In September 2024, South American giant LATAM placed an order for an aircraft that’s becoming increasingly popular in recent times, and it seems like a good fit for the airline. I’d like to take an updated look at this, as LATAM has just revealed what we can expect from the interiors of these aircraft.
In this post:
LATAM has ordered up to 74 Embraer E195-E2 for fleet renewal
LATAM has placed an order for up to 74 Embraer E195-E2s, including 24 firm orders and 50 options. The first new Embraer jet is expected to enter service in the coming months, in the fourth quarter of 2026. The deal is valued at up to $2.1 billion at list prices (excluding options), but airlines never pay list prices.
For those not familiar with the Embraer E195-E2, this is the latest generation jet of the Brazilian aircraft manufacturer’s lineup. The E195-E2 is the largest, longest range, and most fuel efficient Embraer E-jet. The plane can seat 120-146 people (depending on the configuration), and can fly up to 2,600 nautical miles. The plane is great from a passenger experience standpoint, given the 2-2 layout, meaning there are no middle seats onboard.
Here’s how LATAM CEO Roberto Alvo described this order, at the time:
“Over the past four years, LATAM group has focused on expanding its domestic and regional network, creating the most comprehensive and seamless way of travelling within South America. LATAM group’s decision is based on the excellent economics and versatility of the Embraer E195-E2, which will allow us to continue on our path of profitable growth by enhancing that connectivity through the opening of new destinations, allowing our passengers to have even more options and bringing communities closer, boosting also economic and social development.”
LATAM Embraer E195-E2s will have 136 seats in two cabins
LATAM has now revealed what customers can expect onboard the Embraer E195-E2s. The planes will be configured with 136 seats, spread across two cabins — premium economy and economy. Premium economy will have up to 20 seats, depending on the exact configuration (as it sounds like there could be a couple of versions).
Premium economy is LATAM’s top cabin on its regional, narrow body aircraft. That generally consists of an economy-style seat, but with a blocked adjacent seat. Unfortunately given the 2-2 configuration, LATAM does not plan to block any seats for premium economy passengers. However, the airline is promising the seats will have additional legroom, greater seat recline, and personalized onboard service.
Throughout the aircraft, passengers will enjoy seats equipped with adjustable headrests, reclining backrests, personal device holders, and USB-C charging ports. They’ll also feature SES’ latest satellite connectivity technology, and LATAM Pass members will get free inflight Wi-Fi. The LATAM Play streaming entertainment system also offers more than 2,000 hours of content.
How the Embraer E195-E2 fits into LATAM’s fleet
LATAM is a South American mega airline, with bases in Brazil, Chile, Colombia, Ecuador, and Peru. The airline group currently has a fleet of 368 aircraft, consisting entirely of Airbus and Boeing planes. The airline group uses Boeing for wide body aircraft (with 767s, 777s, and 787s), and Airbus for narrow body aircraft (with A319s, A320s, A320neos, A321s, and A321neos).
So, what’s the plan for these new Embraer aircraft? LATAM plans to initially fly these Embraer E195-E2s with its LATAM Brazil subsidiary, which is the largest subsidiary in the group. As LATAM sees it, this aircraft will provide the company the opportunity to add up to 35 new destinations to its current list of 160 destinations.
That’s presumably due to a combination of the plane’s great economics, capacity, and ability to land on shorter runways than existing aircraft. I have to imagine that part of the motive here is to eventually replace LATAM Brazil’s fleet of Airbus A319s.
These are an average of around 18 years old, and have a similar capacity to the Embraer E195-E2s. Suffice it to say that the E195-E2s have a much better passenger experience (well, except in premium economy), and also have better economics. Embraer emphasizes how the aircraft delivers up to 30% lower fuel consumption per seat compared to previous generation models.
It’s nice to see the Embraer E2 jets finally getting the love they deserve (we also recently saw orders of this plane from both Avelo Airlines and SAS). In particular, it’s nice to see a Brazilian carrier pick up this plane, given that it’s where these beauties are manufactured. This seems like a great fit for LATAM’s fleet.
Bottom line
LATAM has an order for up to 74 Embraer E195-E2s, which includes 24 firm orders and 50 options. The airline will take delivery of these starting in the fourth quarter of 2026, and the plan is for them to initially fly for LATAM’s Brazil subsidiary.
In terms of passenger experience, the planes will have 136 seats, including up to 20 premium economy seats. Unfortunately unlike on Airbus narrow body planes, there will be no blocked adjacent seats in premium economy on the plane, which isn’t ideal. But otherwise, this plane should be lovely to fly.
LATAM has identified 35 markets that become economically viable with this aircraft, so that’s pretty exciting. Beyond that, I have to imagine that part of the goal here is to eventually replace existing Airbus A319s.
What do you make of LATAM adding the Embraer E195-E2 to its fleet?
I am confused about your "blocked adjacent seats" comment. The worst thing about BA's Eurobusiness is the 3-seat blocked middle Business class.
Porter flies these and it is a great daytime flight up to 5 hours in the Premium section.
