Embraer E-Jet : 170 : 190

Le portefeuille client d’Embraer s’est étoffé. L’avionneur brésilien a annoncé le 17 novembre qu’il avait conclu un accord avec la compagnie kazakhe Air Astana. Il porte sur l’acquisition de deux ERJ 190.

Les E-Jets figurent déjà sur le carnet de commandes d’Embraer. Ils seront intégrés à la flotte d’Air Astana au moyen d’un contrat de leasing avec la société américaine Jetscape.

La compagnie a choisi de les doter d’une cabine biclasse de 97 places, neuf en classe affaires et 88 en classe économique.

Livrés à partir du premier trimestre 2011, les ERJ 190 permettront à Air Astana de développer son réseau domestique et régional en Asie Centrale.

Embraer has received steep approach certification for another member of its E-Jets family, the EMBRAER
190, to operate at London’s premier business airport, London City (LCY).

The EMBRAER 170 received the same certification in 2007 and is currently operated by British Airways at LCY.

The EMBRAER 190 uses a software solution developed on the existing fly-by-wire system, which means better flight qualities and control, reduced pilot workload, and lower fuel consumption.

The range of the EMBRAER 190 out of LCY is over 800 nautical miles (1,500 km), covering all current routes and bringing important European business destinations within reach.

Embraer has received steep approach certification for another member of its E-Jets family, the EMBRAER
190, to operate at London’s premier business airport, London City (LCY).

The EMBRAER 170 received the same certification in 2007 and is currently operated by British Airways at LCY.

The EMBRAER 190 uses a software solution developed on the existing fly-by-wire system, which means better flight qualities and control, reduced pilot workload, and lower fuel consumption.

The range of the EMBRAER 190 out of LCY is over 800 nautical miles (1,500 km), covering all current routes and bringing important European business destinations within reach.

Concerned about potential malfunctions of ice-protection systems on hundreds of Embraer regional jetliners, aviation regulators in Brazil and Europe have issued safety directives intended to prevent both engines on such planes from shutting down in mid-flight.
The related moves, likely to be followed shortly by the Federal Aviation Administration, stem from software problems regulators believe could "result in loss of automatic activation" of ice-protection systems for engines on some Embraer 170 and 190 jets. If pilots fail to react properly in such circumstances to certain cockpit warnings, according to the safety directives, ice may build up on engines inlets "and cause a dual engine shut down."
Brazilian regulators issued a directive earlier this week, and the European Aviation Safety Agency adopted the identical measure on Friday.
Under the mandatory directives, which go into effect in 10 days, airlines will be barred from flying such Embraer jets unless mechanics first investigate specific onboard computer warning messages generated on the ground. In some cases, current rules allow planes to take off despite the appearance of these computer warnings, with follow-up checks deferred until later. The directives don't make any reference to incidents or accidents.
A U.S. spokeswoman for the manufacturer, Brazil's Empresa Brasileira de Aeronáutica SA, didn't have any immediate comment. An FAA spokeswoman said Friday that the U.S. agency is aware of the Brazilian directive and FAA officials "are considering taking similar action."
The safety directives that already have been issued indicate that the combination of flight limitations and revised maintenance procedures "are considered an interim solution until a final action" to resolve the problem is identified. At that point. regulators may issue further directives.
Ice building up on aircraft wings and portions of engines are perennial safety hazards for aviators, and regulators closely track potential safety issues in these areas. The latest directives are unusual, however, since regulators seldom mandate maintenance or procedural changes because they fear that both engines on certain types of aircraft could stop working.

Swiss regional carrier Baboo could be set to join [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] in operating the [Vous devez être inscrit et connecté pour voir ce lien] to London City Airport after the type secured certification to perform the required steep approach.
The pilot can select the proper approach configuration with a simple switch, which commands a deflection of the outer spoilers. Carriers requiring this capability need only a software modification to the fly-by-wire system.
While British Airways CityFlyer and Lufthansa CityLine have already disclosed plans to operate the 190 at London City, [Vous devez être inscrit et connecté pour voir ce lien] says today that Geneva-based Baboo will also be among the first to use the type at the downtown airport.

