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  1. Dubai, UAE, November 17th, 2019 – Embraer announced today, at the Dubai Air Show, that Air Peace, Nigeria and West Africa’s largest airline, has signed a contract for three additional E195-E2s, confirming purchase rights from the original contract, signed in April this year. These new E195-E2s will be included in Embraer’s 2019 fourth-quarter backlog and have a value of USD 212.6 million, based on Embraer’s current list prices. Set to be the first E-Jets E2 operator in Africa, Air Peace’s firm order, announced in April this year, is now for 13 E195-E2s with 17 purchase rights for the same model. The first delivery is scheduled for the second quarter of 2020. “The E195-E2 is the perfect aircraft to expand our operations in Africa and this new order is a further confirmation of our ‘no-city-left-behind initiative which we shall continue to execute”, said Air Peace Chairman/CEO, Mr. Allen Onyema. He added, “We are receiving impressive data about the aircraft’s economics now that is in revenue service, and this was a driver to place this new firm order with Embraer. We look forward to receiving our first aircraft, which will enhance connectivity in Nigeria and the African region, while feeding long-haul flights from our Lagos hub.” “Air Peace will love the aircraft’s efficiency and the passenger will experience an unparalleled level of comfort, especially in first class – Air Peace is the launch customer for Embraer’s new premium staggered seating option”, said Raul Villaron, Vice President Sales, Africa and Middle East, Embraer Commercial Aviation. “We look forward to supporting Air Peace’s growing E2s fleet and to deepening our fruitful partnership.” Air Peace subsidiary, Air Peace Hopper, started operating six ERJ145 jets last year on short thin routes. That experience with Embraer’s products and services, including the pool programme, and the undeniable economic benefits of right-sizing aircraft for the mission, was a key factor in selecting the E2. Air Peace’s E195-E2s will be configured in a comfortable dual class arrangement with 124 seats. Air Peace operates more than 20 local, regional, and international routes and has strategic plans to expand those routes. Embraer is the world’s leading manufacturer of commercial jets up to 150 seats. The Company has 100 customers from all over the world operating the ERJ and E-Jet families of aircraft. For the E-Jets program alone, Embraer has logged more than 1,800 orders and 1,500 deliveries, redefining the traditional concept of regional aircraft. Fonte Embraer
  2. Apesar da notícia falar da Mitsubishi Heavy Industries, mostra como o projeto do MRJ vem custando bilhões de dólares a empresa e como a Bombardier entra na jogada. ____________________ https://asia.nikkei.com/Business/Company-in-focus/Mitsubishi-hopes-global-ambitions-will-fly-with-revamped-jet MITSURU OBE and NAOKI WATANABE, Nikkei staff writers JUNE 21, 2019 15:58 JST PARIS/TOKYO -- At the Paris Air Show in June 2007, Mitsubishi Heavy Industries unveiled a sleek, gleaming silver mock-up of an aircraft it hoped would conquer the world's regional jet market. Twelve years and billions of dollars in overruns later, the Japanese conglomerate was back in Le Bourget this week, rebooting a program that was billed as the fulfillment of a national and corporate dream but instead became an investor nightmare. The pavilion of subsidiary Mitsubishi Aircraft attracted crowds of journalists and aviation enthusiasts, eager to check out the interior of the redesigned and renamed Mitsubishi Regional Jet -- now the SpaceJet -- and hear how executives plan to rise above the design flaws and other setbacks that delayed deliveries five times. The buzz was also fueled by the news earlier this month that Mitsubishi Heavy is negotiating to buy the regional jet program of one of its archrivals, Canada's Bombardier. The acquisition of Bombardier's CRJ jet program could be the watershed that transforms the very identity of Japan's largest defense contractor. Already, the SpaceJet revamp, which includes a variant tailored to the needs of U.S. airlines, suggests the company has recognized the need to change. The Bombardier deal, if it goes through, would end a damaging insistence on indigenous development at the bluest of Japan Inc.'s blue-blooded companies, potentially paving the way for Mitsubishi Heavy to harness global talent and opportunities. Mitsubishi is hoping for a fresh start with the rebranded SpaceJet, displayed at the Paris Air Show at Le Bourget Airport. (Photo by Minoru Satake) The question is whether aircraft buyers -- and stock investors -- will