Some of the European carriers with Embraer 2-2 configurations do block one of the 2's on each side of the aisle for their 'business' class. Then there's Royal Jordanian, which does something wild with staggering (Ben posted about that recently).
It’s so unfair that the unions have deprived us of these aircraft in the U.S. I don’t know why it’s not a bigger political issue. I’d vote for any political party that broke up the aviation unions.
The adoption of the scope clause is up there with the longshoremen’s attack on automation as the worst labor crimes since Blair mountain.
No, this is not the way. At all. As I said below, the real issue is that the management of these major airlines (and their shareholders) doesn't want to pay mainline wages for regional routes. It's not that pilots or flight attendants unions and their members don't want to fly or operate those particular aircraft. If airlines want to fly larger, heavier, more efficient equipment that generates mainline-level revenue, they'd have to do it with...
No, this is not the way. At all. As I said below, the real issue is that the management of these major airlines (and their shareholders) doesn't want to pay mainline wages for regional routes. It's not that pilots or flight attendants unions and their members don't want to fly or operate those particular aircraft. If airlines want to fly larger, heavier, more efficient equipment that generates mainline-level revenue, they'd have to do it with mainline pilots at mainline pay. Stop vilifying works or their representation. Union-bashing does not get you what you suggest you want.
I remember my first flight in an Embraer E-170 (or was it a 190). Anyway my previous experiences with them were ERJs that were 1-2 in Y, and, even this short guy, wanted to hunch over walking down the aisle. This was a VA flight (why isn't Virgin Atlantic VA?) and I was seated in a Y row amongst 3 deadheading FAs who will all gorgeous, sweet, and had Aussie accents. I like the E1/E2...
I remember my first flight in an Embraer E-170 (or was it a 190). Anyway my previous experiences with them were ERJs that were 1-2 in Y, and, even this short guy, wanted to hunch over walking down the aisle. This was a VA flight (why isn't Virgin Atlantic VA?) and I was seated in a Y row amongst 3 deadheading FAs who will all gorgeous, sweet, and had Aussie accents. I like the E1/E2 family, and love the ability to have a "1" seat in the 1-2 F. Sadly, union inflexibility may have killed the E170/5 E2.
Virgin Atlantic Airways was founded in 1984 and assigned the two-letter IATA code VS because VA was already held by VIASA (Venezolana Internacional de Aviación), which operated until 1997. When Virgin America launched in 2007, it took the code VX. Virgin Group did eventually acquire the VA code after VIASA's shutdown, using it to launch V Australia in 2009, a code that Virgin Australia still uses today. For someone who has said they travel Down...
Virgin Atlantic Airways was founded in 1984 and assigned the two-letter IATA code VS because VA was already held by VIASA (Venezolana Internacional de Aviación), which operated until 1997. When Virgin America launched in 2007, it took the code VX. Virgin Group did eventually acquire the VA code after VIASA's shutdown, using it to launch V Australia in 2009, a code that Virgin Australia still uses today. For someone who has said they travel Down Under once-a-year, I'd've thought you knew some of this already...
Union rules have limited the opportunities for Embraer to see the E2s in the U.S., but have been great for the legacy 170/175s.
Ryan, let's be clear, the real issue is that management doesn't want to pay mainline wages for regional-scale routes. It's not that unions and their members don't want to fly those planes. If airlines want to fly larger, heavier, more efficient equipment that generates mainline-level revenue, they'd have to do it with mainline pilots at mainline pay.
The airline is an abomination for its partial evil Delta ownership, but its choice of aircraft cannot be faulted. Supporting the home team and stating that 2-3 is disgusting gives them credit.
Ignoring your animus for a moment, it is wild to see actual Delta logo and mention of 'Medallion' status on LATAM check-in and on-board at times. Like, woah, don't usually see that on other carriers, ya know, recognizing partners/part-owners so explicitly.
The E195-E2 passenger experience is great; 2-2 without middle seats is a huge upgrade over an A320. Good for opening up 35+ new domestic markets in Brazil, but my true wish list is that LATAM eventually leverages these lower trip costs for point-to-point regional routes elsewhere in the network to bypass hub-and-spoke bottlenecks (thinking less Brazil, more Argentina, Chile; like, how many times have folks had to connect via EZE or SCL when they really...
The E195-E2 passenger experience is great; 2-2 without middle seats is a huge upgrade over an A320. Good for opening up 35+ new domestic markets in Brazil, but my true wish list is that LATAM eventually leverages these lower trip costs for point-to-point regional routes elsewhere in the network to bypass hub-and-spoke bottlenecks (thinking less Brazil, more Argentina, Chile; like, how many times have folks had to connect via EZE or SCL when they really just want BRC-SCL direct...)
Then why do you give wet sloppy kisses to Franco-Canadian Spaghetti-Os and go after me when I say 2-2 is better any day than 2-3?
I like a220s as well; mostly for the 2-side of that 2-3. My concern is that the P&W issues have rendered those aircraft costly and unreliable. Until those issues are resolved, airlines like B6, DL, etc., who have them, are gonna be strained a bit.