Embraer E-Jet Family

Embraer 175

The Embraer E-Jet family is a series of narrow-body medium-range twin-engine jet airliners produced by Brazilian aerospace conglomerate Embraer. Launched at the Paris Air Show in 1999, and entering production in 2002, the aircraft series has been a commercial success. The aircraft is used by mainline and regional airlines around the world. As of 30 September 2015, there is a backlog of 263 firm orders for the E-Jets, 433 options and 1158 units delivered.

The Embraer E-Jets line is composed of two main commercial families and a business jet variant. The smaller E170 and E175 make up the base model aircraft. The E190 and E195 are stretched versions, with different engines and larger wing, horizontal stabilizer and landing gear structures. The 170 and 175 share 95% commonality, as do the 190 and 195. The two families share near 89% commonality, with identical fuselage cross-sections and avionics, featuring the Honeywell Primus Epic Electronic flight instrument system (EFIS) suite. The E-jets also have winglets to improve efficiency.

All E-Jets use four-abreast seating (2+2) and have a "double-bubble" design, which Embraer developed for its commercial passenger jets, that provides stand-up headroom. The E190/195 series of aircraft have capacities similar to the initial versions of the McDonnell Douglas DC-9 and Boeing 737, which have always been considered mainline airliners. The E-Jets have jet engines that produce less noise, which allows them to operate in airports that have strict noise restrictions, such as London City Airport.

Embraer first disclosed that it was studying a new 70-seat aircraft, which it called the EMB 170, in 1997, concurrently with announcing the development of its ERJ 135. The EMB 170 was to feature a new wing and larger-diameter fuselage mated to the nose and cockpit of the ERJ 145. In February 1999, Embraer announced it had abandoned the derivative approach in favour of an all-new design.

The E-jet family was formally launched at the Paris Air Show in June 1999. Launch customers for the aircraft were the French airline Régional Compagnie Aérienne Européenne with ten orders and five options for the E170; and the Swiss airline Crossair with an order for 30 E170s and 30 E190s. Production of parts to build the prototype and test airframes began in July 2000. Full production began in 2002, at a new factory built by Embraer at its São José dos Campos base. After several delays in the certification process, the E170 received type certification from the aviation authorities of Brazil, Europe and the United States in February 2004.

In November 2011, Embraer announced that it would develop revamped versions of the E-Jets family with improved engines, rather than an all-new aircraft.The new variants are to be powered by new more efficient engines with larger diameter fans, and include slightly taller landing gear, and possibly a new aluminum or carbon fiber-based wing. The new E-Jet variants are to be better-positioned to compete with the Bombardier CSeries. The new variants are to enter service in 2018.

GE, Pratt & Whitney, and Rolls-Royce were all possible engine suppliers.Pratt & Whitney's geared turbofan engine was selected in January 2013 for the new E-Jets versions. The Honeywell Primus Epic 2 was selected as the avionics package.

In February 2012, Embraer announced it was studying the development of a new variant with 130 seating capacity. The study was expected to be completed by the end of 2012

The first E170s were delivered in the second week of March 2004 to LOT Polish Airlines, followed by US Airways subsidiary MidAtlantic Airways and Alitalia (launch customer Crossair had in the meantime ceased to exist after its takeover of Swissair; and fellow launch customer Régional Compagnie Aérienne deferred its order, not receiving its first E-jet—an E190LR—until 2006. LOT operated the first commercial flight of an E-jet on 17 March 2004, from Warsaw to Vienna. The largest single order for any type of E-Jets has come from JetBlue, which ordered 100 Embraer 190s in 2003 and took its first delivery in 2005.

The 400th E-jet was delivered in 2008, to Republic Airlines in the U.S. On 6 November of that year, JetBlue set the record for the longest flight of the E-190 family when one of its aircraft made a non-stop flight from Anchorage, Alaska (Ted Stevens Anchorage International Airport) to Buffalo, New York (Buffalo Niagara International Airport), a total of 2,694 nmi (4,989 km). This was an empty aircraft on a non-revenue flight. The aircraft eventually returned to JFK after a two-month-long charter service with Vice Presidential candidate Sarah Palin. In September 2009, the 600th E-jet built was delivered to LOT Polish Airlines. Kenya Airways received its 12th Ejet from Embraer which was also the 900th Ejet ever produced on October 10, 2012.

