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Delta Air Lines this month marked the retirement of the so-called Queen of the Skies from its fleet with a six-city farewell tour, joining United Airlines in putting the jet with the humped fuselage out to pasture.
Brazil's government is opposed to an outright takeover of Embraer by Boeing. President Michel Temer said Friday that he opposed Boeing's control of Embraer but that he'd be open to a capital injection into the company.
Embraer is known for its regional jets that seat fewer than 130 passengers.
Production values of regional aircraft topped $7.1 billion this year and Embraer accounted for more than 45 percent of that, according to aerospace analysis firm Teal Group. Embraer's share is on track to top 56 percent by 2020, Teal Group projected.
"It's a hole in [Boeing's] product portfolio," said Jeff Windau, an industrials analyst at Edward Jones. "They've been focused on larger jets and one of their large competitors, Airbus, is expanding in that direction."
European aerospace giant Airbus is Boeing's archrival. The two companies compete on almost every type of aircraft, from single-aisle jets to widebody aircraft that can fit close to 400 passengers.
Airbus manufacturers the world's biggest passenger plane, the Airbus A380, a four-engine monster that can fit up to 800 people. That's a lot of arm rests to protect.
Delta agreed to buy at least 75 of the sleek, some 100-seat Bombardier jets last year. Boeing complained Bombardier dumped the planes below cost and used government subsidies. So far the Trump administration has agreed, slapping duties of nearly 300 percent on the jets. Delta hasn't taken delivery of the planes, but such tariffs would render them unaffordable.
Boeing argued before the U.S. International Trade Commission this week that Bombardier's sales practices hurt demand for its best-selling 737s. A final ruling is due by February.
Delta's CEO Ed Bastian has expressed confusion over Boeing's complaint because the U.S. company doesn't offer a small, competitor aircraft to the Bombardier C Series jets. Richard Aboulafia, vice president at Teal Group, said now that the Embraer talks have been brought to light, the suit makes sense.
"The trade complaint would suddenly be rational," he said, because Boeing would be sensitive about small-jet sales in the U.S.
Boeing's 747, which first took to the skies in early 1969 and could fit roughly 500 people, was a dazzling sight in its heyday, featuring opulent first-class lounges and leg room that would make any coach-class frequent flier drool.
But airlines have eschewed the plane in favor of leaner two-engine jets that guzzle less fuel than their four-engine counterparts and can fly enormous distances. United is offering a nearly 18-hour flight from Houston to Singapore aboard the Boeing 787, known as the Dreamliner.
Across the pond, British Airways announced plans this fall to phase the 747-400s out of its fleet by the early 2020s.
Airlines have also turned their backs on the Airbus A380 in favor of smaller, more fuel efficient competitors.
Big global airlines have complex route networks, and regional jets like Embraer's are easier to fill than some Boeing 737s or Airbus A320s for short routes, another reason Boeing may want them in its stable.
A Boeing-Embraer tie-up may give the Chicago giant a foothold to sell small regional jets in China, where the state-run Commercial Aircraft Corp of China is testing locally-built passenger planes, Edward Jones' Windau said.
But larger jets take a backseat to single-aisle jets as both Airbus and Boeing improve their range. For example, Norwegian Air Shuttle flies Boeing 737s across the Atlantic. Southwest plans to use its new 737 MAX planes to fly from the West Coast to Hawaii.
The bad news for passengers is that despite all these feats of engineering, more legroom in coach is not one of them.