Comparison between Boeing 737-800 and Embraer ERJ-170LR - Research Paper Example

Comparison between Boeing 737-800 and Embraer ERJ-170LR The Boeing 737 Next Generation (737NG) is the name offered to the −600, -700, -800 and -900 series of the Boeing 737 planes. It is the 3rd generation plagiaristic of the 737, plus follows the 737 Classic series, which commenced construction in the 80s. They are short-range, medium-range, narrow-range jet airliners (Endres, 2009). Assembled in 1996 by Boeing Commercial, the 737NG series comprises of four variations and can accommodate from 110 to 210 travellers. An overall of 4,733 737NG planes have been assembled by December, 2013, with over 6,600 are ordered as of now. Presently, just the -700, -800, as well as -900ER, are assembled, as neither the -600 nor the -900 was well-liked. Its main competition is the Airbus A320 family. The Embraer E-Jet family, on the other hand, is a series of narrow-range and medium-range double-engine jet airliners manufactured by Brazilian airline corporation, Embraer (Endres, 2009). Initially introduced at the Paris Air Exhibition, in 1999, and going into production, in 2002, the airplane series has been a business success (Norris & Wagner, 2011). The aircraft is utilized both by regional and mainline airlines all over the global. From December 31st, 2012, there was an accumulation of 185 firm orders for the E-Jets, 908 units and 580 options delivered. On September 13th, 2013, a celebration was held at the Embraer plant in São José dos Campos to celebrate the release of the 1,000th E-jet family airplane. The E-175 was released in an American Eagle Airlines colored with a unique "1,000th E-Jet" label over the cabin windows (Endres, 2009). This paper will compare between Boeing 737-800 and Embraer ERJ-170LR of Boeing Commercial Airlines and Embraer, respectively. The 737-800 is an expanded edition of the 737-700, and substitutes the 737-400. It also sealed the gap left by the choice to cease the MD-80 and MD-90 (McDonnell Douglas) after Boeing's unification with MD. The 737−800 was first introduced by Hapag-Lloyd Flug (at the moment TUI fly) in 1994 and go into service in the last 90s (Endres, 2009). The 737-800 flies 162 passengers in a dual-class arrangement, or 189 in just a single class, and rivals with the A320. For numerous airlines in the United States, the 737-800 substituted the aging Boeing -200 trijets. The -800 is also amid the models substituting the MD-80 series airplane in airline service; it uses 3,200 L (850 US gallons) of jet fuel in just an hour, or almost 80% of the fuel required by an MD-80 on a similar journey, even while transporting fairly more passengers compared to the latter (Shaw, 2010). In line with the Airline Monitor, an engineering publication, a 737-800 uses 18.5 L (4.88 US gallons) of fuel per hour per seat. Alaska Airlines substituted the McDonnell Douglas-80 with the 737-800, cutting back $2,000 per trip presuming jet fuel costs of $4 per gallon (Endres, 2009). The fuel price of each such trip (2010 prices) on a 737-800 is roughly $8,500 (Kingsley & Wastnage, 2014). On 14th August, 2010, American Airlines pronounced 27 orders for the -800 (20 are exercised choices from earlier signed contracts, and six are original incremental orders) and accelerated deliveries (Kingsley & Wastnage, 2014). A sum of 2,135 737-800 and 16 737-800 BBJ airplanes have been delivered including 1,521 undocumented orders as of January 2011 (Kingsley & Wastnage, 2014). An Irish low-cost airline known as Ryanair is among the main operators of the Boeing -800, with a fleet of above 300 aircraft serving a number of routes across North Africa and Europe (Norris & Wagner, 2011). The E-170LR model, an 80-seat range, on the other hand, is the smallest of the E-Jet family (Endres, 2009). The plane is motorized with CF34-8E General Electric engines of 62.28 kN (14,200 pounds) thrust each. The E-170LR openly rivals with the Bombardier CRJ-900 and CRJ-700, respectively, and loosely rivals with the Bombardier turboprop Q400 (Lewis, 2001). The model also seeks to swap the market section taken by previous competing makes like the Fokker 70 and BAe 146 (Norris & Wagner, 2011). The Embraer 170LR was the initial edition created. The model 170LR-001, PP-XJE, was launched on October 29th, 2001, with initial flight 119 days after that, on February 19th, 2002 (Endres, 