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Embraer ERJ family
The Embraer ERJ family (for Embraer Regional Jet) are regional jets designed and produced by the Brazilian aerospace company Embraer. The family includes the ERJ 135 (37 passengers), ERJ 140 (44 passengers), and ERJ 145 (50 passengers), as well as the Legacy 600 business jet and the R-99 family of military aircraft.
Development of the ERJ 145 was launched in 1989. Its early design took the form of a turbofan-powered stretch of the existing turboprop-powered EMB 120 Brasilia regional aircraft. After the project was temporarily suspended in 1990, work on a revised configuration was undertaken during the early 1990s. While retaining the three-abreast seating of the Brasilia, the twinjet featured a new swept wing and is powered by two rear-fuselage-mounted Rolls-Royce AE 3007 turbofans for a range up to 2,000 nautical miles [nmi] (3,700 km; 2,300 mi). By the time of its maiden flight on 11 August 1995, Embraer had garnered 18 firm orders, 16 options and 127 letters of intent for the type. On 10 December 1996, the ERJ 145 received its type certificate; it entered revenue service with ExpressJet Airlines on 6 April 1997.
Embraer prioritised the rapid expansion of the family, leading to the introduction of the shortened ERJ 135 and ERJ 140 in 1999. The ERJ series' primary competition came from the similarly sized Bombardier CRJ100/200 regional jets. In December 2002, Embraer entered a partnership with the Chinese aerospace manufacturer Harbin Aircraft Industry Group to jointly produce the ERJ 145 in Harbin, China; this production line was shuttered in 2016 after producing 41 aircraft. Overall production of the type was terminated in 2020, by which point 1,231 aircraft were built. By this point, the ERJ family had been eclipsed by the newer and more advanced E-Jet family.
The ERJ 145 was designed for a perceived new market for regional jet aircraft, where the increased speed, comfort and passenger appeal would outweigh the inherent fuel economy of the turboprop aircraft which were in service and in development.
The 45–48 seat EMB 145, nicknamed Amazon, was launched at the Paris Air Show in 1989 as an 18-foot (5.5 m) stretch of the EMB 120 Brasilia developed for US$150 million plus $50 million for training and marketing, one third the cost of the cancelled Short Brothers FJX project. Its $11 million unit cost would have been $3 million less than the Canadair CRJ. The jet was anticipated to be able to travel at 400 knots (740 km/h; 460 mph), equipped with the CFE738, Lycoming ALF 502 or Rolls-Royce/Allison AB580 turbofan engines, with the model to be selected in the summer of 1989. It was targeted for a late 1992 introduction with six produced, then ramping to 60 per year by 1995. It aimed for half of a market for 1,000 aircraft with break-even after twelve years with 400 sold.
Keeping 75% of the Brasilia parts and systems, the EMB 145 Amazon aimed for a 1991 first flight. The stretch resulted from two 11-foot (3.4 m) plugs of the 7-foot-6-inch (2.29 m) diameter fuselage in the front and behind the redesigned 538-square-foot (50.0 m2) wing. Its supercritical airfoil with a 14% root thickness had its chord extended at the leading edge with a slight sweepback, increased aspect ratio and winglets. The overwing podded engines were expected to generate 6,400 pounds-force (28 kN) of thrust. Designed for 500–600 nmi (930–1,110 km; 580–690 mi) stages, up to 1,400 nmi (2,600 km; 1,600 mi) with a reduced payload, it had a 36,375 lb (16,500 kg) maximum takeoff weight (MTOW) and a 21,045 lb (9,546 kg) operating empty weight.
In early 1990, no engine supplier willing to share the risk of the $250 million development was yet selected. The Allison GMA3007 (later renamed the Rolls-Royce AE 3007) was selected in March 1990, with a maximum 40 kN (7,100 lbf) take-off thrust and growth capability to 45 kN (10,000 lbf), first flight was then due in September 1991. Rolls-Royce could participate in the fan and low-pressure turbine, its original responsibility on the RB.580 joint development. By May, it had 296 commitments from 19 operators, and was seeking external finance. In June, maiden flight was expected by the end of 1990 before mid-1993 deliveries for $11.5 million each, cabin pressurisation was increased to 0.55 bar (8.0 psi) from the Brasilia 0.48 bar (7.0 psi).
Following the engine selection, design was revised: length decreased from 27.08 to 26.74 m (88.8 to 87.7 ft), span increased from 22.37 to 22.49 m (73.4 to 73.8 ft), aspect ratio to 9.3 from 9.2. MTOW rose from 16,500 to 18,500 kg (36,400 to 40,800 lb), basic operating weight from 9,560 to 10,940 kg (21,080 to 24,120 lb), maximum fuel from 3,900 to 4,210 kg (8,600 to 9,280 lb) and payload from 4,500 to 5,160 kg (9,920 to 11,380 lb); wing loading increased from 330 to 370 kg/m2 (68 to 76 lb/sq ft), time-to-climb to FL400 gained 5 min to 30 min and maximum cruise rose from 405 to 428 kn (750 to 793 km/h) at FL360. The first delivery in 1993 was slated to Comair, which ordered 60. In November 1990, a major reduction in Brazilian government spending, which held 61% of its voting share, resulted in Embraer laying off 32% of its 12,800 employees and suspending development of the EMB 145 for six months.