The European Aviation Safety Agency confirms that it has completed airworthiness certification of the type's steep-approach capability.
"Embraer will offer this to airlines through a service bulletin to upgrade their existing flight control system," says an EASA spokesman.
"Operational approval for use at particular airports requires the involvement of the responsible national aviation authority - in this case the UK's Civil Aviation Authority."

Embraer says the 190 will be able to operate with a range of more than 800nm (1,480km) from London City.
The airframer's airline market executive vice-president, Mauro Kern, adds that it has concluded steep-approach certification "with no pending items".

British Airways CityFlyer, which has five 190s on order, already uses the 170 at London City. The type received similar approach approval three years ago.

Geneva-based Baboo currently uses the [Vous devez être inscrit et connecté pour voir ce lien] Q400 on the London City route and chief executive Jacques Bankir tells Air Transport Intelligence that the service is "doing well" in terms of loads.

But following the [Vous devez être inscrit et connecté pour voir ce lien] 190's certification to conduct the steep approach into City, he states that the airline "wants to experiment" with its potential.

Baboo has three Embraer 190s in its fleet as well as a pair of Q400s.

Swiss carrier Baboo is aiming to be the first carrier to operate the [Vous devez être inscrit et connecté pour voir ce lien] into London City Airport, with a service next week.
While [Vous devez être inscrit et connecté pour voir ce lien] CityFlyer and [Vous devez être inscrit et connecté pour voir ce lien] CityLine are each planning to introduce services with the type shortly, Baboo is intending to operate a flight on 10 February.

Embraer studies re-engining E-Jets

[Vous devez être inscrit et connecté pour voir ce lien] could re-engine its GE Aviation [Vous devez être inscrit et connecté pour voir ce lien]-powered E-Jets family as part of a broader study into new commercial programmes, which is being stepped up by the Brazilian airframer in the face of growing competition.
A decision is expected by the end-2010 on whether or not to re-engine and incorporate newer technology into the E-Jets family, or bring a larger-capacity, clean-sheet jet design to market, says Mauro Kern, who was last week promoted to the newly-created position as Embraer's executive vice-president new programmes, airline market.
"You know we've been studying several different projects and talking to engine manufacturers. There have been a lot of different activities in terms of getting prepared to take the next step on our commercial airplane product line. We see that we are approaching a time for a decision on that."
Embraer has also studied a possible stretch of its largest-capacity E-Jet, a project informally called the E-195X. However, Kern says: "Let's not [just] focus on the E-195X because the E-Jets as a family is very strong. It's not only about increasing the size of the aircraft, it's about the family."
The market for 100-120 seats, which is covered by the existing E-Jets, continues to be very promising, he stresses. "It has been very successful. We have a full commitment in keeping this family strong into the future."
[Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] are expected to decide this year on whether or not to push ahead with re-engined versions of their successful [Vous devez être inscrit et connecté pour voir ce lien] and 737 families respectively.
Kern notes that a big advantage for E-Jet operators today is their ability to use the aircraft to "right-size" in lower-density markets. However, he acknowledges that if Airbus or Boeing re-engine their narrowbodies, and achieve "better costs per trip", the advantage enjoyed by the E-Jets would "disappear".
"The right-sizing concept has been really strong and we are trying to keep that edge," he says.
Embraer has not yet pinpointed a preferred engine technology, should it opt to re-engine its E-Jets, he adds.
"I would not like to anticipate our position," he says. "We have been working internally here to understand very clearly and to try to find the best possible use of these different technologies for the airplane concepts we're studying here.
"But at this point, I could not say that there is any specific technology that has a clear advantage over the other. GE has been a very good partner on the E-Jets and the other engine manufacturers seem to have very interesting propositions as well."
In his latest role as head of new programmes, Kern is tasked with pulling the necessary company resources together and "putting more energy and more focus into getting all the initiatives in place for a decision for the launch of something new".
Paulo Cesar Silva, formerly Embraer senior vice-president, sales financing, has succeeded Kern as executive vice-president, airline market. He will run the day-to-day operations on the commercial side, while Kern focuses on strategy.
That strategy is not likely to initially focus on new turboprops. Embraer has investigated "several possibilities for turboprops" but currently sees this "as kind of a limited market", says Kern, adding: "I wouldn't say this is a first option today".