On 13 September 2013, a ceremony was held at the Embraer factory in São José dos Campos to mark the delivery of the 1,000th E-jet family aircraft, an E175, to Republic Airlines. The E175 was delivered in an American Eagle colour scheme with a special "1,000th E-Jet" decal above the cabin windows

E170 And E175
The E170/E175 models in the 80-seat range are the smaller in the EJet family. They are powered with General Electric CF34-8E engines of 14,200 pounds (62.28 kN) thrust each. The E170 and E175 directly compete with the Bombardier CRJ-700 and Bombardier CRJ-900, respectively, and loosely compete with the turboprop Bombardier Q400. They also seek to replace the market segment occupied by earlier competing designs such as the BAe 146 and Fokker 70.

The Embraer 170 was the first version produced. The prototype 170-001, registration PP-XJE, was rolled out on 29 October 2001, with first flight 119 days later on 19 February 2002. The aircraft was displayed to the public in May 2002 at the Regional Airline Association convention. After a positive response from the airline community, Embraer launched the E175. First flight of the stretched E175 was on June 2003. The launch U.S. customer for the E170 was US Airways, after FAA certification, the aircraft entered into revenue service on April 4, 2004 operated by the MidAtlantic division of US Airways, Inc. The first E175 was delivered to Air Canada and entered service in July 2005. The 170-001 prototype performed its last flight on April 11, 2012. Its destiny was disassembly in the US for spare parts.

E190 And E195
The E190/195 models are a larger stretch of the E170/175 models fitted with a new, larger wing, larger horizontal stabilizer and a new engine, the GE CF34-10E, rated at 18,500 lb (82.30 kN). These aircraft compete with the Bombardier CRJ-1000 and CS100, the Boeing 717-200 and 737-600, and the Airbus A318. It can carry up to 100 passengers in a two-class configuration or up to 124 in single-class high density configuration.

The first flight of the E190 was on March 12, 2004 (PP-XMA), with the first flight of the E195 (PP-XMJ) on December 7 of the same year. The launch customer of the E190 was New York-based low-cost carrier JetBlue with 100 orders options in 2003 and took its first delivery in 2005.

British low-cost carrier Flybe launched the E195 operations on 22 September 2006. With 14 orders and 12 options airline was the first operator of this type of aircraft.

As the 190/195 models are of mainline aircraft size, many airlines operate them as such, fitting them with a business class section and operating them themselves, instead of having them flown by a regional airline partner. For example, Air Canada operates 45 E190 aircraft fitted with 9 business-class and 88 economy-class seats as part of its primary fleet. JetBlue and American Airlines also operate the E190 as part of their own fleet thus allowing airlines increased crewing flexibility by having the ability of cabin crews to work aboard narrow-body or widebody aircraft.

On 2 May 2006, Embraer announced plans for the business jet variant of the E190, type name ERJ190-100 ECJ. It has the same structure as the E190, but with an extended range of up to 4,200 nmi, and luxury seating for up to 19. It was certified by the USA Federal Aviation Administration on 7 January 2009. The first two production aircraft were delivered in December 2008.

Embraer considered producing an aircraft which was known as the E195X, a stretched version of the E195. It would have seated approximately 130 passengers. The E195X was apparently a response to an American Airlines request for an aircraft to replace its McDonnell Douglas MD-80s.Embraer abandoned plans for the 195X in May 2010, following concerns that its range would be too short.

Embraer E-Jets operators

Embraer 170 (E170 or EMB 170-100)—As of July 2015, 180 Embraer 170 aircraft (all variants) are in airline service, with 5 orders. Major operators include: Shuttle America (50), Republic Airlines (22), HOP! (16), Saudia (15), J-Air (15), EgyptAir Express (12), Aeromexico Connect (8), LOT Polish Airlines (7), Compass Airlines (North America) (6) and BA CityFlyer (6). Nine other airlines operate the type in smaller numbers.

Embraer 175 (E175 or EMB 170-200)—As of July 2015, 285 Embraer 175 aircraft are in airline service, with 165 further orders. Major operators include Republic Airlines (85), Compass Airlines (North America) (56), SkyWest Airlines (38), Mesa Airlines (30), Shuttle America (16), Sky Regional Airlines (15), Alitalia CityLiner (15), LOT Polish Airlines (12) and Flybe (11). Major firm orders include 55 aircraft for Shuttle America, and 40 aircraft for Envoy Air.

