F
R

3
-
2
0
0
0

EMBRAER REGIONAL JET FAMILY SUCCESS STORY

Successful regional jets very often have well-known ancestors. They do not just appear from no-where but are based on a proven ancestor in this type's family tree. This is especially apparent with the Canadian Bombardier Company, the world's leading small passenger jet manufacturer and the No 3 behind Boeing and Airbus. The firm's current best sellers, the Canadair Regional Jets is based on the twinjet Business Jet Challenger, which entered the market as early as 1978. Critics complain that the 50seaters from Montreal are no real passenger aircraft. The manufacturer has been criticised in the past, because he did not seem to have the passenger's best interest at heart when the aircraft was being constructed. Now the Canadians have done something about these criticisms. In their new 70seater CRJ-700 the cabin floor was lowered and windows were moved up. This means it is more comfortable to sit on a window seat, which allows for more headroom and a better view.

The Brazilian aircraft manufacturer Embraer, which is based in Sao José dos Campos, an industrial town nor far from Sao Paulo have profited from this learning process. For the first time Embraer offered a true regional jet, which had been designed as one from the very outset, to the airlines, the same way as the German-American manufacturer Fairchild-Dornier did. Yet the maximum cabin diameter of the Brasilian product is only 2,10 m while the Canadiar Regional Jet offers 2,49 m.

However, the path to a model, which was ready to be put on the market was long and arduous. The company was founded by the government in 1969 and was intended to supply the Brazilian Air Force. It was first successful on the civilian market in 1985, when the twin engine turboprop EMB-120 Brasilia made her breakthrough. 350 of the 30seater are in service in 13 countries. The Brasilia is the backbone for many regional airlines in the US and is used to shuttle passengers for the large airlines. German airlines like the Lufthansa daughter DTL (now CityLine) or the Munich Südflug bought this model in the 1980s. However, in those days the inefficient state-owned Embraer lacked international organisation and was not able to support its European customers sufficiently, which means that the aircraft were sold off quickly.

At Embraer the conception of a family of regional jets was based around the Brasilia. The first design, the EMB-145, was a stretched jet version of the Brasilia, which had two Allison engines fitted under the wings. These wings were not swept back and had winglets. There was room for 45 to 50 passengers. This aircraft would have differed from the Brasilia by 25 per cent. However, wind tunnel tests proved that this design would not have fulfilled the desired performance. This configuration would have ensured a travel speed of only 740km/h at a range of 2,500km (fully loaded). A pre-set cruise speed of over 800km/h and a range of up to 3,000km were planned.

In the next design slightly swept back wings were envisioned. The engines were to be mounted below these in the conventional way. Further wind tunnel tests showed that this version performed as planned, but the required undercarriage was unusually high. This in turn would have made a longer fuselage and further modifications necessary. At the end of 1991, i.e. two and a half years after designs were started the final configuration with engines at the tail and without winglets was decided on. However, even before the first aircraft could be produced, Embraer went into a downward spin. In 1994 losses of $330m meant, that the company almost went bust. Mauricio Botelho explains, "the company was not flexible enough, the government had too much control." When the transfer into private ownership was completed in 1994, Botelho became Chairman of the Board of Directors. However, the miraculous turn came, with the ERJ-145, the so-called jet concept, which only took over Brasilia's nose. Up to date 340 models have been sold with options of the same amount. About 200 aircraft are flying for several airlines like American Eagle or Rheintalflug. Within four years the company's turnover was multiplied by the figure nine. In 1998 first profits were made after ten years in the red. Last year's profits surpassed the $100m mark, Embraer became the fourth biggest aircraft manufacturer in the world.

"We believe that the 145 is a better product than the models our competitors have on offer. She is lighter and saves more fuel", claims Richard Heideker, second in command at Embraer's large customer Crossair. The aircraft with the T-shaped tail weighs almost 12 tons (empty), which is two tons lighter than the Bombardier jets. According to Embraer this means about $2.5m lower running costs. Luis Carlos Affonso, Program Leader explains, "Embraer aircraft are usually lighter than their competitors". The retail prices lies two to four million US Dollars below that of the Canadian aircraft. It has to be added that there are ongoing political arguments before the WTO (World Trade Organisation) about open and concealed subventions of the governments in question.

Passengers are in favour of the 145, because two thirds of the seats are either aisle or window seats and the headroom is more generous than in the Canadian jets. When this model's comfort is compared with the Saab 2000, which is also used by Crossair, the 145 only just takes second place. In the jet head room is 1cm lower at 1,82m, seats aisle seats are 3cm narrower (window seats are identical), the distance between the seats is 2.5cm bigger in the turboprop when compared with the jet. On the other hand flight times are much shorter and despite this the jet's direct operating costs are only three per cent above the Saab's. This means that productivity is considerably higher.

