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Aviation History
2004
2004-09 - 1379.PDF
29.9m-long 170 offering 70-78 seats and a range of 3,700km (2,000nm), and the slightly larger 31.7m-long 175 carrying bet ween 78 and 86 passengers over ranges up to 3,330km. The stretched 190 is 36.24m long and seats between 96 and 108 on ro utes up to 4,070km, while the largest mem ber of the family, the 195, is 38.7m long and will fly on routes up to 3,330km with up to 118 passengers. Systems commonality between baseline variants is 85%, and up to 95% between each of the derivative pairs. The result is, at the top end, an aircraft that is longer than the 737-700 and within a metre of the overall length of the -800. Fly by wire The aircraft were also to be technically state of the art, with fly-by-wire flight con trols to reduce pilot workload, provide automatic structural load protection and compensate for engine thrust asymmetry and configuration changes. They would also have a Honeywell Primus Epic digital avionics suite, an on-board central mainte nance computer and CF34-8E/10E turbo- fans provided by General Electric under an exclusive agreement. Despite the planning, persistent prob lems with the avionics and flight control system delayed certification and entry into service of the 170 from December 2002 to March 2004, when Polish flag carrier LOT became the first airline to put it into rev enue service. Just five days before its smaller sibling began earning its living, on 12 March 2004 the 190 flew for the first time from the company's Sao Jose dos Campos site. The flight marked the beginning of an all-out effort to certificate the aircraft by August 2005, with the first of up to 100 deliveries to launch customer JetBlue Airways due to follow in September. Although sharing an identical flightdeck, common type rating and 85% of the sys tems, the larger 190 is more than a simple stretch of the 170, which, in terms of cabin comfort and overall spaciousness, is described by Embraer as a "trunkliner" rather than a regional jet. (For baseline Embraer 170 technical description, see Flight International, 13-19 May 2003.) EMBRAER 190 SPECIFICATIONS Length Wingspan (with winglets) Height Cabin width (armrest height) Maximum take-off weight Maximum payload 36.24m 28.72m 10.55m 2.74m 50,300kg 12,720kg Maximum operating speed: MO.82 Fuel capacity 16,000 litres Range 4,070km (98 pax @ 100kg) Powerplant 2 x General Electric CF34-10E Thrust rating (maximum) 20,000lb Take-off field length 2,179m Main changes include a much larger wing, increased-span horizontal stabiliser and more powerful engines, all driven by the decision not to compromise perfor mance for the sake of commonality. "It was a key decision," says director of devel opment and programmes Mauro Kern. "The whole point of making the wing big ger was to have good performance at both ends of the family. If we had designed the same wing for both, it would have been The 190 has too heavy for the 170 and not optimised a much for the 190." larger wing The 190's span (with winglets) is 28.72m, than the 170, 2.72m longer than the 170's, while the driven by a wing area increases from 72m2 (775ft2) to desire not to 92.5m2. The wing structure consists of a compromise "two-box" wing-stub assembly and outer perfor- wings section. The forward wing stub box is mancefor made from 7000-series aluminium alloy the sake of with integrally machined skin panels, ribs common- and spars, and the aft wing-stub section is ality made up of an auxiliary spar to support the main landing gear, and carbon fibre com posite top panels. Shrouds are enclosed within the box to protect internal systems and provide noise abatement for the dou ble-wheel set of each Liebherr Aerospace- produced landing gear leg. The outer wing sections which, like the stub, are assembled by Kawasaki Heavy Industries (KHI) at a new site near Embraer's flight-test centre at Gaviao Peixoto, are also fabricated from 7000- series alloy, with skins made by Vought. Torsion box Each comprises a torsion box formed by two main spars, with a third (auxiliary) spar attached at the trailing edge to sup port the gear. The torsion box, extended into the wing stub with continuous flow through the baffle ribs, provides capacity for up to 16,000 litres (4,220USgal) of fuel - 8,000 litres per side. It takes about lOmin to refuel the aircraft at a maximum flow rate of 800 litres/min. The winglets are constructed from three main 7000-series spars, wrapped in 2000-series, chemically milled skin. The fixed leading edge is also a torsion box made of rib-stiffened skins. Nine pairs of machined ribs on each side provide slat- track support through four main rollers and two side rollers at each track station. A rack-mounted rotor actuator drives the outer tracks of the four slat surfaces, three outboard of the engine and one inboard. A silicone rubber "P" seal runs along the back side of each slat to 52 20-26 JULY 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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