go along for the ride. The course correction reflects a quiet sense of crisis at a 130-year-old conglomerate that has made everything from World War II fighters to stealth submarines, nuclear power plants and an International Space Station module. The company is so close to the Japanese government that it is widely considered a "proxy" for Tokyo, and revenue is stable for now. But, internally, concern is mounting in the face of the Japanese economy's hazy future, given the aging and shrinking population, and Mitsubishi's own struggles to leverage its expertise into globally leading positions. Edward Bourlet, an analyst at CLSA, suggests Mitsubishi seems content with being an also-ran in too many sectors, rather than sharpening its competitive edge. "They are not No. 1 in planes. They are not No. 1 in gas turbines. They are not No. 1 in nuclear plants. They are not No. 1 in anything," he said. "If they are not globally competitive in any single product and it is a conglomerate of businesses that aren't No. 1 in anything, that's a risk." When Mitsubishi Heavy set out to produce the MRJ, it believed the jet could be that elusive globally competitive product. It also wanted to avoid a price war over aircraft components and maintain manufacturing in Japan. While Mitsubishi Heavy supplies wing flaps for the Boeing 737 Max, for example, they are made in Vietnam to keep costs down. Japan had not produced a passenger plane of its own since the YS-11 turboprop was scrapped in 1973. Still, the company envisioned raking in orders from North American airlines that would be replacing aging fleets and from upcoming players in emerging Asian markets. China's foray into the passenger jet market in 2008 with the establishment of COMAC added motivation. Mitsubishi officials were eager to grab market share before the Chinese competitor had a chance to build momentum. But Mitsubishi appears to have overestimated its own capabilities. The group manufactures the wings of Boeing's 787 Dreamliner and the fuselage of the larger 777. It assembles F-15 and F-35 fighter jets. It builds rockets to deliver supplies to the ISS. Yet, while Mitsubishi saw the passenger jet challenge as one of technology, other big hurdles lay elsewhere: safety, accountability, smooth communication, and the hiring and retention of international expertise. All are essential for persuading U.S. regulators to allow Americans to board a new aircraft. Mitsubishi Aircraft intended to make the first delivery in 2013. Now, the goal is to have the roughly 90-seat SpaceJet M90, a rebranding of the MRJ, enter service with Japanese carrier All Nippon Airways next year. The SpaceJet M100, which will seat 65 to 88 -- accommodating U.S. pilot union rules that set a maximum of 76 seats in a regional jet -- is due to be ready by 2023. After several delays on type certification in the U.S., and three years after the plane was originally due to fly, Mitsubishi finally recruited an experienced outsider. Alex Bellamy came from Bombardier in 2016 to lead the MRJ project. He called the SpaceJet a "product born in Japan" that will be "certified around the world, to meet the global demand." His mission is to convince airlines and the stock market that the project is indeed at "the turning point." Mitsubishi Aircraft originally expected to spend 150 billion yen ($1.4 billion) to develop its regional jet, but as of last year it had poured in 600 billion yen. The cost is projected to reach 800 billion yen by the 2020 debut of the M90. Investors are in wait-and-see mode. Mitsubishi Heavy shares are trading at around 4,700 yen, roughly half the peak in 2007. "So they needed outside specialist help in the first place," CLSA's Bourlet said of the Bellamy hiring. "They should have done that before." He thinks the MRJ is a big reason investors are avoiding Mitsubishi Heavy. The jet, he said, is seen as "a long-term, capital-intensive, risky project that doesn't necessarily immediately make economic sense." Mitsubishi Heavy's history of high-profile international missteps may be fueling skepticism as well. The company reported a special loss of 240 billion yen for the year ended March 2016, after a move into cruise ship construction went awry. The group was founded as a shipbuilder in 1884 and supplies submarines and Aegis warships for Japan, but it had no experience with luxury ocean liners when it won an order from top cruise company Carnival in 2011. Much like the MRJ, the project was plagued by delays and overruns. The conglomerate ultimately gave up. Also in 2016, Mitsubishi Heavy lost a bid to supply next-generation submarines to the Australian navy, despite an all-out sales