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Embraer ERJ family
The Embraer ERJ family (for Embraer Regional Jet) are regional jets designed and produced by the Brazilian aerospace company Embraer. The family includes the ERJ 135 (37 passengers), ERJ 140 (44 passengers), and ERJ 145 (50 passengers), as well as the Legacy 600 business jet and the R-99 family of military aircraft.
Development of the ERJ 145 was launched in 1989. Its early design took the form of a turbofan-powered stretch of the existing turboprop-powered EMB 120 Brasilia regional aircraft. After the project was temporarily suspended in 1990, work on a revised configuration was undertaken during the early 1990s. While retaining the three-abreast seating of the Brasilia, the twinjet featured a new swept wing and is powered by two rear-fuselage-mounted Rolls-Royce AE 3007 turbofans for a range up to 2,000 nautical miles [nmi] (3,700 km; 2,300 mi). By the time of its maiden flight on 11 August 1995, Embraer had garnered 18 firm orders, 16 options and 127 letters of intent for the type. On 10 December 1996, the ERJ 145 received its type certificate; it entered revenue service with ExpressJet Airlines on 6 April 1997.
Embraer prioritised the rapid expansion of the family, leading to the introduction of the shortened ERJ 135 and ERJ 140 in 1999. The ERJ series' primary competition came from the similarly sized Bombardier CRJ100/200 regional jets. In December 2002, Embraer entered a partnership with the Chinese aerospace manufacturer Harbin Aircraft Industry Group to jointly produce the ERJ 145 in Harbin, China; this production line was shuttered in 2016 after producing 41 aircraft. Overall production of the type was terminated in 2020, by which point 1,231 aircraft were built. By this point, the ERJ family had been eclipsed by the newer and more advanced E-Jet family.
The ERJ 145 was designed for a perceived new market for regional jet aircraft, where the increased speed, comfort and passenger appeal would outweigh the inherent fuel economy of the turboprop aircraft which were in service and in development.
The 45–48 seat EMB 145, nicknamed Amazon, was launched at the Paris Air Show in 1989 as an 18-foot (5.5 m) stretch of the EMB 120 Brasilia developed for US$150 million plus $50 million for training and marketing, one third the cost of the cancelled Short Brothers FJX project. Its $11 million unit cost would have been $3 million less than the Canadair CRJ. The jet was anticipated to be able to travel at 400 knots (740 km/h; 460 mph), equipped with the CFE738, Lycoming ALF 502 or Rolls-Royce/Allison AB580 turbofan engines, with the model to be selected in the summer of 1989. It was targeted for a late 1992 introduction with six produced, then ramping to 60 per year by 1995. It aimed for half of a market for 1,000 aircraft with break-even after twelve years with 400 sold.
Keeping 75% of the Brasilia parts and systems, the EMB 145 Amazon aimed for a 1991 first flight. The stretch resulted from two 11-foot (3.4 m) plugs of the 7-foot-6-inch (2.29 m) diameter fuselage in the front and behind the redesigned 538-square-foot (50.0 m2) wing. Its supercritical airfoil with a 14% root thickness had its chord extended at the leading edge with a slight sweepback, increased aspect ratio and winglets. The overwing podded engines were expected to generate 6,400 pounds-force (28 kN) of thrust. Designed for 500–600 nmi (930–1,110 km; 580–690 mi) stages, up to 1,400 nmi (2,600 km; 1,600 mi) with a reduced payload, it had a 36,375 lb (16,500 kg) maximum takeoff weight (MTOW) and a 21,045 lb (9,546 kg) operating empty weight.
In early 1990, no engine supplier willing to share the risk of the $250 million development was yet selected. The Allison GMA3007 (later renamed the Rolls-Royce AE 3007) was selected in March 1990, with a maximum 40 kN (7,100 lbf) take-off thrust and growth capability to 45 kN (10,000 lbf), first flight was then due in September 1991. Rolls-Royce could participate in the fan and low-pressure turbine, its original responsibility on the RB.580 joint development. By May, it had 296 commitments from 19 operators, and was seeking external finance. In June, maiden flight was expected by the end of 1990 before mid-1993 deliveries for $11.5 million each, cabin pressurisation was increased to 0.55 bar (8.0 psi) from the Brasilia 0.48 bar (7.0 psi).
Following the engine selection, design was revised: length decreased from 27.08 to 26.74 m (88.8 to 87.7 ft), span increased from 22.37 to 22.49 m (73.4 to 73.8 ft), aspect ratio to 9.3 from 9.2. MTOW rose from 16,500 to 18,500 kg (36,400 to 40,800 lb), basic operating weight from 9,560 to 10,940 kg (21,080 to 24,120 lb), maximum fuel from 3,900 to 4,210 kg (8,600 to 9,280 lb) and payload from 4,500 to 5,160 kg (9,920 to 11,380 lb); wing loading increased from 330 to 370 kg/m2 (68 to 76 lb/sq ft), time-to-climb to FL400 gained 5 min to 30 min and maximum cruise rose from 405 to 428 kn (750 to 793 km/h) at FL360. The first delivery in 1993 was slated to Comair, which ordered 60. In November 1990, a major reduction in Brazilian government spending, which held 61% of its voting share, resulted in Embraer laying off 32% of its 12,800 employees and suspending development of the EMB 145 for six months.