraer ... meira-vez/

Helvetic's first Embraer E195-E2 is ready and takes off for the first time

Excerpt (translated):

It happened today (26), the first flight of the Helvetic Airways E195-E2, msn 19020055, test prefix PR-EAF an future HB-AZI,
which took off from São José dos Campos, Embraer's headquarters, made a flight over the Vale do Paraíba,
and returned for landing at the city's International Airport, SJK.

Photo courtesy:
https://www.aeroin.net/primeiro-embraer ... meira-vez/

(Pay attention on RAT deployed):

Skyliner reports the next for Binter being delivered

From Skyliner

Embraer 195 -E2 190.20056 EC-NPU Binter Canarias delivery 15jun21 SJK-REC-LPA

Skyliner reports next E2 to Air Peace delivered

Embraer 195 -E2 190.20044 5N-BYH Air Peace delivery 16-17jun12 SJK-REC-LOS

Someone 83
First, thank you for the information. Is there a source for total E2 deliveries? Hopefully total, this quarter, and this month. It looks like a nice end of quarter surge is starting.

Lightsaber

First E195-E2 to Helvetic delivered

https://www.embraercommercialaviation.c ... r-e195-e2/

Next E195-E2 to Helvetic is scheduled for delivery today according to Skyliner

Embraer 195 -E2 190.20058 HB-AZK Helvetic Airways delivery 24-25jul21 SJK-NAT-LPA-ZRH

Someone83 wrote:

Next E195-E2 to Helvetic is scheduled for delivery today according to Skyliner

Embraer 195 -E2 190.20058 HB-AZK Helvetic Airways delivery 24-25jul21 SJK-NAT-LPA-ZRH

And the 4th E195-E2 and last of the 12 E2s on firm order was delivered Helvetic last weekend

Also, Embraer just came with their Q2 report this week: 7 E195-E2 was delivered in Q2, none E190-E2

When is Air Peace next delivery due?

Someone83 wrote:

Someone83 wrote:

Next E195-E2 to Helvetic is scheduled for delivery today according to Skyliner

Embraer 195 -E2 190.20058 HB-AZK Helvetic Airways delivery 24-25jul21 SJK-NAT-LPA-ZRH

And the 4th E195-E2 and last of the 12 E2s on firm order was delivered Helvetic last weekend

Also, Embraer just came with their Q2 report this week: 7 E195-E2 was delivered in Q2, none E190-E2

I've just read about the E2-190 starting London City operations from Zurich on Behalf of Helvetic (Swiss).

https://www.flightglobal.com/airlines/h ... 35.article

It seems 90% of all traffic there is on E-jets ? Can someone confirm this information ?

Have a nice day everyone

docmtl

docmtl wrote:

I've just read about the E2-190 starting London City operations from Zurich on Behalf of Helvetic (Swiss).

https://www.flightglobal.com/airlines/h ... 35.article

It seems 90% of all traffic there is on E-jets ? Can someone confirm this information ?

Have a nice day everyone

docmtl

It was true before the pandemic when most of the traffic was and still is BA CityFlyer, previously operated 6 E170's and still operates 24 E190SR. There was also Alitalias regional arm which operated daily srvice with the E190

[quote="Superboi"]When is Air Peace next delivery due?


5N-BYI was delivered on Thursday 23/9/21.

5NFGS wrote:

Superboi wrote:

When is Air Peace next delivery due?


5N-BYI was delivered on Thursday 23/9/21.

Yeah, thanks for the update

When are KLM Cityhoppers PH-NXE, -NXG, -NXF due for delivery?

docmtl wrote:

It seems 90% of all traffic there is on E-jets ? Can someone confirm this information ?

docmtl

Before Covid-19 KLM used to operate up to ten daily E-190 flights to LCY from and to Amsterdam. Add this to the BA flights mentioned above.

Senti69 wrote:

When are KLM Cityhoppers PH-NXE, -NXG, -NXF due for delivery?