pitch by Prime Minister Shinzo Abe's government. The contract went to a French company that promised to create more local jobs. Last December, Mitsubishi Heavy's project to build a nuclear power plant in Turkey fell through after the cost estimate ballooned -- again after an all-out sales pitch by Abe. Mitsubishi Heavy has tried to become more open, competitive, and less bureaucratic. For example, Previous President Shunichi Miyanaga initiated a merger of its energy business with Hitachi's. He also introduced a more transparent CEO selection process and began briefing analysts about quarterly earnings himself. In a rare move for a storied Japanese conglomerate, the company brought in a foreign woman -- management professor Christina Ahmadjian -- to serve as an independent director. But the pace of change is slow from a Western perspective. "Everyone is waiting for a big move and there is no big move," Bourlet said. Japanese contractors are "trying to be progressive, but struggle to be aggressive." The Bombardier deal could help to change that perception -- but only if it goes ahead, and integration is well managed. Buying the Canadian company's jet program, known as the CRJ, would give Mitsubishi Heavy access to a wealth of expertise along with a network of maintenance hubs -- necessary to win new MRJ orders. Bombardier's know-how would also give the SpaceJet program more credibility at a time when aviation safety is in the spotlight, after two Boeing 737 Max crashes. The purchase would also remove a major competitor from the U.S. regional jet market. Mitsubishi Aircraft would still have to confront a formidable foe in Brazil's Embraer, which has agreed to sell its commercial aircraft division to U.S. giant Boeing. But the rival is focused on jets seating 100 or more, while Mitsubishi is aiming at the smaller end of the market. In an interview, Mitsubishi Aircraft President Hisakazu Mizutani suggested the talks with Bombardier were progressing, saying the Canadian company is "looking at the idea in a very positive manner." The CRJ program is loss-making for Bombardier. Nevertheless, Mizutani described it as "a solid business," adding, "We are looking into how the combined operations could produce maximum results." Bob Morris and Thomas Kaplan, analysts at aviation consultancy Cirium, said the replacement of the mature CRJs with SpaceJets "could be a natural move for many of the existing operators." Another benefit of the deal would be having a production foothold in Canada, right next to the world's largest regional jet market in the U.S. Mitsubishi executives cautioned that the companies could still fail to reach agreement. But without the CRJ, the Japanese jet would be "the weaker second player in a regional jet duopoly dominated by Embraer/Boeing," said Morris and Kaplan, assuming Bombardier ultimately withdraws from regional aircraft. Either way, Mitsubishi still has high hopes for the plane business. "We want to grow commercial aviation into a main revenue source in 10-20 years," Masanori Koguchi, Mitsubishi Heavy's CFO said in an interview in November. Demand for regional jets is currently concentrated in North America and Europe, but Koguchi expects it to grow in Asia as well, especially in island countries like the Philippines and Indonesia where land transport is relatively limited. Mitsubishi Aircraft is currently sitting on about 400 aircraft orders, including options. On Wednesday it signed a memorandum of understanding with an undisclosed North American airline for 15 SpaceJet M100s. Over the next two decades, the company expects demand for more than 5,000 regional jets in North America alone, mostly replacement demand, and aims to capture "a significant proportion" of it. "Aerospace is actually a good business," Bourlet said, noting industry players should be able to take advantage of increasing air travel, especially in Asia. The trouble is that Mitsubishi has not shown the MRJ can capitalize on that opportunity so far, and it will still face obstacles even with Bombardier, he added. "They haven't completed the first delivery of the MRJ yet," said Sho Fukuhara, an analyst at Jefferies. "I'm not so sure how they can manage these two business entities." Investors may harbor similar concerns. The day after the news of the Bombardier talks broke, Mitsubishi Heavy shares fell more than 2% on the Tokyo Stock Exchange. A lot may depend on the cost of the deal, according to Bourlet. "If they get a good price [for] the expertise of Bombardier, the maintenance hubs, the know-how, experience, and [if] they can efficiently integrate Bombardier, I think they could turn sentiment and opinion around."
