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The Embraer E-Jet family is a series of four-abreast, narrow-body, short- to medium-range, twin-engined jet airliners designed and produced by Brazilian aerospace manufacturer Embraer.

Key Information

The E-Jet was designed to complement Embraer’s earlier ERJ family, the company’s first jet-powered regional aircraft. With a capacity of 66 to 124 passengers, the E-Jets were significantly larger than any aircraft Embraer had developed before that time. The project was unveiled in early 1997 and formally introduced at the 1999 Paris Air Show. On 19 February 2002, the first E-Jet prototype completed its maiden flight, and production began later that year.

The first E170 was delivered to LOT Polish Airlines on 17 March 2004. Initial rollout issues were quickly overcome, and Embraer rapidly expanded product support for better global coverage. Larger variants, the E190 and E195, entered service later in 2004, while a stretched version of the E170, the E175, was introduced in mid-2005.

The E-Jet series achieved commercial success, primarily due to their ability to serve lower-demand routes while offering many of the amenities and features of larger jets. The E-Jet family is used by both mainline and regional airlines worldwide, with particular popularity among regional airlines in the United States. It also served as the foundation for the Lineage 1000 business jet.

In the 2010s, Embraer introduced the second-generation E-Jet E2 family, featuring more fuel-efficient engines. However, as of 2023, the first-generation E175 remains in production to meet the needs of U.S. regional airlines, which are restricted from operating the newer generation due to scope clause limitations.

Development

[edit]

Background

[edit]

During the 1990s, the Brazilian aerospace manufacturer Embraer had introduced the ERJ family, its first jet-powered regional jet.[2] As demand for the ERJ series proved strong even early on, the company decided that it could not rely on one family of aircraft alone and examined its options for producing a complementary regional jet, including designs that would be larger and more advanced than its preceding aircraft.[3][4]

During March 1997, Embraer made its first public disclosure that it was studying a new 70-seat aircraft, which was initially referred to as the EMB 170; this reveal was issued concurrently with the announcement of the development of the ERJ 135.[5] As originally conceived, the EMB 170 was to feature a new wing and larger-diameter fuselage mated to the nose and cockpit of the ERJ 145.[6] The proposed derivative would have cost $450 million to develop.[7] While Alenia, Aerospatiale and British Aerospace through AI(R) were studying the Airjet 70 based on the ATR 42/72 fuselage for a 2,200 km (1,200 nmi; 1,400 mi) range, AI(R) and Embraer were studying a joint development of a 70-seater jet since their separate projects were not yet launched.[8]

In February 1999, Embraer announced it had abandoned the derivative approach in favour of an all-new design.[9][3] On 14 June 1999, the E-Jet family was formally launched at the Paris Air Show,[10] initially using the twin designations ERJ-170 and ERJ-190; these were subsequently changed to Embraer 170 and Embraer 190 respectively. The launch customers for the airliner were the French airline Régional, which placed ten orders and five options for the E170, and the Swiss airline Crossair, which had ordered 30 E170s and 30 E190s.[11]

During July 2000, production of components for the construction of both the prototype and test airframes began.[9] Difficulties with the advanced avionics selected for the aircraft, supplied by the American company Honeywell, led to delays in the development schedule; originally, the first flight had been set to take place during 2000.[12] On 29 October 2001, the first prototype PP-XJE was rolled out at São José dos Campos, Brazil.[10]

Intro flight

[edit]

On 19 February 2002, the first prototype performed its maiden flight, marking the beginning of a multi-year flight test campaign involving a total of six prototypes.[13] In May 2002, the aircraft was displayed to the public at the Regional Airline Association convention. During that same year, full-rate production of the E-Jet commenced; this activity was centred around a recently completed factory built by Embraer at its São José dos Campos base.[14]

After a positive response from the airline community, Embraer launched the E175, which stretched the fuselage of the E170 by 1.78 metres (5.8 ft).[15] During June 2003, the first flight of the E175 took place.[16] In April 2003, jetBlue placed an order for 100 Embraer 190s, the deliveries of which commenced two years later.[17]

Following several delays in the certification process, the E170 received type certification from the civil aviation authorities of Brazil, Europe and the United States in February 2004.[16][18]

Production

[edit]

