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Embraer’s Enhanced Takeoff System (E2TS) is a targeted flight-control function for the E-Jet E2 family. It automates the aircraft’s rotation at an optimized point and helps it follow a more efficient initial trajectory, potentially reducing required takeoff field length. The resulting performance margin can be exchanged for payload or range—especially at constrained airports such as London City (LCY).
It is not a pilotless airliner or proof that the E2 has gained a larger fuel tank. Embraer’s public material still describes the major LCY benefit as applying “when certified”; certification and broad airline entry into service were not verified in the available primary material as of August 18, 2026.
What E2TS actually does
Embraer unveiled E2TS at the 2024 Farnborough International Airshow as an enhancement to the E2 family’s flight-control system. The company says it can:
- Refine the aircraft’s rotation point.
- Control the pitch-up maneuver more precisely.
- Produce a more efficient initial takeoff trajectory.
- Reduce the runway length needed to meet the relevant performance target.
- Lower pilot workload.
- Convert the performance margin into either more payload at the same range or more range at the same payload.
Those are Embraer’s claimed benefits, not a universal guarantee for every runway, aircraft loading or weather condition. The company’s announcement is available at Embraer’s E2TS release.
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What is automated—and what remains the crew’s job?
E2TS should be understood as a narrowly scoped automatic takeoff function, not autonomous flight. The aircraft still requires a normal crew, dispatch release and approved operating procedure.
- Before the roll: The crew configures the aircraft and, subject to the final approved procedure, activates the takeoff mode.
- Acceleration: The aircraft accelerates along the runway under normal thrust and directional-control responsibilities. Pilots monitor the takeoff and remain responsible for the decision to continue or reject it.
- Rotation: E2TS commands the optimized pitch-up maneuver at the intended point rather than relying solely on manual timing.
- Initial flight path: The system assists the aircraft in achieving the planned trajectory after rotation.
- Intervention: Pilots retain authority to override or discontinue the function.
A technical briefing reported by the American Institute of Aeronautics and Astronautics said the concept uses inputs from multiple flight-control computers and smart probes, with pilots engaging it before the takeoff roll. Those implementation details remain subject to the certified design and operating documentation: AIAA technical briefing.
Why a precise rotation can increase usable range
Takeoff performance depends on aircraft weight, temperature, pressure altitude, wind, runway slope and condition, obstacles, thrust and configuration. At a restricted airport, the limiting factor may be the weight the aircraft can safely get airborne and clear obstacles—not the fuel capacity that determines its theoretical cruise range.
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A repeatable rotation and optimized climb path can reduce the performance margin consumed by the takeoff. Dispatchers may then use that recovered margin in different ways:
- More range: keep the payload and load additional fuel within the approved takeoff weight.
- More payload: keep the planned fuel and carry more passengers, baggage or cargo.
- A compromise: choose a payload-and-fuel combination suited to the route, reserves and weather.
This is a release of airport-specific performance capability, not “free” range on every E2 flight. Runway contamination, high temperature, adverse wind, obstacle requirements or alternate-airport fuel can erase some or all of the margin.
Why London City is the showcase
LCY combines a relatively short runway with a steep approach, dense urban surroundings, obstacle-clearance requirements, noise constraints and operating procedures that can restrict takeoff weight on longer sectors. The E195-E2 received EASA steep-approach certification for London City in November 2023; Embraer called it the largest and most sustainable aircraft certified for the airport at that time. See Embraer’s certification announcement.
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On March 26, 2025, Helvetic Airways flew the first scheduled E195-E2 service into LCY on behalf of Swiss, using a 134-seat aircraft. That operation demonstrates that the aircraft can serve the airport under its existing approvals; it does not demonstrate that E2TS itself was already approved or installed.
How much additional range is promised?
Embraer has published two LCY-related figures:
| Public figure | What it describes |
|---|---|
| Approximately 3,200 km to 4,000 km | Embraer’s March 2025 E195-E2 LCY estimate, stated as applying “when certified”—an increase of about 800 km (roughly 432 NM). |
| Approximately 350 NM | The incremental LCY range cited in Embraer’s 2024 E2TS announcement. |
These numbers should not be treated as one guaranteed universal uplift. They may reflect different payload, reserve, configuration, rounding or route-performance assumptions. The defensible conclusion is that Embraer projects a substantial LCY-specific improvement, with the exact credit dependent on certified data and dispatch conditions. The relevant releases are Embraer’s March 2025 LCY statement and the 2024 announcement.