Embraer 190 (E190 or EMB 190-100)—As of July 2015, 506 Embraer 190 aircraft (all variants) are in airline service, with 47 orders. Major operators include JetBlue Airways (60), Air Canada (45),Bulgaria air,Tianjin Airlines (45), Aeromexico Connect (30), KLM Cityhopper (30), Azul Brazilian Airlines (22), Austral Lineas Aereas (22), China Southern Airlines (20), TAP Express (1), American Airlines (19), Virgin Australia (18), Conviasa (15) and other operators with fewer aircraft.

Embraer 195 (E195 or EMB 190-200)—As of July 2015, 134 Embraer 195 aircraft (all variants) are in airline service, with 25 firm orders. Major operators are Azul Brazilian Airlines (61), Lufthansa CityLine (24), Air Europa (11), Borajet (10), Air Dolomiti (10), Flybe (7), LOT Polish Airlines (6) and other operators with fewer aircraft. Azul Brazilian Airlines have ordered an additional 5 aircraft of this type.

Accidents and incidents
On 24 August 2010, Henan Airlines Flight 8387, an E190 that departed from Harbin, People's Republic of China, crash landed about 1 km short of the runway at Yichun Lindu Airport, resulting in 42 deaths.

29 November 2013, LAM Mozambique Airlines Flight 470, an E190, crashed in Namibia, killing all 33 aboard (27 passengers, 6 crew members). The co-pilot reportedly left the cockpit to use the toilet. He was then locked out by the captain, who dramatically reduced the aircraft’s altitude and ignored various automated warnings ahead of the high-speed impact.

Embraer's E-Jet family deliveries and orders as of December 31, 2015

CHINA: Henan Airlines Flight 8387

Henan Airlines Flight 8387 (VD8387/KPA8387) was a domestic flight operated by Henan Airlines from Harbin Taiping International Airport to the new Yichun Lindu Airport, both located in Heilongjiang province, China. On the night of August 24, 2010, the Embraer E-190-100 LR operating the route crashed on approach to Yichun Lindu with 91 passengers and 5 crew members on board. This was the first hull-loss and the first accident with fatalities involving an Embraer E-190.

The final report,released in June, 2012 by Chinese State Security Agency for Work Safety (CSAWS) concluded that there was a failure of the crew for not observing the safety rules for landing under fog.

Flight 8387 departed Harbin Airport at 20:51, at 21:10 the aircraft obtained the weather from Yichun Airport and they were told the visibility was 2,800 m (9,200 ft) . At 21:16 the crew were alerted to dense fog at the airport and within the next ten minutes they confirmed a decision height of 440 m (1,440 ft) for a VOR/DME approach to Runway 30. At 21:28:19 the airport controller told the Flight 8387 that although the vertical visibility was ok the horizontal visibility was bad. At 21:28:38 the aircraft overflew the airport and was seen by the airport controller. At 21:33 they completed a procedural turn for the approach, at 21:36 the autopilot was disengaged. At 21:37 the aircraft had descended to the 440 m (1,440 ft) decision height but the pilot could not see the runway. At 21:38 the aural height warning started, although the crew could not see the runway and had passed the decision height they did not do a missed approach procedure and the aircraft hit the ground.

According to Yichun officials preliminary observations, the aircraft broke apart while it was in the process of landing at around 21:36 local time (13:36 UTC), while the airport was enclosed with fog. The aircraft touched down around 1.5 km (0.93 mi) short of the runway, then caught fire. The wreckage of the fuselage came to a rest 700 m (2,300 ft) from the runway. Some passengers escaped through gaps in the fuselage of the cabin.

Details surrounding the crash were unclear in the immediate aftermath of the incident; a local official reported that the aircraft broke in two as it was landing, and that passengers were thrown from the aircraft, though some survivors said that it remained intact until it came to a rest away from the runway.

Subsequent investigations concluded that the first impact was with trees, 1,100 m (3,600 ft) from the runway threshold, at 21:38:08. Thereafter, the aircraft hit the ground with the wheels of main landing gear, 1,080 m (3,540 ft) from the landing runway threshold, running on the ground a distance of 870 m (2,850 ft), when the engines collided with the ground. With this impact, the wing fuel tanks ruptured, spilling fuel and causing the fire. The survivors left aircraft by the door behind the cockpit and through openings in the fuselage. Due to the impact, emergency exits could not be opened, and a large amount of smoke accumulated in the cabin. The pilot, who survived the accident, could not organize nor conduct the passengers evacuation.