In 2008, the 400th E-jet was delivered to Republic Airways in the United States.[19] In September 2009, the 600th E-jet was delivered to LOT Polish Airlines.[20]

On 10 October 2012, Embraer delivered the 900th E-Jet to Kenya Airways, its 12th E-Jet.[21] On 13 September 2013, the delivery of the 1,000th E-Jet, an E175 to Republic Airways for American Eagle, was marked by a ceremony held at the Embraer factory in São José dos Campos, with a special "1,000th E-Jet" decal above the cabin windows.[19][22]

On 6 December 2017, the 1,400th E-Jet was delivered, an E175; it had a backlog of over 150 firm orders on 30 September 2017.[23]

On 18 December 2018, Embraer delivered the 1,500th E-Jet, an E175 to Alaska Air subsidiary Horizon Air, as Embraer claims an 80% market share of the North American 76-seaters. By this point, the fleet had completed 25 million flight hours in 18 million cycles (an average of 1.4 h) with a 99.9% dependability.[24]

On 8 September 2025, Embraer delivered the 1,900th E-Jet, an E190-E2 to Virgin Australia Regional Airlines[25]. The aircraft features a special "1900th E-Jet" decal below the cabin windows.

E-Jets Second Generation

[edit]
An E190-E2 of Widerøe, its launch operator.
Main article: Embraer E-Jet E2 family

In November 2011, Embraer announced that it would develop revamped versions of the E-Jet to be called the E-Jet E2 family. The new jets would feature improved engines that would be more fuel efficient and take advantage of new technologies.[26] Beyond the new engines, the E2 family would also feature new wings, improved avionics, and other improvements to the aircraft. The move came amid a period of high global fuel costs and better positions Embraer as competitors introduced new and more fuel efficient jets, including the Mitsubishi Regional Jet.[27] The new aircraft family also includes a much larger variant, the E195-E2 capable of carrying between 120 and 146 passengers. This jet better positions Embraer against the competing Airbus A220 aircraft. The PW1000G was previously selected for use on competing aircraft.[citation needed]

In January 2013, Embraer selected the Pratt & Whitney PW1000G geared turbofan engine to power the E2 family.[28][29]

On 28 February 2018, The E190-E2 received its type certificate from the ANAC, FAA and EASA.[30] It was scheduled to enter service in the second quarter of 2018.[31]

Design

[edit]
The flight deck of a China Southern Airlines Embraer E-Jet series aircraft.

The Embraer E-Jet family is composed of two main commercial families and a business jet variant. The smaller E170 and E175 make up the base model aircraft, while the E190 and E195 are stretched versions, being powered by different engines and furnished with larger wing, horizontal stabilizer, and landing gear structures. From the onset, the E-Jet had been designed to be stretched.[12] The E170 and E175 share 95% commonality, as do the E190 and E195; the two families share near 89% commonality, maintaining identical fuselage cross-sections and avionics fitouts.[17] The E190 and E195 possess capacities similar to the initial versions of the McDonnell Douglas DC-9 and Boeing 737. All members of the E-Jet family are available in baseline, long range (LR), and advanced range (AR) models, the latter being intended for long routes with limited passenger numbers.[32]

The smaller members of the E-Jet family are powered by the General Electric CF34-8E turbofan engine, each capable of generating up to 14,200 lbf (63 kN) of thrust, while the stretched aircraft are outfitted with the more powerful General Electric CF34-10E, capable of producing a maximum of 20,000 lbf (89 kN) thrust.[32] These engines have been designed to minimise noise and emission outputs, exceeding the requirements established by the International Civil Aviation Organization;[33] the relatively low acoustic signature has enabled the E-Jet to be operated from airports that have imposed strict noise restrictions, such as London City Airport.[34] The type is also equipped with winglets that reduce fuel burn and thereby improve operational efficiency.[33][35]

The E-Jet family is equipped with a fly-by-wire flight control system.[12] The flight deck is furnished with the Honeywell Primus Epic Electronic flight instrument system (EFIS) suite and has been designed to facilitate a common type rating, enabling flight crews to be readily moved between different members of the family without the need for any retraining/recertifying and providing greater flexibility to operators.[36] Early operations of the E-Jet were frequently troubled by avionics issues; by September 2008, Honeywell had issued software updates that sought to rectify the encountered issues.[37]