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Fix the driver behind crashes, sound loss and screen glitchesFind Drivers →Clear out junk files and repair common Windows errorsFree Scan →For comparison, the E195-E2 specification lists a normal full-passenger range of 3,000 NM (5,556 km), under Embraer’s stated assumptions. That is not the range available from every airport: a constrained departure can impose a lower allowable takeoff weight. The complete manufacturer specification is at the E195-E2 specification sheet.
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Potential routes—and the limits of the claim
Embraer has cited Istanbul, Gran Canaria, Casablanca, Athens and Cairo as destinations that could become reachable from LCY with the projected E195-E2 performance. They are potential technical examples, not announced routes. Airline demand, slots, traffic rights, crew availability, airport hours and payload reliability still determine whether a service is commercially viable.
The same logic could apply at other challenging airports, but there is no blanket E2TS credit for every short or steep-approach runway. Each airport requires its own obstacle, runway, weather, noise and regulatory analysis.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Is E2TS really the world’s first?
Embraer describes E2TS as the world’s first automatic takeoff system for aircraft. That wording needs a category distinction. Airbus’s ATTOL program demonstrated vision-based autonomous taxiing, takeoff and landing in experimental testing in 2020, including more than 500 test flights. ATTOL was a research project, not a certified airline feature; see Airbus’s ATTOL release.
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A narrower and more defensible description is that E2TS is intended to be the first automatic takeoff-rotation system integrated for a commercial passenger aircraft and airline operation, if and when the relevant approvals are completed. It is not the first aircraft ever to perform an automated takeoff in a test program, and it is not full autonomous flight across taxi, cruise and landing.
Certification and airline availability as of August 18, 2026
- Verified: E195-E2 steep-approach certification for LCY (November 2023).
- Verified: scheduled E195-E2 LCY operations began with Helvetic Airways on behalf of Swiss on March 26, 2025.
- Not verified in the available primary material: an E2TS type-certificate approval, universal operational approval, or confirmed airline entry into service.
Consequently, E2TS performance figures should be treated as announced or projected unless a regulator’s approval data and the aircraft’s approved operating documentation establish otherwise. A software-centered upgrade may avoid major structural changes, but safety-critical flight-control software still requires extensive validation, certification and crew procedures. Public material does not establish retrofit availability, price, runway-condition limitations, engagement prerequisites or all failure-disengagement logic.
What the E195-E2 already offers without E2TS
| Specification | Manufacturer-published value |
|---|---|
| Maximum takeoff weight | 62,500 kg / 137,789 lb |
| Maximum payload | 16,150 kg / 35,604 lb |
| Maximum usable fuel | 13,690 kg / 30,181 lb |
| Maximum cruise speed | Mach 0.82 |
| Standard takeoff field length at MTOW, ISA, sea level | 1,840 m / 6,037 ft |
| Full-passenger range | 3,000 NM / 5,556 km |
| Service ceiling | 41,000 ft |
These are specification values, not dispatch guarantees for every runway, load, temperature or runway state.
Why the feature matters to airline and airport planners
If certified as described, E2TS could improve the economics of serving constrained business-airport markets by making a larger regional jet less vulnerable to takeoff-weight restrictions. Benefits might include longer nonstop sectors, more consistent payload in favorable conditions and lower workload during a demanding phase of flight.
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Random freezes, missing sound and display glitches usually trace back to one bad driver. Find and replace yours safely.Free scan · under a minuteThe trade-offs are equally practical: pilot training and procedures, software-validation costs, possible fleet-standard differences, weather sensitivity and the need to prove that extra range translates into sustainable demand. Airport access alone does not create a profitable route.
Bottom line
E2TS is best understood as a targeted performance-enhancement system that automates the E2’s rotation and optimizes the initial takeoff path while leaving pilots in command. London City illustrates the opportunity: Embraer projects that an E195-E2’s usable range from LCY could rise from about 3,200 km to 4,000 km, while an earlier release cited about 350 NM. Those are airport- and assumption-specific projections, not a universal E2 range increase. As of August 18, 2026, the concept and LCY aircraft capability are documented, but broad E2TS certification and airline deployment remain unverified in the available primary sources.
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