The Embraer E-Jet programme continues to deliver, with the airframer hitting a new milestone – with the 1,800 products E-Jet delivered.
The new aircraft – an E190-E2- is owned by Azorra and has been leased to Royal Jordanian Airlines at Embraer’s facility in São José dos Campos, Brazil.
Today’s delivery is the third E2 for the airline which currently also operates four first-generation E-Jets. Royal Jordanian will receive a total of eight E2s under the existing deal.
The E-Jet family has been widely deployed in airline fleets, with 90 airlines and leasing companies from more than 60 countries deploying them since the first aircraft entered service in 2004.
In Quotes
Samer Majali, Vice Chairman and CEO of Royal Jordanian Airlines, said, “
We are delighted to participate in the milestone celebrations for Embraer and the E-jet program, recognizing the longstanding collaboration between Royal Jordanian and Embraer, supported by our valued partners at Azorra. The E2 family of aircraft supports our strategic aims and seamlessly integrates with our vision for regional connectivity and growth. This represents a pivotal role in our fleet modernization efforts, offering unmatched efficiency, flexibility, and passenger satisfaction. Together with Embraer and our esteemed partners at Azorra, we look forward to delivering exceptional passengers experience, while contributing to a more sustainable aviation industry.”
John Evans, CEO and founder of Azorra, said,
“For Azorra to be part of this milestone is a true honor and we thank Embraer and our friends at Royal Jordanian for their ongoing partnership.With our E2 orderbook and growing number of airline customers, we continue to see a bright future for these aircraft and the compelling efficiency, superior passenger experience and clear economic advantages they provide.”
Arjan Meijer, President and CEO of Embraer Commercial Aviation attributed the longevity of the E-Jets program to Embraer’s focus on excellence and continuous improvement, saying,
“it’s great to mark this milestone along with two key partners, RJ and Azorra.” Meijer continued, “we’re always looking for ways to make our aircraft better – reducing operating costs, extending maintenance intervals, and adding new technology. Later this year we will announce a number of performance improvements for the E2, which has also proven it is ready to fly on 100% SAF. The E2 continues to demonstrate its advantages in fuel burn, emissions, quietness, reliability, and passenger comfort, and airlines are taking notice.”
1,8000 up
It’s a big moment for the E-Jet programme as it continues to grow and deliver on filling the 75 to 140 gap. It’s successfully taken on competition – and won (with the casualties including the Mitsubishi Regional Jet programme and the Bombardier/Canadair CRJ to name the bigger programmes).
The airframer has iterated on its design – with the E2 family now in production and seeing active service with its lessors and airline customers.
There are hangovers – with the E175-E2 on ice, with airlines in the United States of America favouring the original E175 – to the point where production of the type will continue for some years.
But for now, the E-Jet continues to march forward, with a 239 aircraft backlog, spread across the E175, E190-E2 and E195-E2 types.
And there is always room for further innovation.
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“It’s successfully taken on competition – and won (with the casualties including the Mitsubishi Regional Jet programme and the Bombardier/Canadair CRJ to name the bigger programmes).”
Say what now? Did you mean the increasingly successful Airbus A220 series as one of the programs that Embraer has beaten? Not so fast. Bombardier sold the program to Airbus because it lacked the resources to see it through to fruition. By most accounts, it is a superior program to the E-Jet series and will likely be the future smaller single-aisle jet that Airbus depends upon over the coming years.
I’ve viewed the A220 programme a bit differently – whilst initially it went against the E2 programme, its seem to have gone into an odder segment – the 100-150 seater party, leaving Embraer in many cases with the 75-125 seater fight.
Granted, you can hit high numbers with the E1`95-E2, but its almost a different class, compared to the CRJ Programme (which could hit a 100 if you went for the “Collect them all CRJ-1000 series” when they sold them). Mitsubishi’s Regional programme is in the bin.
As for the bottom, De Hallivand haven’t restarted their Dash8 production line, leaving only ATR covering the 42 to 80-seater segment.
Embraer is in a prime position for some very interesting – even if their engine choice hasn’t helped them this time.