The main cabin is configured with four-abreast seating (2+2) as standard, and features a "double-bubble" design that Embraer has purpose-developed for its commercial passenger jets to provide stand-up headroom.[4] The dimensions of the cabin were intentionally comparable to the narrowbody airliners of Airbus and Boeing to permit greater comfort levels than most regional aircraft.[4] Considerable attention to detail was reportedly paid by Embraer to elevating the type's passenger appeal.[32] Many operators have chosen to outfit their aircraft with amenities such as Wi-Fi and at-seat power outlets. The windows of the E-Jet family are relatively large at 185 sq in (0.119 m2) in comparison to most contemporary airliners, such as the 175 sq in (0.113 m2) windows of the Boeing 787.[35]

United and SkyWest have begun retrofitting their jointly operated E175 aircraft with larger "wheels first" overhead bins which can accommodate up to an extra 29 bags, an 80 percent increase in space. The airlines will modify 50 aircraft with the new bins in 2024, and if successful, plan to retrofit more than 150 aircraft by the end of 2026.[38][39]

Operational history

[edit]
LOT Polish Airlines operated the first E-jet commercial flight on 17 March 2004 with an E170.

In early March 2004, the first E170 deliveries were made to LOT Polish Airlines, other customers to receive early deliveries were Alitalia and US Airways-subsidiary MidAtlantic Airways.[18][40]

On 17 March 2004, LOT operated the first commercial flight of an E-Jet, which flew from Warsaw to Vienna.[41] Within four years, LOT was sufficiently pleased with the type to order 12 additional E175s.[42] Launch customer Crossair had in the meantime ceased to exist after its takeover of Swissair, leading to the cancellation of these orders.[12] Furthermore, fellow launch customer Régional chose to defer its order,[9] not receiving its first E-jet—an E190LR—until 2006.[citation needed]

During July 2005, the first E175 was delivered to Air Canada, entering revenue service with the airline that same month.[43]

In April 2013, Air Canada began the transfer of its 15-strong E175 fleet to subsidiary Sky Regional Airlines; this reorganisation was completed during September 2013.[44] By July 2020, approximately 25 million passengers had flown on the Canadian fleet over a cumulative 650,000 flight hours, while a total of 25 E175s were in service on both domestic and transborder flights into the US, which were then being flown under the Air Canada Express branding.[43] In March 2021, Air Canada announced its intention to consolidate all regional flying under the Jazz branding, thereby ending its affiliation between Sky Regional Airlines and Air Canada; accordingly, all of the E175s were transferred to Jazz.[45]

Early operations of the E-Jet were not problem-free: the American operator JetBlue reported engine troubles with its fleet, while cold start hydraulic issues were experienced by Air Canada.[4][46][47] Embraer had to undertake a rapid expansion of its product support network in order to satisfy the needs of its mainline operators; by October 2014, the company had two directly owned service centers, alongside nine authorized centers and 26 independent MRO organizations around the globe, while directly employing 1,200 staff for product support alone. In response to customer demands, the company also developed web-based support.[4]

PP-XMA (nicknamed "Empress of London City") was the first E190 ever built, and it served as a test aircraft participating in various demonstration and certification flights. Here it is prepared to be scrapped at Kingman Airport, Arizona.

BA CityFlyer, a subsidiary of British Airways, operates a fleet of 21 E190s, typically flying routes from London City Airport to various destinations in the United Kingdom and continental Europe.[33][48] CityFlyer has publicly stated that a key factor in it opting for the E-Jet over competitors such as the De Havilland Canada Dash 8 was its greater speed.[49] The procurement of E-Jets by CityFlier led to other competing British regional airliners taking interest in the type;[50] on 20 July 2010, Flybe ordered 35 E175s valued at US$1.3 billion (£850 million), along with options for 65 more (valued at $2.3 bn/£1.5 bn) and purchase rights for a further 40 (valued at $1.4 bn/£0.9 bn), deliveries of which commenced in November 2011.[51][52]

On 6 November 2008, the longest flight of an E190 was flown by JetBlue from Anchorage Airport to Buffalo International Airport over 2,694 nmi (4,989 km; 3,100 mi), a re-positioning flight after a two-month charter for vice presidential candidate Sarah Palin.[53][importance?]

