has selected Pratt & Whitney’s geared turbofan to power its soon-to-be-launched, second-generation E-Jet family, which is scheduled to enter service in 2018.
The engine decision marks a key milestone in Embraer’s plan to formally launch the second-generation E-Jet family later this year. Provisionally outlined with 78- to 122-seats, the new aircraft will succeed the current E-170 and E-190 lines. The new family will be reconfigured with an all-new wing, full fly-by-wire flight control systems and extended main landing gear to provide more clearance for the higher bypass engines.
Embraer’s award is a significant victory for Pratt’s campaign to penetrate the single-aisle market, and is a major blow for(GE) which was believed to be in pole-position with a mix of the next-generation NG34 and de-rated .
The NG34 is based on the common ‘eCore’ design used in the CFM Leap engine and is earmarked as a successor to thethat powers the current-generation of .
, which hoped to build on a relationship established with Embraer with the -powered regional jet family, also competed with a new two-shaft engine design.
Two new versions of the PW1000 family will be developed for the Embraer program, which is unofficially dubbed the ‘G2’. Covering a thrust range of 15,000-22,000 lb thrust they include the PW1700G and the PW1900G, which will power the second-generation E-170/175 and larger E-190/195, respectively.
Embraer commercial aviation president Paulo Cesar Silva says the engine decision was made on technical and commercial considerations. “We do appreciate the relationship with GE, but the proposition that Pratt is offering seems to us [to be the] one that brings more value to our customers based on the fuel burn and maintenance costs. So we believe it is the best option.”
Despite the busy development schedule now facing Pratt, Silva says Embraer is “very comfortable in that regard. [Parent company] United Technology [Corp.] and Pratt & Whitney is a big organization.”
Silva adds that Pratt’s on-going progress to-date with development of geared turbofans for’s , the (MRJ), and MS-21 has reassured the Brazilian manufacturer that the Pratt “engine will deliver the savings our customers are looking for. The decision we are making today is the most credible and we are comfortable with it.”
Part of Embraer’s comfort level is based on the fact the PW1700G will be configured with a 56-in. diameter fan, while the PW1900G will have a 73-in. fan. The smaller engine is a virtual clone of the PW1200G in advanced development for the MRJ, while the PW1900G is the same size as the PW1500G now poised to power the first flight of the CSeries.
First engine test is expected early in 2015 to provide ample margin for the planned first flight of the new Embraer jet in 2016.
Pratt Next Generation Product Family VP Bob Saia says commonality with the MRJ and CSeries engines eases the engine maker’s workload. “These will be newly certificated by model, but a lot of the reports will be based on initial certification tests already conducted on the other engines such as fan blade out and so on.”
Saia adds the selection by Embraer represents “a good fit” for Pratt’s overall market penetration strategy.