  3. Pilots on a Republic Airways Services Inc. flight leaving Atlanta in November lost the ability to raise and lower their Embraer SA EMB-175’s nose, investigators said on Wednesday, a failure reminiscent of what helped lead to the two deadly 737 Max crashes. The National Transportation Safety Board issued 10 recommendations to Brazil, where the jet was made, and U.S. aviation regulators. One of the issues was that the emergency procedures followed by the pilots, who were operating the flight for American Airlines Group Inc., didn’t seem to immediately stop the problem, the NTSB said. The failure was also difficult for pilots to detect, a situation which occurred in the 737 Max crashes that killed 346 people. The regional jet carrying six passengers and four crew members had just lifted off when the captain noticed the plane was trying to aggressively pull the nose up into a climb. The captain and copilot followed an emergency procedure they’d memorized for the problem, but it didn’t correct the problem, the NTSB said. The pilots reported that they both needed to push the control column with two hands to maintain control of the plane, preventing them from reaching for their emergency checklists. Thumb Switch Eventually, the copilot was able to use a thumb switch to help keep the jet’s nose level, and they returned for a safe landing, NTSB said. While the Boeing Co. 737 Max crashes involved a separate failure involving software, it also caused what’s known as the pitch trim system on the plane to malfunction. In those cases, it was driving the nose down and pilots weren’t able to diagnose the issue and disconnect the motor that was causing it. Investigations into those crashes also raised concerns about emergency procedures. Read More: Four Seconds to Respond? Faulty Assumptions Led to 737 Disasters In the Atlanta incident, NTSB investigators found the captain’s thumb switch that adjusts the trim -- which would raise and lower the nose -- had been installed upside down. That could cause a situation in which attempts to lower the nose would actually cause it to go up instead. Chafed Wires The NTSB said it also found evidence of chafed wires in the system controlling the trim on the plane. Such chafing could trigger a short circuit, leading to a trim failure. The NTSB didn’t say whether either of these issues caused the problems the pilots encountered. Embraer said in a statement that since 2015 it has told operators of the plane to modify the switch so that it couldn’t be installed improperly. It has also advised airlines to inspect for damaged wiring, the company said. Representatives of Republic didn’t immediately respond to a request for comment. The safety board called on Brazil’s National Civil Aviation Agency and the Federal Aviation Administration to mandate inspections for similar wiring problems, require Embraer’s switch repair, and to examine whether the plane’s emergency checklist needs to be revised. It applies to several similar models, the EMB-170, EMB-175, EMB-190 and EMB-195.
  4. Aerolíneas Argentinas desiste de vender seus jatos Embraer Companhia agora planeja substituir seus atuais E190 por novos E195-E2 A Aerolíneas Argentinas desiste de vender seus jatos Embraer. A companhia de bandeira argentina havia planejado se desfazer da sua frota de E-Jet, substituindo os modelos por aeronaves maiores e possivelmente alugadas. No entanto, o novo presidente da Aerolíneas Argentinas classificou a proposta anterior como “loucura” e afirmou que o objetivo da atual direção é renovar a frota, inclusive com o E195-E2, que na visão do executivo é a melhor opção para o mercado argentino. “O objetivo seria renovar a frota com a nova linha E195-E2, que se adapta ao mercado argentino. Não faz sentido mudar de uma frota própria para uma alugada”, afirmou Pablo Ceriani, presidente da Aerolíneas Argentinas. A companhia argentina detém atualmente 26 aeronaves E190, que chegaram a frota a partir de 2010, sendo operados pela subsidiária Austral Líneas Aéreas, especialmente em voo domésticos e internacionais de curto alcance. “Isso é loucura (vender os E190), porque a frota de jatos Embraer é uma parte importante dos ativos da empresa. É um orgulho para a Aerolíneas ser uma das maiores operadoras da Embraer no mundo”, comentou o executivo. A empresa emprega os atuais E190 em suas principais rotas domésticas, atendendo especialmente a mercados secundários, fundamentais para a malha da companhia aérea. “O Embraer 190 é uma aeronave muito versátil que permite operações que não podem ser feitas por uma aeronave maior”, completou.
