Já existem 68 respostas neste tópico, contribua você também!

[RICARDO MOTTI]

Landing, em 21 de março de 2012 - 02:36 , disse:

Oh! E-198!

Pois é .... Mas a nomenclatura é temporária e foi dada pelo pessoal da Air Lease Corp. Pela foto divulgada pela Embraer parece que será E-Jets EV ( Echanced Version ) ...

• Back to top

[Jefferson Felipe JPA]

Não sei muito sobre configurações de aeronaves & mecanica, mas nesse caso da embraer em vez de alongar o já comprido E195 não daria para esticar para os lados a fuselagem? nesse caso evitaria o tal tail strike. Ai poderia usar a config. 3x3.

• Back to top

[José Castro]

Jefferson Felipe JPA, em 21 de março de 2012 - 22:39 , disse:

Não sei muito sobre configurações de aeronaves & mecanica, mas nesse caso da embraer em vez de alongar o já comprido E195 não daria para esticar para os lados a fuselagem? nesse caso evitaria o tal tail strike. Ai poderia usar a config. 3x3.

Esticar?
Mas ai já mexe em tudo, peso, compartimentos. Isso já é desenvolver um novo projeto

• Back to top

[Thiago Zschornack]

Jefferson Felipe JPA, em 21 de março de 2012 - 22:39 , disse:

Não sei muito sobre configurações de aeronaves & mecanica, mas nesse caso da embraer em vez de alongar o já comprido E195 não daria para esticar para os lados a fuselagem? nesse caso evitaria o tal tail strike. Ai poderia usar a config. 3x3.

E concorrer com Boeing e Airbus?! Acho melhor não.

O grande diferencial pra muita gente é o 2x2. Foi esse um dos fatores que ganhou espaço frente ao 600 e aos 318/19. Como depois da Fokker o 3x2 ficou meio que de lado, eu acho que há uma oportunidade de se criar algo novo aí. Porém o foco não é algo novo...

Na minha opinião de leigo, um embraer 196 soa tão bizarro quanto imaginar um A322.

• Back to top

[RICARDO MOTTI]

Fonte Flight Global

Many years ago when still at the helm of Embraer, Mauricio Botelho was asked about his appetite to go head to head with the industry's "big two" in the mainline jet sector. "Occasionally I come up against Airbus and Boeing today in campaigns with the E-Jet," he said. "And when I do, I start to miss my old foe Bombardier."

Botelho's point was simple: when "playing with the big boys", the ferocity of competition goes up by an order of magnitude to a point where the pressure can lead to burst blood vessels. And the events of the past 12 months have clearly illustrated that when Airbus and Boeing enter the fray, prisoners aren't taken alive. "

" Ironically, it is Bombardier's old Brazilian foe that could offer the biggest threat to the CSeries, following its decision not to go head to head with Airbus and Boeing.

After a lengthy evaluation about launching an all-new five-abreast airliner to compete directly with the CSeries and the smaller Airbus/Boeing narrowbodies, Embraer decided late last year to focus instead on a re-engined E-Jet solution. It should confirm that move late in 2012 with a formal launch, targeting a 2016-2018 service entry depending on the engine selected.

"Embraer, like Bombardier, walked up to the big jet cliff," says Aboulafia. "Unlike Bombardier, they walked away."

TeamSAI's Hygate adds: "Embraer is probably in a relatively strong position given that it has kept its powder dry and is now able to rejuvenate its product line with new engines and systems.

"The Brazilians should be congratulated for their ability to rapidly assimilate technology and ideas from within and from around the world and then transform all this learning into a successful commercial industry. I would see them as role model for any country wanting to build an aerospace industry."

More than a decade ago, Embraer responded to the threat of the all-new Fairchild 728Jet in the large regional jet segment by launching its cleansheet 70 to 120-seat E-Jet family. Although this was a slow starter, it now has approaching 1,100 orders and is the market leader in its category.

The manufacturer's commercial aviation president, Paulo Cesar de Souza e Silva, says a similar all-new response was first explored to respond to the CSeries and the updated Airbus and Boeing developments. "We were looking to develop a larger jet and believe we could have designed a jet even more efficient than tomorrow's re-engined narrowbodies because it would have been a cleansheet design.

"But then Neo and Max quickly sold 2,500 units and we realised the two big guys were very aggressively defending their market segment and not letting Bombardier sell almost at all.

"To jump into that space, given the magnitude of investment needed to develop a larger jet, we were not seeing a good business case in terms of capture of the market and adequate return on investment. So we decided to reinforce our position in the segment where we we're already market leaders - the 60 to 120-seat category."

Embraer is talking to all three main engine manufacturers about suitable advanced powerplants as it scopes the re-engined E-Jet with the aim of launching the programme this year.