Should be one in October and two in November. PH-NXE's first flight was on October 13.

Something must have come up... no deliveries since PH-NXD so far.

inkjet7 wrote:

Senti69 wrote:

When are KLM Cityhoppers PH-NXE, -NXG, -NXF due for delivery?

Should be one in October and two in November. PH-NXE's first flight was on October 13.

The three are already finishing their tests at the factory, in December they fly to Holland.

NXE KLM delivery

KLM295E de Sao Jose dos Campos https://fr24.com/KLM295E/29f7f6c3

Very early December then for NXE

Nov. 25, 2021: PH-NXE is currently en-route to AMS for delivery to KLM:

https://www.flightradar24.com/KLM295E/29fb1a45

factsonly wrote:

Nov. 25, 2021: PH-NXE is currently en-route to AMS for delivery to KLM:

https://www.flightradar24.com/KLM295E/29fb1a45

PH-NXF has started it's delivery flight to AMS today as KLM295F. Currently between REC and TFS.

Both PH-NXE/F leased from AirCastle?

..
KLM Cityhopper's 6th E195-E2 (ERJ 190-400) aircraft; MTOW: 61.500 kg / 135.584 lb, MSN 19020061, reg. PH-NXF, test reg. PR-ECA, with the cabin configuration CY132 and powered by two 1921G, ‘2,5’-shaft, high-bypass, GTF engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; eng. architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT), OPR: 50,0:1, each rated at 100,31 kN / 10.229 kgf / 22.550 lbf, was delivered to WA/KLC on 27-28. Nov 2021, flying on the route SJK - REC - TFS - AMS (FLT KLM295F).
..
..The aircraft first flew on 23. Oct 2021. This is the 49th delivered aircraft of the E-Jet E2 family to one of the airlines and 31st of the type E195-E2 (ERJ 190-400).
..
..The aircraft Embraer E190-E2 (ERJ 190-300 STD); MSN 19020015, reg. LN-WEX, test reg. PR-ERN, once delivered to Wideroe (WF/WIF), after it was not being taken up by Fuzhou Airlines (FU/FZA), was returned to Embraer S.A. factory on 20. Jan 2021 (not included in the table down below).
..
……On the Skyliner (clickable)
..
……
..
..On the first, of the three, part of the delivery flight the aircraft departed São José dos Campos Airport (SJK/SBSJ) on 27. Nov 2021, 12.50 UTC and landed at Recife/Guararapes–Gilberto Freyre International Airport (REC/SBRF) on 27. Nov 2021, 15.35 UTC.
..
…..
…..KLM Cityhopper’s Embraer E195-E2; MSN 19020061, reg. PH-NXF - delivery flight KLM295F - part 1 (clickable)
..
..On the second part of the flight the aircraft departed Recife/Guararapes–Gilberto Freyre International Airport (REC/SBRF) on 27. Nov 2021, 16.24 UTC and landed at Tenerife South Airport (TFS/GCTS) on 27. Nov 2021, 22.08 UTC.
..
…..
…..KLM Cityhopper’s Embraer E195-E2; MSN 19020061, reg. PH-NXF - delivery flight KLM295F - part 2 (clickable)
..
..On the last part of the delivery flight the aircraft departed Tenerife South Airport (TFS/GCTS) on 28. Nov 2021, 12.07 UTC and landed at Amsterdam Airport Schiphol (AMS/EHAM) on 28. Nov 2021, 16.56 UTC.
..
…..
…..KLM Cityhopper’s Embraer E195-E2; MSN 19020061, reg. PH-NXF - delivery flight KLM295F - part 3 (clickable)
..
..While the E-Jet E2 family of the aircraft isn’t a clean sheet design over the original E-Jet family, there is a lot that has changed. In fact, very little is left that hasn’t been improved in some way over the original aircraft. The first noticeable improvement is the wing. Each family member of the E-Jet E2 family has its own, bespoke wing, something that is unusual in the other aircraft families. Because each wing has been designed specifically for the size of the aircraft it is used on, there is no compromise on size, shape or specifications - each E-Jet E2 family has the tailored wing for its fuselage.
..