On 14 October 2017, an Airlink E190-100IGW with 78 passengers aboard inaugurated the first scheduled commercial airline service in history to Saint Helena in the South Atlantic Ocean, arriving at Saint Helena Airport after a flight of about six hours from Johannesburg, South Africa, with a stop at Windhoek, Namibia. The flight began a once-per-week scheduled service by Airlink between Johannesburg and Saint Helena using E190 aircraft.[54] The inaugural flight was only the second commercial flight to Saint Helena in the island's history, and the first since a chartered Airlink Avro RJ85 landed at Saint Helena Airport on 3 May 2017.[55]

Variants

[edit]

E170

[edit]

The E170 is the smallest aircraft in the E-Jet family and was the first to enter revenue service in March 2004. As of 2017, the E170 went out of production.[56] The Embraer 170 typically seats around 72 passengers in a typical single class configuration, 66 in a dual class configuration, and up to 78 in a high-density configuration. The E170 directly competed with the Bombardier CRJ700 and loosely with the turboprop Bombardier Q400.[citation needed]

There are four variants of the E170, the E170STD, E170LR, E170SU and E170SE. The E170STD is the base-line airframe, the E170LR increased its range by having a higher max take off weight (MTOW). The E170SU and E170SE are both based on the E170LR but limits its passenger number to 76 and 70 due to scope clauses.[57]

The jet is powered with General Electric CF34-8E engines of 14,200 pounds (62.28 kN) thrust each.[citation needed]

E175

[edit]
A SkyWest E175 operated for Alaska Airlines with angled winglets

The E175 is a slightly stretched version of the E170 and first entered revenue service with launch customer Air Canada in July 2005.[16] The Embraer 175 typically seats around 78 passengers in a typical single-class configuration, 76 in a dual-class configuration, and up to 88 in a high-density configuration. Like the E170, it is powered by General Electric CF34-8E engines of 14,200 pounds-force (62.28 kN) of thrust each. It competed with the Bombardier CRJ900 in the market segment previously occupied by the earlier BAe 146 and Fokker 70. As of 2024, it is the only aircraft currently produced in this market segment.[citation needed]

The E175 was initially equipped with the same style of winglets as the rest of the E-Jet family. Starting in 2014, the winglets were made wider and more angled. Those winglets and other changes to the aircraft over time have improved efficiency. Embraer said that aircraft produced after 2017 consume 6.4% less fuel than original E175 aircraft.[58] The angled winglets increase the wingspan from 26 to 28.65 m (85 ft 4 in to 93 ft 11 in).[59] This winglet change was only made available to the E175 and no other models in the family.[60]

There are four different variants of the E175 airframe, E175STD, E175LR, E175SU and E175SC. The E175STD (standard) is the base-line version of the E175, the E175LR (long range) increased its range by having a higher max take off weight (MTOW) and max ramp weight. The E175SU is based on the E175LR but limits its max passenger seating capacity to 76 due to American regional market scope clause limitations. In late 2017, Embraer announced the E175SC (special configuration) or E175LL, officially designated as ERJ 170-200 LL,[61] limited to 70 seats like the E170 to take advantage of the E175 performance improvements but still comply with US airline scope clauses limiting operators to 70 seats. Embraer is marketing the E175SC as a replacement for the older 70-seat Bombardier CRJ700 with better efficiency and a larger first class.[62]

In 2018, a new E175 had a value of US$27 million, projected to fall to US$3–8 million 13 years later due to their concentration in the US with more than 450 in service out of 560, with Republic and SkyWest operating over 120 each, Compass 35 and Envoy Air 90, after the similar experience with the CRJ200 and ERJ 145 demonstrates the limited remarketing opportunities.[63]

As of 2024, the E175 remains in production, with strong demand from regional airlines in the United States, which cannot order the newer but heavier E175-E2 due to scope clause restrictions on maximum takeoff weight.[citation needed]

E190

[edit]
The E190 launch customer JetBlue took its first delivery in 2005.

