Why Each Model Of The Embraer E2 Series Has Its Own Wing Design

When Embraer redesigned the E-Jet family, it wanted to create the very best regional jet it could possibly…

Why Each Model Of The Embraer E2 Series Has Its Own Wing Design

When Embraer redesigned the E-Jet family, it wanted to create the very best regional jet it could possibly engineer. No stone was left unturned in its mission to make the E2s quieter and more efficient than any competitor. One key element to achieving that goal was a redesign of the wing, and a bespoke wing for every member of the E2 family.

The E2 family has had many improvements, including an all-new wing. Photo: Getty Images

A new wing

A whole lot changed in the process of evolving the popular E-Jets into the new E2 line of aircraft. With a focus on fuel efficiency and noise reduction, Embraer redesigned everything from the tail to the body and, of course, the wings.

Speaking exclusively to Simple Flying, Luis Carlos Affonso, Senior Vice President of Engineering, Technology and Corporate Strategy at Embraer, told us how crucial these new wings are to the success of the E2. He said,

“The E2 has a new wing with the biggest aspect ratio in the industry. It has the longest wings for this size of airplane. This means it is the most efficient wing; the one that that will produce the lowest drag, and drag is inefficiency and noise.”

Embraer E195-E2
The E2 has one of the biggest wing aspect ratios in the industry. Photo: Getty Images

For an Embraer fan, the new wing is relatively easy to spot. The enclosed slats and flaps help drive down inefficiency and noise, and the wingspan is visibly larger – 115 ft 2 in (35.124 m) on the E195-E2 compared to 94 ft 3in (28.72 m) on the E195. What’s not so easy to notice is that every member of the E2 family has its very own, bespoke wing.

A different wing for every aircraft

For most aircraft families, wings are standard across the aircraft type. The Airbus A320neo family, for example, uses the same wing across all aircraft types – the A319neo, the A320neo and the A321neo all have a wingspan of 117 ft 5 in (35.8 m). That’s the same wing used on the A320ceo too, with only the ‘Baby Bus’ A318 having a different, slightly smaller wingspan.

But for Embraer, it was important to design the most efficient wing for each member of the E2 family, and that meant a bespoke wing design for each different aircraft. Affonso explained,

“In the E2 family, we have three different wings. We have these bespoke wings for each size of aircraft. They are specifically designed for the aircraft and its weight, so it is the best weight you can get and the best fuel consumption you can get for that type.

“We had to invest more in the airplane, of course. We had to put in more engineering hours,  do more wind tunnel tests and more flight tests, so there were more recurring costs for us. But we have very efficient, integrated product development teams and processes at Embraer, so we decided to do that.”

Embraer E2 family
Each member of the family has its own, bespoke-designed wing. Photo: Embraer

The Goldilocks zone

The reason Embraer decided to incur all these costs and extra hassles was because it wanted to create the very best product it could. Affonso explained the hazard that comes with not having the very best wing for the aircraft it is flying with, saying,

“If you go for one wing [across an aircraft family], you typically end up with an intermediate wing. It will be a bit too small for one airplane and a bit too big for another. We didn’t want to compromise. We went for the optimum wing. This means we don’t have more weight than is needed, and that makes our aircraft more efficient.”

By creating the perfect wing for each aircraft, Embraer has made every plane as efficient as it can possibly be. Photo: Embraer

This ‘Goldilocks zone’ mentality filters through to other elements of the E2 design. While the Embraer jets often take shade from the Airbus A220, due to the A220s superior range, Affonso said that the choice of not making the aircraft too rangy was a deliberate one.

“We don’t have more range than is needed. These airplanes are not used for 3,000 plus nautical mile flights. If you try to get too much range, then you need a big engine, big wings. And then you pay the cost in weight and efficiency. So we’ve really tried to optimize for the market we want to serve.”

The E2 was designed for regional routes, not for medium-haul operations. While the A220 has found a niche in some longer, thinner routes, that’s not the market that the Embraer jets were designed to cater for. The end result is an aircraft that delivers better than expected efficiency, super quiet flight and a cost-effective solution for regional airline operators.