SEVRIEN a écrit:Le petit détour via Bombardier & Embraer.
---------------------
Voici un message, rédigé at posté, §£-§, vers le 20 janvier, 2007 !

Sevrien a écrit: ....... Aussi, RR parle d'une réduction de 15% au minimum de consommation (limite basse du paramètre d'économie de consommation, pour un "game-changing engine").

Mais il y a d'autres possibilités moteurs, qui doivent être accompagnées de possibilités "d'airframe".

Nous connaissons bien les problèmes des C-Series de Bombardier. Le temps apportera sa réponse.

Ce n'est pas vraiment le seul problème.

(i) D'abord, Bombardier avait vu "trop ambitieux", voulant une capacité moyen-à-'court-long'-courrier, presque Inter-Continental. Mais personne ne voulait faire un nouveau moteur pour une aventure dans la zone / chasse gardée de Boeing & d'Airbus. Evidemment, les motoristes voulaient / veulent prolonger leurs noces avec les deux leaders (Boeing & Airbus) sur les marchés des "plus-de-100-places".

Sevrien a écrit:(ii) Bombardier a corrigé ses plans, en optant pour un rayon d'action plus court, disons "tout juste transcontinental", avec, pour résultat, une réponse positive, même si tiède, de la part de CFMI (GE / Safran-SNECMA).

(iii) Il se pourrait que P&W (Canada) & RR, et même IAE posent leur candidature.

(iv) Aussi, côté Embraer, pour permettre à ce constructuer de "progresser", surtout dans les variantes E-170 / -175 & E-190 /-195 et, le cas échéant, E-195 Stretch, il pourrait y avoir une remise en question de l'actuelle exclusivité de la motorisation GE CF-34, incapable aujourd'hui de fournir les poussées et performances prévues dans les familles nouvelles de RR, d'autant plus que le problème GE des disques de turbine qui s'éclatent et se désagrègent, avec les dégâts qu'on imagine, semble avoir "migré" depuis les CF6 vers certains CF-34. Cette fois-ci, la FAA a réagi avec célérité, parce qu'elle a le NTSB sur le dos !

Cela ne doit pas faire plaisir, non plus, à Bombardier, qui exploite cette famille de moteurs, en exclusivité GE, ... encore GE ..., là où" l'application est GE", et le financement des avions par GECAS !

Sevrien a écrit:Enfin, il y a une règle de stratégie dans le Business qu'on n'enfreint pas impunément, quand on est David contre Goliath ! On n'envoie pas ses troupes au-delà de ses limites territoriales / frontières, pour attaquer les "grands" sur leurs terres, en faisant de l'aventure, et en laissant ses réserves affaiblies "à la maison", pour y inviter involontairement les plus grands, en prédateurs, qui attaquent quand on est absent !

Sevrien a écrit:........D'où, on le verra, la décision inéluctable de Boeing & d'Airbus, de faire, plus tard, une vraie famille de remplaçants des actuelles familles de monocouloirs (B737NG et A320), mais aussi, de fonder une extension de leurs familles respectives de monocouloirs, pour attaquer Embraer et Bombardier sur les terres de ces derniers, notammant dans le segment 80 à 100 / 105 places !

Cela sera une petite leçon pour Embraer et Bombardier, un petit luxe, que Boeing & Airbus pourront s'offrir, et qui "va en mettre dans le ventilateur".

Beaucoup de nouvelles en perspective !

Sevrien a écrit:........On voit comment les choses ont progressé ! Surtout pour Bombardier & P&W ! Bien sûr, le CSeries fut et reste l'occasion rêvée pour P&W & son GTF (malgré toutes les incertitudes qui entourent ce genre d'opération aujourd'hui) !