"The entry into service depends on the engine manufacturer," says Silva. "It will be some time between 2016 and 2018. Our target is at least 15% [lower fuel burn]. Our minimum should be the best number of the other guys."

But Silva does not rule out a new mainline move in the longer term. "We are not seeing a business case now, but maybe in the future, say in 2025, when the big guys move up to larger narrowbodies, to 220-230 seats, then we could upgauge our product lines in the smaller [mainline] segment where they are not so focused."

Editado por RICARDO MOTTI, 22 de março de 2012 - 11:44 .

• Back to top

[RICARDO MOTTI]

Fonte: ATW Air Transport World ...


Embraer continues to explore engine options for next-gen E-jets

Embraer is unlikely to launch a next-generation, re-engined variant of its E-jet family before next year, but will continue to introduce gradual enhancements to its current models, the company’s president and CEO said Tuesday.
The Brazilian manufacturer is also continuing to explore different engine options for the future model despite its long-time relationship with GE Aviation and the CF-34 engine, Frederico Curado said during a press briefing in Washington, DC.

Embraer announced late last year it had dropped plans to enter the 130-160 seat narrowbody market and would instead focus on developing a re-engined variant of its E-jet family that could be ready in 2018 (ATW Daily News, Nov. 11, 2011).

“We need a very, very good engine that delivers a significant reduction in fuel burn, but also a reduction in maintenance costs,” Curado said. “GE is a great partner, but we have to be open-minded about what is the best engine for the aircraft because this is a core feature of the airplane. Reliability is a given, and then it must deliver reduced fuel burn and maintenance costs.”

Curado said the company was in no hurry to launch the new variant. “Our E-jets are modern aircraft and the 190 is selling well and has a strong backlog. We are very intensively talking with our customers and we will eventually converge on how many models we will have and the extent of the modifications to the airframe. Is it just new engines or something else? That talk is not within our engineering walls; it’s about talking to our customers and it’s a long process to decide exactly what our customers want,” he said.

Curado therefore does not expect an announcement on the aircraft before next year, although he said an engine selection could potentially happen this year. In the meantime, gradual enhancements will continue to current models.

Curado added that he was happy with the decision to stay out of the narrowbody market, although it was difficult to reach. “We didn’t see a business case for us or anyone else. We are happy with that decision and all of our efforts will be focused on the E-jets,” he said.

• Back to top

[Comte Curtiss]

Sem duvida ainda ha condiçao de "esticar" alguma coisa para colocar 2 ou 3 fileiras,apos tera que ser novo projeto.Agora se a Tam ou a WEB adquirissem os E195 ai iriamos ve-los certamente com 160 pax espremidos !!

• Back to top

[chico]

Comte Curtiss, em 11 de abril de 2012 - 18:09 , disse:

Sem duvida ainda ha condiçao de "esticar" alguma coisa para colocar 2 ou 3 fileiras,apos tera que ser novo projeto.Agora se a Tam ou a WEB adquirissem os E195 ai iriamos ve-los certamente com 160 pax espremidos !!

Não vamos exagerar - o E-195 atualmente tem uma capacidade máxima (até pela questão das portas de emergência) de 122 assentos, e isso creio que com pitch de 29".

Para ganharmos mais 3 fileiras, e subirmos a capacidade para até 134 assentos, precisaria esticar o avião em cerca de 2,5 metros...talvez um pouquinho mais, e permitiria algo como 130 assentos com pitch de 30", o que eu acho que já estaria bom demais...(ou seja, algo como um anel extra de 1,30m antes das asas e outro depois das asas)...

E ficaria logo abaixo dos A319 e 737-700 - pra quê melhor?

• Back to top

[RICARDO MOTTI]

chico, em 11 de abril de 2012 - 21:55 , disse:

Não vamos exagerar - o E-195 atualmente tem uma capacidade máxima (até pela questão das portas de emergência) de 122 assentos, e isso creio que com pitch de 29".

Para ganharmos mais 3 fileiras, e subirmos a capacidade para até 134 assentos, precisaria esticar o avião em cerca de 2,5 metros...talvez um pouquinho mais, e permitiria algo como 130 assentos com pitch de 30", o que eu acho que já estaria bom demais...(ou seja, algo como um anel extra de 1,30m antes das asas e outro depois das asas)...

E ficaria logo abaixo dos A319 e 737-700 - pra quê melhor?

Em verdade precisa de asas maiores para que o alcance não fique comprometido, provavelmente uma deriva maior por conta do maior tamanho ( engenheiros me ajudem aqui ) e dependendo da nova turbina novos e maiores trens de pouso ( lá vem mais peso ) ... bastante nuances ....

Editado por RICARDO MOTTI, 11 de abril de 2012 - 23:20 .

• Back to top