It’s official: Embraer selected the PW GTF to re-engine the E-175, E-190 and E-195.
In doing so, it looks like the E-170 will be allowed to wither on the vine.
This is a huge win for PW and setbacks for Rolls-Royce, which sorely wanted to win the E-Jet RE for its Advance 2 RR development; and for GE, the incumbent supplier of the CF34 and which was developing the Next Generation variant for the E-Jet.
It’s yet another validation for the GTF. Versions of this engine will power the Mitsubishi MRJ, the Bombardier CSeries, the Irkut MS-21, the Airbus A320neo family and now the E-Jet RE.
It’s a huge comeback for PW, which made a major strategic error in not competing to power the Boeing 737 300/400/500. Boeing continues to use the GE/CFM LEAP engine as its sole-source supply for the 737 MAX, though Boeing seriously evaluated the GTF as well.
Below is EMB’s press release:
Embraer Selects Pratt & Whitney’s PurePower Engines for Second Generation of E-Jets
São José dos Campos, January 8, 2013 – Embraer SA (NYSE: ERJ; BM&FBOVESPA: EMBR3) announced today that Pratt & Whitney´s PurePower® Geared TurbofanTM engines have been selected for its future, second generation of E-Jets, with entry into service planned for 2018. The decision is an important milestone in the program, which is expected to be officially launched later this year.
The new engines – the PW1700G and PW1900G – range in thrust from 15,000 to 22,000 pounds. In combination with new aerodynamically advanced wings, state-of-the-art full fly-by-wire flight controls and other systems evolutions, they will result in double digit improvements in fuel burn, maintenance costs, emissions and external noise.
“We are very happy to expand our partnership with Pratt & Whitney, keeping the E-Jets family as the best solution for our customers, today and in the future”, said Frederico Fleury Curado, President & CEO of Embraer. “The PurePower GTF engines are a great fit to the next generation of our E-Jets and we look forward to another long lasting and successful program with Pratt & Whitney”.
“We are proud that Embraer has recognized the unmatched value of the PurePower engine, and we are committed to supporting a successful launch of the new E-Jet aircraft family,” said Pratt & Whitney President David Hess. “To date, Pratt & Whitney has completed more than 4,200 hours and 12,400 cycles of full engine testing for the PurePower engine family, demonstrating the benefits and reliability of the engine architecture.” Pratt & Whitney is a division of United Technologies Corp. (NYSE: UTX).
The second generation of E-Jets will be a significant step in Embraer´s commitment to continuously invest in this line of commercial jets, complementing a series of ongoing improvements currently being implemented in the existing family, with great benefits to its customers. Embraer´s objective is to offer the best product and maintain its leadership in the 70 to 120 seat market.
A new study released today by AirInsight concludes the oft-maligned 100-149 seat market is viable, and not a ‘Bermuda Triangle,’ if the right airplane is developed to compete within it.
We’re a co-author of the study, Market Analysis of the 100-149 Seat Segment.
Some aerospace consultants, analysts and observers–as well as Boeing’s Randy Tinseth, VP-Marketing–term the segment a Bermuda Triangle because of airplane “failures” in the market. But the fact is that except for Embraer’s E-Jet, the poorly-conceived British Aerospace/Avro Jets and Bombardier’s pending CSeries, there hasn’t been a clean-sheet design since the 1960s. All other aircraft have been derivatives of older designs and offerings of weak and dying manufacturers.
We need to add the Sukhoi Superjet SSJ100 to the clean-sheet design list, but this falls into the weak OEM category.
Today there are six aircraft types and 15 sub-types from five OEMs. (There were seven and 16 until Tuesday, when Boeing finally dropped the 737-600.)
AirInsight has an analysis of the future of the A319/A319neo and 737-700/737-7 Max here.
Here is a run-down.
The CEO of Republic Airways Holdings seems to be vying to be America’s version of U-Turn Al, Akbar Al-Baker, the CEO of Qatar Airways.
Bedford appears to be engaged in a campaign to raise questions about the Bombardier CSeries, for which he has orders and options for 80 CS300s, much the same way U-Turn Al alternatively praises then complains about the Airbus A350, Boeing 747-8F (ordered by Cargolux, in which Qatar owns a third) and the Boeing 787. U-Turn Al has also alternative praised, condemned then praised the Airbus A320neo, Bombardier CSeries and the Pratt & Whitney GTF.
Keeping up with U-Turn Al’s about-faces has been a dizzying prospect.
Bedford praised the CSeries when ordering it but has become increasingly skeptical of the program once he ordered the A319neo (with CFM LEAP engines) in what was a financial bailout of his ailing company being dragged down by Frontier Airlines. The Airbus order raised questions whether Bedford would cancel the CSeries since the A319neo competes with the CS300. Bedford initially said the order would stand. More recently, he appears to be doing everything to cast a shadow over the program.
AirInsight, in a burst of prolific writing, posted three pieces of note today:
- An analysis of the cost of operating and maintaining Boeing 757s and why there is a move to replace this versatile aircraft;
- Thoughts on the departure of Gary Scott as CEO of Bombardier’s aircraft division and leader of the CSeries effort, with additional thoughts about the decision by Delta Air Lines not to order the CSeries or the Embraer E-195 at this time; and
- A think piece on the pricing competition between Pratt & Whitney and CFM for the new GTF and LEAP engines.
- Delta Air Lines deferred the highly anticipated order for the 100-150 seat airplane due to worries about taking on too much debt in the current economic environment. Multiple sources say Bombardier’s CSeries had been favored over the Embraer E-195.
- Delta’s RFP from Boeing didn’t include the re-engined airplane because at the time of the RFP, the 737RE didn’t exist. But we are 99% certain conversion rights will be in the final contract.
- The Airbus A321neo does have its promised EIS until 2017, and Airbus was unlikely to be able to offer production slots for this model until 2019. Delta wants all aircraft delivered by 2018 and Airbus couldn’t meet this with the A321 Legacy, either. Plus the price was higher.
- At 10:50am PDT our readership YTD exceeded all of 2010.