The four-year delay of the E175-E2 aircraft has not caused concern for Embraer. The reason is that the only alternative regional jet with 76 seats available is precisely its predecessor, the first-generation E175.
In an interview with a Brazilian newspaper, the company’s CEO, Francisco Gomes Neto, noted that the demand for the E175 exceeds 400 aircraft by 2030.
As of December, the model had 943 firm orders, of which 779 had been delivered. Therefore, Embraer could still produce around 460 E175s by the end of the decade.
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To show that it is not stuck in time, the manufacturer launched improvements to the aircraft last year, including larger overhead bins, new seats and main cabin lighting.
The aircraft’s performance is also being improved with updates that will improve fuel consumption by 6.4%, in addition to a new weather radar and data transfer solution. Finally, the E175 will gain Ku and Ka band satellite connectivity starting in 2026.
E175-E2 awaits change in scope clause
The sale of 90 E175s to American Airlines last year demonstrated how the segment has become entirely in Embraer’s hands.
Its direct rival, Bombardier’s CRJ family, has ceased production and been sold to Mitsubishi, which has no plans to restart the assembly line.
The Japanese manufacturer itself gave up on launching the SpaceJet, a very efficient and modern aircraft that promised a variant (M100) capable of meeting the scope clause.
But the high costs and difficulties in obtaining type certification discouraged the company’s management, which preferred to lose billions of dollars invested rather than move forward.
Embraer still maintains hope that the E175-E2 will reach the market. The aircraft is much heavier than the maximum takeoff weight limit allowed by the agreement between major US airlines and their pilots, and it can carry more passengers.
These are delicate aspects and, if they are to be overcome, crew members from American, Delta and United would have to accept that regional feeder airlines could carry more passengers and take on part of the domestic demand.
For them, this translates into fewer jobs and lower salaries, but on the other hand, it is natural that air traffic will grow over the years and the 76-seat limit will no longer make sense.
Asked whether the E175-E2 would not be an attractive aircraft for customers outside the US, Gomes Neto agreed. “We could have opportunities to sell the E175-E2 in other markets, but the main target market for that aircraft is U.S.”
According to him, it makes no sense to develop such an aircraft only for smaller markets and leave behind its high-demand market.