  5. Sierra Nevada to restart Dornier 328 production in Germany Embraer avança com projeto de avião demonstrador de tecnologias de propulsão elétrica São José dos Campos-SP, 16 de agosto de 2019 – A Embraer revelou hoje, às vésperas do seu aniversário de 50 anos, imagens do avião demonstrador de tecnologia de propulsão 100% elétrica, que está em desenvolvimento. O protótipo tem um esquema de pintura especial e está preparado para receber os sistemas e componentes. O motor e inversor da aeronave estão sendo fabricados pela WEG, na sede da empresa em Jaraguá do Sul, em Santa Catarina, como parte do acordo de cooperação científica e tecnológica para desenvolvimento em conjunto de tecnologias de eletrificação. Dentre os avanços do projeto estão a parceria com a Parker Aerospace que será responsável por fornecer o sistema de arrefecimento do avião demonstrador da tecnologia. Durante os próximos meses, as equipes técnicas das empresas continuarão testando os sistemas em laboratório para posterior integração no demonstrador de tecnologias e realização de ensaios em condições de operação real. O primeiro voo do protótipo está previsto para 2020. Sobre a cooperação tecnológica A proposta de desenvolvimento tecnológico para eletrificação aeronáutica, formalizada num sistema de cooperação entre Embraer e WEG, anunciado em maio de 2019, é um instrumento eficaz e eficiente para a capacitação e maturação das tecnologias antes da aplicação em produtos futuros. A parceria, no âmbito de pesquisa e desenvolvimento pré-competitiva, busca acelerar o conhecimento das tecnologias necessárias à utilização e integração de motores elétricos visando o aumento da eficiência energética dos sistemas propulsivos de aeronaves inovadoras. Para os ensaios será utilizada como plataforma demonstradora uma aeronave de pequeno porte monomotor, baseada no EMB-203 Ipanema, que realizará avaliação primária das tecnologias de eletrificação. O processo de eletrificação faz parte de um conjunto de esforços realizados pela Embraer e outras empresas do setor aeronáutico que visam atender seus compromissos de sustentabilidade ambiental, a exemplo do que já vem sendo feito com biocombustíveis para redução de emissões de carbono. Ao estabelecer parcerias estratégicas por meio de mecanismos mais ágeis de cooperação, a Embraer estimula redes de conhecimento que permitem um significativo aumento de competitividade do país e a construção de um futuro sustentável. Siga-nos no Twitter: @Embraer Sobre a Embraer Empresa aeroespacial global com sede no Brasil, a Embraer completa 50 anos de atuação nos segmentos de Aviação Comercial, Aviação Executiva, Defesa & Segurança, Aviação Agrícola. A Companhia projeta, desenvolve, fabrica e comercializa aeronaves e sistemas, além de fornecer Serviços & Suporte a clientes no pós-venda. Desde que foi fundada, em 1969, a Embraer já entregou mais de 8 mil aeronaves. Em média, a cada 10 segundos uma aeronave fabricada pela Embraer decola de algum lugar do mundo, transportando anualmente mais de 145 milhões de passageiros. A Embraer é líder na fabricação de jatos comerciais de até 150 assentos e a principal exportadora de bens de alto valor agregado do Brasil. A empresa mantém unidades industriais, escritórios, centros de serviço e de distribuição de peças, entre outras atividades, nas Américas, África, Ásia e Europa.