SEVRIEN a écrit:Le petit détour via Bombardier & Embraer.
---------------------
Voici un message, rédigé at posté, §£-§, vers le 20 janvier, 2007 !

Sevrien a écrit: ....... Aussi, RR parle d'une réduction de 15% au minimum de consommation (limite basse du paramètre d'économie de consommation, pour un "game-changing engine").

Mais il y a d'autres possibilités moteurs, qui doivent être accompagnées de possibilités "d'airframe".

Nous connaissons bien les problèmes des C-Series de Bombardier. Le temps apportera sa réponse.

Ce n'est pas vraiment le seul problème.

(i) D'abord, Bombardier avait vu "trop ambitieux", voulant une capacité moyen-à-'court-long'-courrier, presque Inter-Continental. Mais personne ne voulait faire un nouveau moteur pour une aventure dans la zone / chasse gardée de Boeing & d'Airbus. Evidemment, les motoristes voulaient / veulent prolonger leurs noces avec les deux leaders (Boeing & Airbus) sur les marchés des "plus-de-100-places".

Sevrien a écrit:(ii) Bombardier a corrigé ses plans, en optant pour un rayon d'action plus court, disons "tout juste transcontinental", avec, pour résultat, une réponse positive, même si tiède, de la part de CFMI (GE / Safran-SNECMA).

(iii) Il se pourrait que P&W (Canada) & RR, et même IAE posent leur candidature.

(iv) Aussi, côté Embraer, pour permettre à ce constructuer de "progresser", surtout dans les variantes E-170 / -175 & E-190 /-195 et, le cas échéant, E-195 Stretch, il pourrait y avoir une remise en question de l'actuelle exclusivité de la motorisation GE CF-34, incapable aujourd'hui de fournir les poussées et performances prévues dans les familles nouvelles de RR, d'autant plus que le problème GE des disques de turbine qui s'éclatent et se désagrègent, avec les dégâts qu'on imagine, semble avoir "migré" depuis les CF6 vers certains CF-34. Cette fois-ci, la FAA a réagi avec célérité, parce qu'elle a le NTSB sur le dos !

Cela ne doit pas faire plaisir, non plus, à Bombardier, qui exploite cette famille de moteurs, en exclusivité GE, ... encore GE ..., là où" l'application est GE", et le financement des avions par GECAS !

Sevrien a écrit:Enfin, il y a une règle de stratégie dans le Business qu'on n'enfreint pas impunément, quand on est David contre Goliath ! On n'envoie pas ses troupes au-delà de ses limites territoriales / frontières, pour attaquer les "grands" sur leurs terres, en faisant de l'aventure, et en laissant ses réserves affaiblies "à la maison", pour y inviter involontairement les plus grands, en prédateurs, qui attaquent quand on est absent !

Sevrien a écrit:........D'où, on le verra, la décision inéluctable de Boeing & d'Airbus, de faire, plus tard, une vraie famille de remplaçants des actuelles familles de monocouloirs (B737NG et A320), mais aussi, de fonder une extension de leurs familles respectives de monocouloirs, pour attaquer Embraer et Bombardier sur les terres de ces derniers, notammant dans le segment 80 à 100 / 105 places !

Cela sera une petite leçon pour Embraer et Bombardier, un petit luxe, que Boeing & Airbus pourront s'offrir, et qui "va en mettre dans le ventilateur".

Beaucoup de nouvelles en perspective !

Sevrien a écrit:........On voit comment les choses ont progressé ! Surtout pour Bombardier & P&W ! Bien sûr, le CSeries fut et reste l'occasion rêvée pour P&W & son GTF (malgré toutes les incertitudes qui entourent ce genre d'opération aujourd'hui) !

[Vous devez être inscrit et connecté pour voir ce lien] expects re-engining its E-jet family would generate at least a 12% reduction in fuel burn should the manufacturer decide to replace the current General Electric [Vous devez être inscrit et connecté pour voir ce lien] powerplant.