The E190/195 models are larger stretches of the E170/175 models fitted with a new, larger wing, a larger horizontal stabilizer, adding two emergency overwing exits, and a new engine. Embraer 190 is fitted with two underwing-mounted General Electric CF34-10E turbofan engines, rated at 82.29 kN (18,500 lbf). The engines are equipped with full authority digital engine control (FADEC). The fully redundant, computerized management system continuously optimizes the engine performance resulting in reduced fuel consumption and maintenance requirements. The aircraft carries 13,000 kg (29,000 lb) of fuel and is fitted with a Parker Hannifin fuel system.[citation needed]

Embraer offered three variants of the E190: the STD (Standard), LR (Long Range) and AR (Advanced Range). The STD served as the base model, while the LR featured a maximum takeoff weight (MTOW) that was increased by 2,510 kg (5,530 lb) while the AR featured an MTOW that was further increased by 1,500 kg (3,300 lb) compared to LR, allowing more fuel to be carried. This enhancement extended the range by 50 nmi (93 km; 58 mi).[64][65]

The aircraft is equipped with a Hamilton Sundstrand auxiliary power unit and electrical system. The GE CF34-10E, customers can choose between 5 different variants (-10E5, -10E5A1, -10E6, -10E6A1, -10E7), each with different performance and capabilities. It is the only powerplant offered for the aircraft. These aircraft compete with the Bombardier CRJ-1000. It can carry up to 100 passengers in a two-class configuration or up to 124 in the single-class high-density configuration.[66]

On 12 March 2004, the first flight of the E190 took place.[67] The launch customer of the E190 was New York-based low-cost carrier JetBlue with 100 orders options in 2003 and took its first delivery in 2005.[17]

Air Canada operated 45 E190 aircraft fitted with 9 business-class and 88 economy-class seats as part of its primary fleet. They were retired in May 2020. American Airlines operated E190s until 2020.[68] JetBlue and Georgian Airways operate the E190 as part of their own fleet.

Largest operator of the type is Alliance Airlines with 64 E190s in the fleet which mostly took over from American Airlines and JetBlue to serve the Australian regional market, the rest are Aeroméxico Connect (37), Tianjin Airlines (35), Airlink (29) and KLM Cityhopper (28).

By 2018, early E190s were valued at under US$10 million and could be leased for less than US$100,000 per month, while the most recent aircraft were worth US$30 million and could be leased for less than US$200,000 per month.[69]

E195

[edit]
An Air Dolomiti Embraer 195

The Embraer 195 is the further stretch version of the Embraer 190, it is fitted with two underwing-mounted General Electric CF34-10E turbofan engines, customers can choose between 5 different variants (-10E5, -10E5A1, -10E6, -10E6A1, -10E7), each with different performance and capabilities. The engines are equipped with full authority digital engine control (FADEC). The fully redundant, computerized management system continuously optimizes the engine performance resulting in reduced fuel consumption and maintenance requirements. The aircraft carries 13,000 kg (29,000 lb) of fuel and is fitted with a Parker Hannifin fuel system.[citation needed]

Embraer offered three variants of the E190: the STD (Standard), LR (Long Range) and AR (Advanced Range). The STD served as the base model, while the LR featured a maximum takeoff weight (MTOW) that was increased by 2,510 kg (5,530 lb) while the AR featured a maximum takeoff weight (MTOW) that was further increased by 1,500 kg (3,300 lb) compared to LR, allowing more fuel to be carried. This enhancement extended the range by 300 nmi (560 km; 350 mi) for the E195.[64][65]

The aircraft is equipped with a Hamilton Sundstrand auxiliary power unit and electrical system. The GE CF34-10E, rated at 18,500 lb (82.30 kN), is the only powerplant offered for the aircraft. These aircraft compete with the Airbus A220-100, Boeing 717-200, Boeing 737-500, Boeing 737-600, and the Airbus A318. It can carry up to 100 passengers in a two-class configuration or up to 124 in the single-class high-density configuration.[66]

The first flight of the E195 occurred on December 7, 2004.[67] British low-cost carrier Flybe was the first operator of the E195, had 14 orders and 12 options, and started E195 operations on 22 September 2006.[70] Flybe have since decided that they would remove the aircraft from their fleet in favour of the Dash 8 Q400 and Embraer 175, in an effort to reduce costs, by 2020.[71]

The largest operators of the largest variant in the E-Jet family are Azul Brazilian Airlines (45), Tianjin Airlines (17), Austrian Airlines (17), Air Dolomiti (17) and LOT Polish Airlines (16).