The aircraft was in a two-class configuration with six business seats and 92 economy seats but at the time of accident had only 91 passengers. As well as the passengers the aircraft had five crew (two flight crew, a purser, flight attendant and security officer), a total of 96 on-board.

Initial reports suggested that 53 people survived the crash, while 43 were found dead at the scene; later reports corrected the death toll to 42 because the body of one victim was torn apart. Most of the dead were seated in the rear of the aircraft.Of the 54 survivors, 17 had only minor injuries but two were seriously burned and died in hospital.

Many passengers were participants of a national conference on human resources and employment, including vice minister Sun Baoshu and other officials of the Chinese Ministry of Human Resources and Social Security. Two participants from Chengdu were among the fatalities.

The pilot survived the accident, though he sustained heavy facial injuries.

Some survivors said that they escaped through a hole in the front of the plane.

On August 31, Henan Airlines announced that it would pay 960,000 yuan (around $140,000 USD) to the relatives of each person killed in the crash. The payment was required under PRC civil aviation law.

Crews immediately began searching for survivors, although the efforts were hampered by fog. This phase of the rescue operation lasted for around eight hours before personnel at the scene began clearing the wreckage the morning after the accident.

Henan Airlines cancelled all flights in the days after the incident and fired the airline's general manager. Nationally, Chinese airlines performed increased safety checks in response to the crash.

The Administration for Industry and Commerce of Henan Province announced days after the incident that it had rescinded the enterprise name registration of Henan Airlines, and demanded that the airline operator restore its original name of Kunpeng Airlines. The administration cited as reasons for its decision that the name Henan Airlines had caused public misunderstanding and greatly damaged the image of the province, which holds no stake in the airline operator. This move was immediately met with media criticism, which questioned the validity of the administration's interference with Henan Airlines' rights to choice of name. It was also revealed that the province had offered favorable conditions to attract the airline operator to adopt its current name, and celebrated the renaming afterwards.

Both the Civil Aviation Administration of China (CAAC) and the aircraft's manufacturer, Embraer, sent teams of investigators to the crash site. The U.S. National Transportation Safety Board appointed an accredited representative, as the aircraft's General Electric CF34 engines were made in the U.S. The flight recorders were recovered at the scene and sent to Beijing for analysis.

Early in the investigation, the qualifications of the pilot were focused on, as it emerged that upwards of a hundred pilots flying for Shenzhen Airlines, Henan Airlines' parent company, had falsified their claims of flying experience.

Investigators from the State Administration of Work Safety concluded that the captain, on his first flight into Yichun, switched off the autopilot and approached the runway covered by radiation fog despite the fact that visibility of 2,800 m (9,200 ft) was below the minimum of 3,600 m (11,800 ft).

The crew descended below minimum descent altitude although visual contact with the runway had not been established.

The crew also failed to initiate a missed approach when the radio altimeter callouts indicated that the airplane was near the ground and the communication and cooperation within the crew was insufficient, despite the known safety risks at that airport.

The Embraer E-190AR was a twin-engined jet airliner registered in China as B-3130. It was built in Brazil in 2008, with manufactures serial number 19000223, and delivered to the airline on 4 December 2008. At the time of accident the aircraft had flown 5,109.6 hours and had completed 4,712 flight cycles.

Yichun Lindu Airport is located in Yichun City, Heilongjiang Province, has a runway 2.3 km (1.4 mi) long, 45 m (148 ft) width, qualified to operate with single-aisle airliners like Airbus A320 and Boeing 737. The airport started operations on 26 August 2009, one year before accident. On the day of the accident the airport had two flight controllers, they were both in good health conditions and qualified, the final report also confirmed that all safety procedures had been done correctly, the airfield navigation and communications equipment was working correctly and the runway was serviceable.

The airport is located in a valley, with about 90% relative humidity, especially in the afternoon, from 17:00 until 21:00. As the temperature drops rapidly in this period with little wind it is common for a rapid condensation of water vapor, the basic condition for a fog formation known as radiation fog, which characteristic is a thick and low fog, significantly impacting operations. In September 2009, one month after the start of Yichun airport operations, China Southern Airlines decided not to operate at night at that airport due to concerns with the safety of operations.

On the night of the accident, the airport meteorological observatory issued bulletins stating visibility conditions. At 19:00, the visibility was 1.0 km (0.62 mi), by 21:00 it was 8.0 km (5.0 mi). At 21:08 the airport issued a special bulletin reporting that visibility was reduced to 2.8 km (1.7 mi) and decreasing rapidly.