Embraer is celebrating 25 years in Europe, and its Executive Aviation business will celebrate the entry into service of two business jets, the Phenom 100 and the Lineage 1000, by the end of the year.
“Back in 2000 we used Farnborough to show off the Legacy, and since then it has been a great success,” says Colin Steven, vice-president Europe, Middle East and Africa for Embraer’s Executive Jets division. “Our first Legacy was delivered in 2002 and since that day there are some 140 delivered aircraft.”
And since the summer of 2000, the Brazilian airframer has aggressively expanded its business aviation offerings with the Phenom 100 due to be certified this year and spring’s launch of the two newest Legacy family members – the 450 and 500.
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“People are starting to see the business jet as a tool, and are willing to pay that little bit more to take away the inconveniences and hassle factors of air travel. We don’t see security issues at airports changing too much, and it is a driving force for our industry,” says Steven.
“Every week we’re getting people coming to us with different concepts for business jet travel. And people are saying that an aircraft like the Phenom 100 is now affordable – can we have a look at that? We’ve seen a lot of success in Europe with the likes of JetBird who start operating early next year when the Phenom starts delivering,” he says.
With several US carriers having cut, or set to start cutting services Steven believes it is first-class passengers who are losing out on the premium service. “These people will probably enter charter and fly 100-150h and then analyse their own aircraft,” he says. “We see a $201 billion worldwide market for business aviation over the next ten years, not including the VLJs and the new business models these aircraft are creating. We’ve got a 15% share but expect that to go up with new models.”
Even with the credit crunch and wildly escalating fuel costs, Steven says: “Charter operators are always looking at cost pressure, and prices go up. But the market is not slowing, which is a good sign.”
Antonini Macedo, new programmes leader, says: “Our aircraft are positioned at the higher end of their segments. We go to one segment and try to deliver as much as possible of the segment above, overlapping of some kind.” Macedo points to the Phenom 100 and says that it is in a grey area between entry-level jets and VLJs. But he believes the Phenom 100 is designed for a high utilisation, 35,000-cycle life, so even an aircraft coming out of service with an air taxi operation will still be capable of economic operation.
“Over ten years an air taxi aircraft will typically have done 15-20,000 cycles and the Phenom’s design life favours residual value. Life can be extended but a higher cost,” explains Macedo.
“Cold soak tests are progressing well and we do not foresee any surprises with dates for delivery. Historically we’ve certified and delivered immediately,” he says. The 100 has now completed all the envelope expansion to give known performance characteristics, as well as an aerodynamic configuration freeze. It has also completed over 700h of testing with four aircraft in the test programme and is “on schedule for second-semester delivery” this year.
On the Phenom 300, Macedo says “it is important to note it is not a stretch, it just shares the same fuselage cross sections and avionics – with some additional functionality. It is a performance machine; it has three-quarters of a Legacy’s wingspan. It does share the nose and windshield with the 100, some system placements are different because we have bleed air anti icing for the 300 and rubber de-icing boots on the 100.
“We started the design on the 100 with a conceptual design team, which also did the 300. When we had finished the conceptual designs there was an overlap and some small adjustments were needed to make them the same. They share the same DNA,” says Macedo.
The Phenom 300 flew for the first time on April 29 this year and Embraer holds orders for over 750 for the two types. Unsurprisingly both aircraft will have a synthetic vision system as an option. Macedo says: “There is space for maybe one or two products between the Phenom 300 and the Legacy 450. We’re studying it and maybe in a few years…”
With the commercial launch of the 450 and 500 at this year’s EBACE show in Geneva, Macedo believes that these two models will set a new paradigm for the segment, if not set the bar.
Embraer has worked with BMW DesignWorksUSA to combine what it says is style and comfort with a fully flat floor and stand-up cabin. “We’ve been taking input from both the pilots and the passengers for the last two years,” he says. “BMW DesignWorks are capable of using our digital design and can build a fully integrated digital mock-up of the cabin design,” he adds.
The two new Legacys will not feature a stick shaker but will make use of an angle of attack limiter and Macedo believes that using a sidestick in the cockpit creates more space in the cockpit, and for this size of aircraft and capability, this system was the best solution.
As it stands the Legacy 500 is due to enter service in the second half of 2012 and the Legacy 450 around the same time a year later. Yet the Legacy 600, which has been its stalwart for these past years, is also changing. It now has a slim valance, as well as new seats that are fully berthing and in today’s world the crucial iPod compatibility. Added to that is an enhanced galley which increases food storage space, has counter-top level ovens, two large retractable tables, larger waste container, dual compartment ice drawer, a relocated sink, an option for a wine chiller and refrigerator as well as a larger water tank.
Meanwhile the Lineage programme is also progressing. There are now two aircraft being completed at PATS and the first delivery will be at the end of the year into the UAE.
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Embraer’s executive jets division is keen to make up 25% of Embraer’s revenues by 2010. Steven points out that the company has invested some $100m in the support network. “We have two aircraft entering service this year. We have to put customer support together and we have a lot going on. That’s why we kept the Legacy production rate the same as last year, because of the new products coming through. The Legacy 600 backlog is through to the middle of 2010.
“Look at other OEMs. They have delivery slots beyond 2012-13. We’re lucky - we can provide a 2010 delivery,” he adds. “We’re certainly not seeing a drop off in business because of the economy. A lot of buyers and users are seeing it as an appreciating asset. It’s fair to say the emerging markets are also becoming more and more apparent,” says Steven.
Source: Flight International