In the cockpit the Brazilian jets follow the "Quiet and Dark" concept. There are five large screens, which ensure that the pilots' workload is kept to a minimum. They sit in front of avionics which are completely digital (Honeywell Primus 1000). There are two Primary Flight Displays and Multi-Function Displays as well as an Engine Indication and Crew Alert System (EICAS). Traffic Alert and Collision Avoidance System (TCAS) and Ground Proximity Warning System (GPWS) are also part of the standard equipment. Engines of the type AE3007 are made by Rolls Royce/Allison (rated at 31,3 kN, 7040 lbs). Service ceiling is 37,000ft.

Embraer has derived the almost identical ERJ-135 (37 seats) and the ERJ-140 (44 seats) from the 145. This "family" concept offers the greatest possible flexibility to airlines like Continental and American Eagle. Both airlines have the 135 and 145 in their fleets. The smaller regional jet was handed over in 1999, up to date only 20 models are used for scheduled flights. The 37seater has found a good foothold on the market with 140 definite orders and more than 180 options. "The 135 is 15 per cent cheaper to operate than the 145, we have not yet decided how many we want," says Richard Heideker. The 44seater 140 is especially designed for the US market. The reason for this is the "Scope Clause" which is part of the pilots' wage agreements. This clause demands that airlines are not allowed to grow above a certain limit, if they run aircraft with more than 45 seats. Mauricio Botelho complains, "it's an abnormal curtailing of entrepreneurial freedom". Orders have not yet been placed for the 140, which is technically 95 per cent identical with the 135/145. The aircraft, which costs $15.2m will be on the market at the beginning of 2001.

At the Embraer factory it takes five months from cutting out the first pieces until the delivery of the finished aircraft. At the moment ten to eleven aircraft are being delivered every month. During the course of this year the rate will be increased to 14 aircraft per month. At the beginning of next year 16 jets will leave the hangars each month. Only two years ago the production rate was around five models per month. The speed at which aircraft were assembled, had to be increased drastically, because of orders amounting to over $7bn. Embraer has developed special procedures, e g in order to save space fuselages are painted before the wings have been fitted.

Another point in Embraer's favour is the wages bill, which is about a third lower than it would be in Western industrial countries.

In the meantime regional jets with more than 30 seats have found plenty of customers, which means that airlines are showing an interest in larger aircraft. The only 70seater on offer is the Bombardier CRJ-700, while Fairchild-Dornier and Embraer are still developing comparable models. Aircraft with about 100 seats or fewer like the Airbus A 318 have up to now always been shortened versions of larger aircraft, which still tend to be very heavy. At the beginning of 1999 Embraer announced that it will develop an aircraft family with models between 70 and 110 seats from scratch (the ERJ-170 as well as the ERJ-190-100 and -200). Crossair has already ordered 60 examples and is the first customer. The manufacturer's investments for the development of these aircraft will amount to the $850m. Embraer will take on one third, the other two thirds will be paid for by international companies and risk partners like Honeywell, Liebherr or Kawasaki and other international investors. Currently 600 engineers from ten countries are working for Embraer. They are developing the new family. They all have electronic data and even an electronic 3D-mockup. In February the design of the ERJ-170 will be "frozen" after a definition phase of only six months, at the end of 2001 the same will happen to the designs of both 190 types. The smaller model with 70 seats is to make its maiden flight next year and will delivered from 2002. Certification of the ERJ-190-200 (108-110 seats) is planned for the beginning of 2004, while the shorter 190-100 (100 seats) should follow one year later.

Core of the chosen concept is the "double bubble" concept, which ensures that passengers have a comfortable flight. (It has been chosen in favour of the usual tube form.) There are four seats per row, providing bigger elbow, head and foot room. The two engines (CF34-8E and -10E) are underneath the wings. This means lower weight and better balance than fitting them in the tail area. The fully digital cockpit will have liquid crystal colour monitors, digital, electronic engine control and fly-by-wire steering. Program Director Affonso Luis Carlos explains, "only engines, undercarriage and wings differ in both models (ERJ-170/ERJ-190), all other systems are the same. We focus on our passengers".

It is endeavoured to combine the demands of a regional jet like take off and landing on short runways with the comfort of large passenger jets in the design of the ERJ-170/-190. Four doors will enable extremely short times on the ground (15min) between flights, a special space is available to store catering for the return flight. A warm air barrier has been created at the door in the front, which will keep the warm air in the cabin. The pilots are delighted about foot warmers in the cockpit, while passengers can enjoy the view from the toilet though a window, which has been installed on Crossair's request. Maintenance costs of the large regional jets are said to be identical with those for the 50seaters.

At the moment only Crossair and the French airline Régional (with 10 aircraft) have ordered ERJ-170. However Embraer hopes to sell 400 of the -170 and 250 of the -190 in the next ten years. There will be an option of a further version of the -170. She will either be shortened or lengthened. Maurice Botelho is delighted, when he says, " Embraer will be able to cover the whole market between 27 and 110 seats. It has to be said that vigorous growth like this does have its problems: In November 1999 workmen cut through wires in several aircraft. Vice President Satoshi Yokota is quick to explain, "It was an act of vandalism because of unsolved wage demands. We do not have a security problem".

From page 30 of FLUG REVUE 3/2000