The Brazilian manufacturer has been evaluating several new aircraft options including a re-engined [Vous devez être inscrit et connecté pour voir ce lien] and 190, as well as a larger clean-sheet aircraft.
Chief executive Frederico Curado expects a decision by year-end and says GE, Rolls-Royce and [Vous devez être inscrit et connecté pour voir ce lien] all have indicated they would be ready to launch a re-engining project.

"We see interest from all three parties in working with us," Curado says. He adds the three engine manufacturers are all promising similar benefits: "You look at those three almost-ready engines and the numbers are similar."
Embraer expects a new engine would provide a 12-15% improvement in fuel burn.

[Vous devez être inscrit et connecté pour voir ce lien] has scrapped the proposed 195X version of its twin-jet family, after concerns from potential operators over its range.
The Brazilian manufacturer had been studying the project as part of its analysis of new aircraft options.
Chief executive Frederico Curado says the 195X would have been a straight stretch of the General Electric [Vous devez être inscrit et connecté pour voir ce lien]-powered 195.
But he says Embraer has ruled out the proposed aircraft after feedback from potential customers indicated the range would degrade to an unacceptable level.

What we found out is that the aircraft really becomes too much of an underperformer," says Curado.
"Basically you are trading payload to the detriment of range and performance. The airplane would probably be low acceptance because of the performance."

A re-engined 195, however, could potentially provide enough power to stretch the aircraft without compromising range.
Curado says "a couple of rows more makes sense", which could increase the capacity of the 195 - in maximum-density configuration - from 122 seats to 130 seats.

Embraer is also looking at introducing other improvements to the aircraft which would result in a fuel-burn reduction of "a few more points", on top of the greater efficiency derived from a new engine.

Curado explains that Embraer has been working on several new technologies which could be incorporated into a refreshed E-Jet. It could also tweak the aircraft's design to improve its aerodynamics.
"We have other ideas that we may or may not package into a new version," Curado says.
Embraer could also decide to re-engine its 170/175 but not the 190/195, or vice versa, as the manufacturer will not be able to use the same engine variant for the entire family.

Curado expects Embraerwill continue to manufacture E-Jets for at least another couple of decades and the manufacturer could opt to develop a new larger aircraft in addition to re-engining its current types.
But he says Embraer has excluded a large turboprop from its new aircraft options, concluding the market is too small to support three manufacturers.

Embraer continues to evaluate a clean-sheet design but Curado emphasizes that this aircraft would be in another category above the 195.

Embraer studies E-Jet enhancements

Embraer is using the show to meet with key suppliers to discuss its studies of a technology refresh and possible re-engining of its General Electric CF34-powered E-Jets family, having stopped work on a possible stretch of the E-195 - known as the E-195X - that would have provided a more direct competitor for Bombardier CSeries in terms of capacity. The company is also no longer looking at a small turboprop-powered airliner.
"We consulted many airlines and we don't see the turboprop case moving forward satisfactorily in the future," says Luiz Chiessi, Embraer vice-president market intelligence for the airline market.
"We have put the turboprop aside for the moment. It is not in the mainstream of our studies nowadays. The same can be said for a larger aircraft.
"We are putting most of our efforts into an evolution of the E-Jets, but nothing is decided yet. We intend to continue those studies in the second half of this year, and maybe we'll come to a decision by the end of the year."
He adds: "We are thinking of growing the capacity slightly, because there is room for that. The reception of the airlines to the 195X was quite good, but they were not really enthusiastic about the [range] performance, so we decided not to move into the 195X.
"Now we are thinking about new engines and maybe a new wing if required. That's why we are analysing all of the possibilities."
In the near term, Embraer is looking at new wingtip devices, advanced composite and metallic structures, more advanced avionics, undercarriage-mounted electric motors for taxiing and advanced engines, including Pratt & Whitney's geared-turbofan technology.
"We are in close discussions with GE, but we are not under any obligation to keep the GE engine," says Chiessi.
Further out, the company is studying fuel cell auxiliary power units, carbon-composite nanotubes, second-generation geared-fan engines and health monitoring systems for on-condition maintenance.
In the 2020-25 timeframe, Embraer expects open-rotor engines and new airframe configurations to become feasible, driven primarily by Airbus and Boeing's need to eventually develop all-new 150-seat airliner families. It also sees potential to configure its airliners for single-pilot operation.
"We are just doing the preliminary studies of the integration of open rotor into aircraft of the sizes that we are working with," says Chiessi.