2009). The airplane was exhibited to the general public in May, 2002, during the Regional Airline conference. Following a positive reaction from the airline society, Embraer initiated the E-175 (Shaw, 2010). The First flight of the prolonged E-175 was on July, 2003. The U.S. launch for the EMB 170LR was at US Airways, following FAA official recognition, the airplane ventured into financial service on 4th April, 2004, functioned by the MidAtlantic section of US Airways, Inc. The initial E-170LR was bought by Air Canada and started service on July, 2005 (Endres, 2009). The 170LR-001 model carried out its final flight on April 11, 2012 (Kingsley & Wastnage, 2014). Its fate was disassembly in the United States for spare parts. The most visible feature to be seen on 737-800s is the winglets. These are extensions of the wing tip that lessen lift provoked drag and offer some additional lift. They have been accredited to Dr. Louis Gratzer initially Boeing’s Chief of Aerodynamics and, at the moment, works at the Aviation Partners of Boeing (APB) (Endres, 2009). They were initially flown on the 737-800 in June 1998 as a testbed for application on the BBJ. Winglets are extensions of wing tip that offer a number of benefits to operators of airplanes (Lewis, 2001). The winglet decision enhances the 737-800's lead as the latest and most technologically developed airplane in its category. By permitting a steeper climb, winglets allow a much better takeoff performance, particularly from obstacle-limited, hot, weight-limited, high, and/or noise-limited airports (Endres, 2009). Adapting from a number of years of passenger study, the 737-800 Boeing Sky Interior features fresh and modern carved sidewalls and window reveals that attract passenger to the airplane's windows, giving them a much greater tie to the flying experience (Shaw, 2010). The fresh design provides bigger, pivoting overhead cargo bins, which add to the space of the cabin (Endres, 2009). The storage bins offer more passengers space to store a carry-on roll-aboard close to their own chair, adding both extra expediency and leg room. Boeing redesigned the reading-light switches so that passengers may find them effortlessly and keep away from unintentionally pressing the flight-attendant call switch (Lewis, 2001). Speakers integrated into every row's passenger-service component improve sound, as well as clearness of public address functions whereas the new integrated air vent and enhanced noise-dampening materials, will lessen the entire cabin noise (Lewis, 2001). The E-170LR model has maximum cruising speed of 890km/h or Mach 0.82 (481kt). Its standard range with maximum travellers at long range cruising speed is 1800nm (3334km), LR varies at same conditions 2100nm (3889km) (Endres, 2009). It operates at 20,150kg (44,422lb), with a standard maximum takeoff of 35,450kg (78,153lb) and LR maximum takeoff of 48,500kg (106,922lb). The ERJ-170LR wing spans over 26,00m (85ft 4in), 29,90m in length (98ft 1in) and 9.67m (31ft 9in) in height. The EMB 170LR featured a new wing, as well as a larger-diameter fuselage, fitted to the cockpit and nose of the plane (Endres, 2009). The E-170LR is the slightly smaller edition of the family plus was the first created. The prototype was done on 29th October, 2001 and the initial trip was on 19th February, 2002 (Endres, 2009). In the initial months, the E-170 showcased an operationally directory of over 99%, an outstanding number for any latest aircraft (Lewis, 2001). In conclusion, Boeing 737-800 could be considered, in layman’s language, as a jumbo jet of a big plane for ferrying passengers or cargo, but the Embraer ERJ-170LR, on the other hand, is a small plane for ferrying passengers over short distances. The major differences found on the paper are the size, technology, fuel consumption, travel distance and demand of the two aircrafts. References Endres, G. (2009). The illustrated directory of modern commercial aircraft (4th ed.). St. Paul, Minnesota: MBI Publishing Company. Kingsley, M., & Wastnage, J (2014). World airliners: regional realities. Flight International, 160(4795), 38–62. Lewis, P. (2001). New by Design. Flight International, 160(4803), 34–36. Norris, G., & Wagner, M. (2011). Modern Boeing jetliners (5th ed.). Minneapolis, Minnesota: Zenith Imprint. Shaw, R. (2010). Boeing 737–300 to 800. St. Paul, Minnesota: MBI Publishing Company. Read More