..In terms of design, the aspect ratio for the wings of the E2s is one of the most generous in the industry. For the size of the aircraft, the wings are pretty long. The E195-E2, for example, has a wingspan of 35,12 m / 115 ft 2,6 in; this is 6,4 m / 21 ft wider than on the original E195 aircraft. An unusual feature of the E2’s wing is the lack of the winglets at the tips. For many popular narrowbody families, the winglets have become an integral part of improving efficiency, reducing wingtip vortices and drag. However, adding winglets is always a trade-off; not only do these structures cost the airline money, but they also add weight. There comes a tipping point when the fuel saved from adding winglets is no longer enough to counter the winglets’ additional weight. Thanks to its bespoke designed, high aspect ratio wing, Embraer S.A. has built out the need for this type of device.
..
..With its all-new wing, the E2 design was well on its way to become the quietest narrowbody in the world. However, there is also an another design feature of the wing that invariably causes noise, and that’s the aircraft’s control surfaces. Slats and flaps are required for control of the aircraft, particularly at low speeds, so tend to be deployed extensively during landing and takeoff. To solve this issue Embraer S.A. designed a sealing mechanism that fully seals the slat tracks, reducing aerodynamic noise during take-off and landing. The flaps feature side edge seals, reducing vortex sounds from these surfaces. Further, all over the fuselage, E2 have a plethora of air intakes and outlets; for the APU, the air conditioning, the cooling of avionics and much more, but featuring covers that protect and improve the air intakes and outlets right across the fuselage. On any aircraft of the E-Jet E2 family there are a variety of the covers, vents and hoods, all specifically designed to reduce the noise generated by these structures.
..
……….
……….Embraer E-Jet E2 aircraft - deliveries by the airlines
..
..The aircraft in the table below are sorted according to the date they left the factory and were handed over to their customers for use …
..
…………….……...
…………….……….Embraer E-Jet E2 aircraft - sorted by the delivery flight date
..
..According to those authoritative and competent sources, in the foreseeable future both types of the aircraft, A220-300 (Bombardier CSeries CS300/BD-500-1A11) - link.1 and E195-E2 (ERJ 190-400) - link.2, could get certified for the operations at London City Airport (LCY/EGLC).
..
..Embraer S.A. is keenly working towards the certification for E195-E2 at London City Airport, which would open the door not only for Helvetic Airways to upgauge (2L/OAW operates both E190-E2 and E195-E2), but also for the airlines like KLM Cityhopper to being service to the airport with their E195-E2s …
..
..The steep approach to the LCY's 1.508 m / 4.948 ft long paved runway represents a serious challenge (glideslope 5,5°). The airport reference code 2C means its ASDA, TORA and TODA declared distances are limited to 1.199 m / 3.934 ft by regulation (LDA is unregulated and permitted to be longer - 1.319 m / 4.327 ft). Otherwise, the usable takeoff distance available (TODA) for RWY 27 is 1.385 m / 4.544 ft, longer than that of RWY 09 (1.319 m / 4.327 ft) due to shorter starter extension on RWY 09.
..
..At least as much as its short runway, the limiting factors at LCY are obstacle clearance and a downwind take-offs. The winds are generally from the east, favoring RWY 09 which has some restrictive obstacles, but the downwind on the RWY 27 is just favorable. The LCY's ground infrastructure is designed to aircraft code C standards so it could, in theory, accept any aircraft with up to 35,99 m (118 ft 7/8 in) wingspan, and that would include all four aircraft shown in the table.
..
…..
…..Comparativ data of Airbus A220-100, Airbus A220-300, Embraer E190-E2 (ERJ 190-300 STD) and Embraer E195-E2 (ERJ 190-400) aircraft
..
..One of the key changes from E-Jet family to E-Jet E2 family is the brand-new engine type. The current members of E-Jet E2 family are powered by PW1900G, ‘2,5’-shaft, high-bypass, GTF engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; eng. architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT), OPR: 50,0:1, rated between 92,79 kN / 9.462 kgf / 20.860 lbf and 105,93 kN / 10.802 kgf / 23.815 lbf, a very similar engines to those PW1500G used on A220 Family aircraft.