Embraer has set a six- to nine-month timeline for a decision on whether it will re-engine its E-Jets or come up with a clean-sheet design.

Although Boeing seems to have cooled on re-engining its 737, Embraer remains watchful about the threat of the Bombardier CSeries and a potential re-engined Airbus A320 family.

"We are deeply involved now in understanding what the alternatives are, and what the company might do. We should make a decision within the next six to nine months," said Embraer executive vice-president for the airline market Paulo Cesar Silva.

Speaking during last week's European Regions Airline Association conference in Barcelona, he said it was not clear whether airlines require a new product, especially as the 4-6% in potential direct operating cost savings will be quickly offset by the capital outlay for an all-new aircraft.

"Is this enough to invest in a new product? Maybe not," he says.

But the re-engining decision might be forced through if Airbus should make the first move.

"The most evident option, if either manufacturer re-engines their narrowbodies, is to re-engine the E-Jet family in order to remain competitive," explains Cesar Silva.

"As we move upwards and get closer to the two big dogs, the game which is played is very different. We can't afford to make a mistake. We have to be sure of where we want to be."

Greek2 a écrit:Remotorisation ou new clean sheet design. des ERJ :

Embraer prendra une décision d'ici 6 à 9 mois. Le temps de voir les réactions du marché, l'évolution des Cseries et les prises de position d'Airbus et Boeing.

Intéressants, notamment, les % de DOC indiqués par Cesar Silva. Plus réalistes et plus convenables que les lubies d'UTC

[Vous devez être inscrit et connecté pour voir ce lien]

Embraer has set a six- to nine-month timeline for a decision on whether it will re-engine its E-Jets or come up with a clean-sheet design.

Although Boeing seems to have cooled on re-engining its 737, Embraer remains watchful about the threat of the Bombardier CSeries and a potential re-engined Airbus A320 family.

"We are deeply involved now in understanding what the alternatives are, and what the company might do. We should make a decision within the next six to nine months," said Embraer executive vice-president for the airline market Paulo Cesar Silva.

Speaking during last week's European Regions Airline Association conference in Barcelona, he said it was not clear whether airlines require a new product, especially as the 4-6% in potential direct operating cost savings will be quickly offset by the capital outlay for an all-new aircraft.

"Is this enough to invest in a new product? Maybe not," he says.

But the re-engining decision might be forced through if Airbus should make the first move.

"The most evident option, if either manufacturer re-engines their narrowbodies, is to re-engine the E-Jet family in order to remain competitive," explains Cesar Silva.

"As we move upwards and get closer to the two big dogs, the game which is played is very different. We can't afford to make a mistake. We have to be sure of where we want to be."

• Contrat ferme entre Embraer et Alitalia !
  

Brazil's Embraer will deliver 20 jets to Italian airline Alitalia under a new deal, Embraer said on Monday in a statement.

The deal includes 15 Embraer 175 jets and five Embraer 190s, with delivery beginning in the third quarter.

The planes will replace current aircraft and help update Alitalia's fleet, Embraer said, helping boost the number of flights available for short- and medium-haul flights.

In December, Alitalia dropped Russian plane maker Sukhoi for a possible USD$500 million regional jet order, saying it could wait no longer for Sukhoi's delayed new Superjet 100 and would opt for planes from Embraer instead.