Source : Simple Flying More   

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One Seat – Three Cabins: The Future Of Long-Haul Narrowbody

Airliners are expensive to fit out, and reconfiguring the balance of economy and premium seating is a costly…

One Seat – Three Cabins: The Future Of Long-Haul Narrowbody

Airliners are expensive to fit out, and reconfiguring the balance of economy and premium seating is a costly proposition. To keep up with the trends, airlines have to try to predict the future. But what if one seat could be all things to all people? LIFT Aero Design’s PARADYM concept does just that.

The PARADYM concept brings true flexibility to the aircraft cabin. Photo: LIFT Aero Design

A seat for every class

For as long as there have been separate classes in aircraft cabins, airlines and lessors have been doing a fine balancing act. Predicting demand for first, business, premium economy and economy requires a fairly robust crystal ball, but it’s a decision that often needs to be made very early in the sales process.

Take into account the fact that many aircraft are ordered years in advance, and most will spend at least a decade in service, and you can see that these buyers have a tough job on their hands to forecast the passenger trends of the future.

But what if you had a seat that could be sold as multiple classes all in one package? LIFT Aero Design has come up with just such a concept, which would allow airlines to reconfigure their class split right up to the point of boarding at the gate. It calls this concept PARADYM.

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Wider aircraft

LIFT envisions a future where aircraft cabins have grown to meet the changing needs of today’s long-haul flier. Although more of us will fly long-haul on single-aisle aircraft, the company believes that the narrowbody will become a little bit less narrow.

PARADYM relies on the extra width of the cabin of the future to engineer a seat that can fulfill the needs of all classes of travelers, whether they’re after a comfortable budget ticket, a more premium experience, or lie flat comfort. It’s not a top-of-the-range business class product, of course, but it does have the potential to allow passengers a comfortable sleep on those longer flights.

LIFT PARADYM
Passengers get their own armrest. Photo: LIFT Aero Design

For regular economy operations, the cabin is arranged in a typical 3-3 layout. However, this is next-generation economy, and gives passengers a huge 20 inches (51 cm) between armrests. The armrests themselves are ergonomically curved, and there are two between each seat. That means no more armrest wars for the middle seat passenger.

For a premium economy experience, the airline has the option to block the middle seat and raise the first armrest for the window and aisle passengers. The passenger gets more space, more privacy and more width, and the airline can make this decision at any point in the process.

 

LIFT PARADYM
With the armrests raised and the cushion elevated, a large sleeping area is formed. Photo: LIFT Aero Design

The final configuration gives passengers a large sleeping area as the whole block of three would be sold to one person. The front of the seat cushion can be raised up, as can all the armrests, giving a sleeping space of five feet nine inches long (1.75 m). It’s not business class, but it could be sold as premium economy flat or perhaps business class lite.

In all configurations, LIFT has paid attention to detail. The seat cushions are curved so as not to press into the back of the knee, and a cocoon-like headrest provides support and privacy. The off-center split allows passengers to raise or lower the headrest to their optimal position and needs.

LIFT PARADYM
Movable headrests add comfort and privacy. Photo: LIFT Aero Design

While the LIFT concept is reliant on a completely new aircraft type rolling around, it’s a very interesting proposition. For airlines to be able to sell any position as economy or something more comfortable gives them a huge amount of flexibility, something that is likely to be highly appealing to low-cost and hybrid carriers.

A global tour

To further promote the product, LIFT is planning a world ‘tour’, but without leaving Tokyo! Rather than taking the product around the world, the company is bringing the world to its product, with a series of geographically inspired headrest designs celebrating their favorite places it calls PARADYM World Colors.

LIFT PARADYM
The World Colors tour highlights the importance of material and finish in branding aircraft seats. Photo: LIFT Aero Design

LIFT’s first destination is Tokyo, where its managing director Daniel Baron lives. He told Simple Flying,

“Many people know how much I love this city. Vast, eclectic, and ever evolving, Tokyo is metropolis meets village, urban sprawl meets sublime detail. It’s a delicious blend of future and tradition, fast and slow, cacophony and calm.”

LIFT PARADYM
The headrest design echoes the busy maps of Tokyo’s streets. Photo: LIFT Aero Design

The headrests are designed to be produced on printed leather, and the lines represent the intricate maps of the city streets that are essential for navigating the Japanese metropolis. As well as being rather beautiful, LIFT’s design aims to demonstrate just how well seat trim and finish can shape brand differentiation.

What do you think of PARADYM? Let us know in the comments.

Source : Simple Flying More   

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