  6. July 16, 2019 Embraer Commercial Aviation CEO John Slattery, via the company’s official blog, noted (15-Jul-2019) “all eyes are on China” as the market is “expected to lead the nearly doubling of world air travel demand over the next 20 years”. The country’s fleet “should increase steadily with a forecast 6% annual RPK growth” and these new aircraft “will be flying to another 200-plus airports the CAAC intends to build by 2035, almost twice as many as there are now”. China is the second largest single country market for the Embraer E-Jet regional aircraft family, after the US. https://blueswandaily.com/embraer-ceo-all-eyes-are-on-china-which-will-lead-air-travel-demand-in-next-20-years/
  7. 29-May-2019 8:36 PM https://centreforaviation.com/members/direct-news/embraer-and-weg-sign-an-agreement-for-technological-cooperation-in-electric-aeronautical-propulsion-475657 Embraer and WEG, two of Brazil's largest high-tech manufactured products exporters, announced today a scientific and technological cooperation agreement to jointly develop new technologies and solutions to enable electric propulsion in aircraft. The partnership, in the context of pre-competitive research and development, seeks to accelerate the knowledge of the technologies necessary to increase the energy efficiency of aircraft from the use and integration of electric motors in innovative propulsion systems. The electrification process is part of a series of efforts carried out by the aeronautical industry aimed at ensuring its commitments to environmental sustainability, as is already being done with biofuels to reduce carbon emissions. “By creating this technological development agreement with WEG, we have combined more than 100 years of innovation from two leading companies in generating knowledge and strengthening the supply chain, as well as increasing Brazilian competitiveness in the global market,” said Daniel Moczydlower, Executive Vice President of Engineering and Technology at Embraer. “Advances in scientific research can make clean and renewable energy a major enabler of a new era of urban and regional air mobility that is more accessible to the population.” The cooperation between the research teams will support the creation of innovative technologies that can generate opportunities for future evolutions of new aeronautical configurations and the possibility of developing new market segments. Initiatives like this, combined with long-term incentive policies, also enhance Brazil's intent to become a world leader in sustainable technologies. “Our powertrain technology, developed over years for tried and tested applications in trains, buses, trucks and boats, and in constant evolution, has paved the way for this exciting scientific and technological cooperation project. Together with Embraer we will work not only to enable the electric propulsion of aircraft, but also to increase the technological capacity of WEG, of Embraer and of Brazil, taking our country to an even more competitive level,” says Manfred Peter Johann, Superintendent Director of WEG Automation. After testing these technologies in the laboratory, an aeronautical platform will be used for integration and testing of complex systems under real operating conditions. A small single-engine aircraft, based on the EMB-203 Ipanema, will be used as the test bed, which will carry out the primary evaluation of the electrification technology. The first flight of the electric powered demonstrator is scheduled for 2020. The proposed scientific development of aeronautical electrification, using a technology demonstration platform, constitutes an effective and efficient pre-competitive research instrument for learning and training, as well as for the maturation of the technologies before they are applied in future products. Embraer is committed to the open innovation model and maintains collaborations with dozens of universities and research centers in Brazil and abroad. Among the highlights are long-term partnerships with institutions such as FINEP, FAPESC, FAPESP, FAPEMIG and Embrapii, which are key to narrowing the gap between the scientific community and industry needs. By establishing strategic partnerships through more agile cooperation mechanisms, Embraer is stimulating knowledge networks to allow a significant increase in the country's competitiveness and the construction of a sustainable future. This press release was sourced from Embraer on 28-May-2019.
  8. https://www.aeroflap.com.br/fuji-dream-airlines-recebe-o-13o-embraer-e-jet-da-sua-frota/
  9. https://blueswandaily.com/embraer-to-deliver-first-e195-e2-to-launch-customer-azul-in-1h2019/ June 29, 2018 Embraer Commercial Aircraft president and CEO John Slattery confirmed the manufacturer intends to deliver the first E195-E2 to launch customer Azul in 1H2019 (hmgaerospace.com, 27-Jun-2018). Mr Slattery said the E195-E2 is “going to open up new opportunities for us” and he expects LCCs and ultra LCCs to operate the type as they pursue profitability and develop “secondary and tertiary markets with right-sized metal”. Embraer believes the E195-E2 in a high density, 146 seat configuration is “a perfect aircraft for the low-cost carriers” in the Asia Pacific, USand in Western Continental Europe, said Mr Slattery.
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