..
..The engines themselves are extremely large for the size of the aircraft and it's the reason why Embraer S.A. designed a slight 'gull wing’ shape to accommodate these large powerplants. The one downside of selecting such a large engine was that it required more ground clearance than the engine of the first generation. This meant a redesign of the landing gear was needed, but herein lay another opportunity to cut down noise and drag. The new landing gear was to be housed in the usual wheel well, just like its predecessor. But rather than leaving the wheels open to the elements, Embraer S.A. designed a door to cover this area, reducing drag on the aircraft belly and cutting down noise.
..
..The final design element that has successfully reduced noise and the associated drag and inefficiency is the tail. Comparing the horizontal tailplane of the E-Jet E2 family to the original E-Jet family, there is clearly a size difference to see. It is 26 % smaller than its predecessor, which means lower weight and less drag from the empennage. This reduction in size was enabled by an all-new closed-loop fly-by-wire system which effectively enhances flight stability, allowing the aircraft to fly with a much smaller tailplane. The end result of all this fine-tuning is an officially the quietest narrowbody jet in the existence. And everything that has been done to make the plane quiet also makes it more fuel-efficient too. This is certainly good for both the airlines and the passengers themselves.
..
…..
…..Comparison graph of the narrowbody airliners
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..Besides 6 new E195-E2 (ERJ 190-400) aircraft; MTOW: 61.500 kg / 135.584 lb, in the cabin configuration CY132, powered by two 1921G, ‘2,5’-shaft, high-bypass, GTF engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; eng. architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT), OPR: 50,0:1, each rated at 100,3 kN / 10.229 kgf / 22.550 lbf, the regional airline subsidiary of KLM Royal Dutch Airlines (KL/KLM) - KLM Cityhopper has in its fleet 17 E175STD (ERJ 170-200 STD) aircraft; MTOW: 36.500 kg / 80.469 lb, in the CY88 cabin configuration, powered by two CF34-8E5, 2-shaft, high-bypass turbofans (fan diameter: 1.173,5 mm / 46,2 in; BPR: 5,0:1; engine architecture: 1F–10HPC〧2HPT–4LPT), OPR: 28,5:1, each rated at 59,70 kN / 6.087 kgf / 13.420 lbf and 30 E190STD (ERJ 190-100 STD) aircraft; MTOW: 45.000 kg / 99.208 lb, in the CY100 cabin configuration, powered by two CF34-10E5, 2-shaft, high-bypass turbofans (fan diameter: 1.346,2 mm / 53,0 in; BPR: 5,4:1; engine architecture: 1F+3LPC–9HPC〧1HPT–4LPT), OPR: 29,0:1, each rated at 77,35 kN / 7.888 kgf / 17.390 lbf.
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..Undoubtedly the Embraer E-Jet E2 family of the medium-range, large regional, jet airliners have set new standards in many aspects; the noise, the fuel consumption, maintenance costs, carbon dioxide emissions, but at the same time the new aircraft offer significant advantages for the passengers thanks to their new Recaro seats, larger overhead bins, mood lighting and a quieter cabin.
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..I believe that this great aircraft can really help the company in its recovery and further development. Will it? I really hope so, but it depends on a lot… I am looking at the picture of this beautiful aircraft wondering if I am missing something here … Yes, the winglets …
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Mario

Source told me that the 9H-AHY (ex-LN-WEX/B-602Q and MSN 19020015) will be coming back to Brazil next week, heading to the Embraer factory at SJK.

This bird was ntu by Fuzhou then went to Wideroe for a shot leasing term, then got stocked for 2 years and now will be back home. New customer ahead?

Please continue in the 2022 edition

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