(Reuters)

Maco a écrit:Embraer attend que Boeing bouge pour...bouger

Un signe

[Vous devez être inscrit et connecté pour voir ce lien]

[Vous devez être inscrit et connecté pour voir ce lien] anticipates making a decision on designing a clean-sheet aircraft for the 130-seat segment once [Vous devez être inscrit et connecté pour voir ce lien] finalises its plans for replacing current single-aisle models.

Boeing in its talks with influential customers has offered them a variety of technologies, and aims to unveil its plans for either a re-engine or new design around the [Vous devez être inscrit et connecté pour voir ce lien] in June.

Embraer CEO Frederico Curado during an earnings call today stated in his "humble opinion" a new design by Boeing makes a "lot of sense".

Boeing's ultimate decision will directly influence Embraer's strategy in the 130-seat market, says Curado.

"We are waiting to understand where Boeing is going", before taking a decision to engage in the development of a five-abreast aircraft, he explains.

But he stresses Embraer does expect to make decision by year-end, explaining now that [Vous devez être inscrit et connecté pour voir ce lien] has opted to move forward with the re-engined A320neo, Boeing's decision is the "final piece of this puzzle".

Asked to provide his market place assessment in light of the A320neo Curado states: "For me it is really a continuation of the [Vous devez être inscrit et connecté pour voir ce lien] heritage. It is a very successful programme."

He does believe some of the customers Airbus has captured for the A320neo could have been targets for the [Vous devez être inscrit et connecté pour voir ce lien] CSeries.

"I think the [A320]neo does not help the CSeries case," Curado says.

He feels no pressure for Embraer to re-engine or revamp its E-Jet family spanning 70 to 120 seats.

Noting the E-Jets are still state of the art aircraft Curado believes a re-design would be premature.

"Sales are a testimony of what I'm saying," he states, adding Embraer has gotten off to a good start in 2011 with [Vous devez être inscrit et connecté pour voir ce lien]'s decision to add 20 E-Jets - 15 E-175s and 5 E-190s-to its fleet.

Chinese airlines have ordered 35 [Vous devez être inscrit et connecté pour voir ce lien] E190 aircraft, say reports quoting the airframer's CEO Frederico Curado.

Curado, who is part of a delegation accompanying Brazil's president Dilma Rousseff to China, did not name the airlines that will receive the aircraft but said deliveries will begin by 2012, say the reports.
When contacted, an Embraer China spokeswoman could not confirm Curado's remarks.
Embraer, which has an ERJ-145 final assembly line in Harbin in China. is also planning to switch to production of Legacy business jets after the last ERJ-145 is produced this year, say reports.

[Vous devez être inscrit et connecté pour voir ce lien] has confirmed earlier reports that it has received orders for 35 E190s from Chinese airlines and will switch its ERJ-145 final assembly line in Harbin to producing Legacy business aircraft.

Chinese leasing company CBD has firmed up options on 10 additional E190s and signed a letter of intent to purchase a further 10. Deliveries will begin in the second half of this year.
The lessor previously signed a firm contract for 10 E190s in January. All 30 aircraft will be operated by China Southern Airlines.

In addition, Hebei Airlines has signed a firm order for 10 E190s and taken out purchase rights on a further five. Deliveries are scheduled to begin in September.
Embraer also confirms that its Harbin plant, a joint venture between the Brazilian manufacturer and the state-owned Aviation Industry Corporation of China, will switch from producing ERJ-145s to Legacy 600/650s.
Details of the project will be finalised "in the next few weeks", says Embraer.

Jeannot a écrit:Précision sur l'évolution de la flotte d'Air Astana

Air Astana mulls 767-300ER order as it awaits 787

Kazakhstan's Air Astana is in talks with Boeing to order up to six new 767-300ERs for a 2013-2014 delivery, President Peter Foster told ATW in Almaty. Foster said the aircraft could serve as an interim solution as it awaits the 787, the first of which it now does not expect to receive until 2019 owing to the program's multiple delays .

KC's MOU for three 787s plus three options, signed in January 2008, is "inactive" but has not been canceled, Foster said .

The MOU called for KC to receive its first Dreamliner in 2014 or 2015.

KC's fleet comprises four 757-200s, two 767-300ERs, one Airbus A319, seven A320s, two A321s, five F50s and one Embraer E-190. The four 757s are on leases that will expire in 2012 but be extended to 2014, Foster said, noting the carrier will add a fifth 757 this year.
KC was scheduled to take delivery of the first of six E-190s on Saturday. Two E-190s will be leased from ILFC and two from Air Lease Corp. The carrier will have three E-190s in operation this year, with three more to come in 2012. The E-190s will be deployed on regional routes from ALA to Samara or Tbilisi from June 3.
The first of six new A320 family aircraft—an A321—will be delivered in November 2012, followed by a second delivery in December 2012. Four new A320s will join KC's fleet in 2013, replacing older aircraft. Five Fokker F50s will be phased out by 2012, said Foster.

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Friday, January 04, 2008 Air Astana order for Rolls Royce Trent 1000 engines to power three Boeing 787-8 Dreamliners with options on another three jetliners. The engine contract was valued at $90 million with first deliveries due in 2016. The deal was announced on January 4, 2008.

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Embraer reported first-quarter net income of $106.3 million under IFRS accounting standards, an almost fourfold increase from a $27 million profit in the year-ago period. The company noted the earnings increase in part was owing to an income tax benefit of $2.6 million in the 2011 first-quarter compared to a tax liability of $50.1 million in the year-ago quarter.

First-quarter revenue increased 6.4% to $1.06 billion. EBIT rose almost 33% to $94.3 million from $71 million in the March 2010 quarter.
Embraer delivered 20 commercial transports in the first quarter, one fewer unit than in the year-ago period, comprising one E-170, two E-175s, 11 E-190s and six E-195s.

It received orders for 44 E-Jets ([Vous devez être inscrit et connecté pour voir ce lien]). The company said the air transport industry “continued the 2010 positive trend with increased passenger demand and improved financials.” Executive VP-Airline Market Paulo Cesar de Souza e Silva said the company is “pleased with the renewed market confidence on our E-Jets family, proving that our product’s flexibility and performance meet airline requirements for better efficiency and profitability.”

As of March 31, the E-Jets family had 987 firm orders and had delivered 719 jets to nearly 60 airlines in 40 countries across five continents, the company said.

Jeannot a écrit:Republic Airwaus parle d'un dépot pour des A320neos

Republic alludes to A320neo place holder deposit

Frontier Airlines parent Republic Airways Holdings has placed an aircraft place holder deposit with [Vous devez être inscrit et connecté pour voir ce lien] for the re-engined A320neo, according to a company executive.
Speaking during a 3 May earnings call Republic controller Joe Allman explained of the $19.9 million investment activities conducted by the company during the first quarter, $8 million entailed "a place holder deposit on Airbus neo aircraft".
A spokesperson from Republic was not immediately able to expand on Allman's comments. Currently, Frontier operates 54 [Vous devez être inscrit et connecté pour voir ce lien] family aircraft, and has nine of the type on order according to Flightglobal's ACAS database.
Republic also ordered 40 [Vous devez être inscrit et connecté pour voir ce lien] CSeries CS300s in February 2010 powered by the [Vous devez être inscrit et connecté pour voir ce lien] 1524G geared turbofan, supplying a much needed boost to Bombardier's narrowbody aircraft programme.
P&W is also one of the engine suppliers for the A320neo, and so far the 1100G has secured all the firm engine orders from customers that have made engine selections.
Previously, Republic has said it planned to align CSeries delivery dates with expiration dates on A319s exiting Frontier's fleet. Currently, Republic is scheduled to receive its first CSeries aircraft in the second quarter of 2015.
Airbus, meanwhile, has recently advanced the A320neo's service entry to October 2015, and has accelerated introduction of the A319neo ahead of the re-engined A321 variant.
In the short term Frontier says it is in the midst of a "low cost project" to add two seats to its [Vous devez être inscrit et connecté pour voir ce lien] fleet for a total of 138, and expects to complete the programme by the end of the current quarter

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