Freighter conversions

[edit]

On 7 March 2022, Embraer confirmed their intent to enter the cargo market, offering conversions of E190 and E195 passenger aircraft to freighters. The E190F made its first flights in April 2024,[72] with certification expected later in the year. The E190F will have a payload capacity of 10,700 kg (23,600 lb), while the E195F’s will be 12,300 kg (27,100 lb).[73] The company secured its first order in May 2023 for ten aircraft from lessor Nordic Aviation Capital, to be delivered to Astral Aviation as the launch operator.[74]

Embraer Lineage 1000

[edit]
Main article: Embraer Lineage 1000
Lineage 1000 cabin

On 2 May 2006, Embraer announced plans for the business jet variant of the E190, the Embraer Lineage 1000. It has the same structure as the E190, but with an extended range of up to 4,200 nmi (7,800 km; 4,800 mi), and luxury seating for up to 19.

The Lineage 1000 offers two different engine choices, the GE CF34-10E6 and the more powerful CF34-10E7-B. It was certified by the US Federal Aviation Administration on 7 January 2009. The first two production aircraft were delivered in December 2008.[citation needed]

Undeveloped variants

[edit]

Embraer considered producing an aircraft which was known as the E195X, a stretched version of the E195. It would have seated approximately 130 passengers. The E195X was apparently a response to an American Airlines request for an aircraft to replace its McDonnell Douglas MD-80s.[75] Embraer abandoned plans for the 195X in May 2010, following concerns that its flight range would be too short.[76]

Military variants

[edit]

VC-2

[edit]

Since 2009, the 1st Squadron of the Brazilian Air Force's Special Transport Group (GTE-1) has operated two E190PR aircraft as VIP transports under the designation VC-2.[77][78]

Commercial names and official model designations

[edit]

The commercial names used for the E170 and E190 families differ from the official model designations, as used (for instance) with the Type-Certificates, and in national registries.[79][80][57]

Marketing designation Official model designation Remarks
Embraer 170STD ERJ 170-100 STD
Embraer 170LR ERJ 170-100 LR
Embraer 170SE ERJ 170-100 SE FAA only
Embraer 170SU ERJ 170-100 SU FAA only
Embraer 175STD ERJ 170-200 STD
Embraer 175LR ERJ 170-200 LR
Embraer 175SU ERJ 170-200 SU FAA only
Embraer 175LL ERJ 170-200 LL FAA only
Embraer Lineage 1000 ERJ 190-100 ECJ
Embraer 190AR ERJ 190-100 IGW
Embraer 190LR ERJ 190-100 LR
Embraer 190SR ERJ 190-100 SR
Embraer 190STD ERJ 190-100 STD
Embraer 195AR ERJ 190-200 IGW
Embraer 195LR ERJ 190-200 LR
Embraer 195STD ERJ 190-200 STD

Operators

[edit]
Main article: List of Embraer E-Jet operators
See also: Embraer E-Jet E2 family

As of June 2025, the three largest operators of the E-Jet family were SkyWest Airlines (263),[81] Republic Airways (208), and Envoy Air (152), operating variably for Alaska Airlines, American Eagle, Delta Connection, and United Express.[citation needed]

Orders and deliveries

[edit]

List of Embraer's E-Jet family deliveries and orders:[82][81]

Model Orders Deliveries Backlog
E170 191 191 —
E175 999 799 200
E190 568 568 —
E195 172 172 —
Total 1,930 1,730 200
Embraer E-Jets firm order backlog
Customer Country E175
Air Peace Nigeria 2
American Airlines United States 86
Horizon Air United States 3
Overland Airways Nigeria 1
Republic Airways United States 32
SkyWest Airlines United States 74
Undisclosed customers — 2
Totals 200

Accidents and incidents

[edit]

The E-Jet has been involved in 22 incidents, including nine hull losses:[83]

Accidents with fatalities

[edit]
Henan Airlines Flight 8387 – 44 casualties
On 24 August 2010, Henan Airlines Flight 8387, an E190 that departed from Harbin, China, crash-landed about 1 km short of the runway at Yichun Lindu Airport, resulting in 44 deaths.[84] The final investigation report, released in June 2012, concluded that the flight crew failed to observe safety procedures for operations in low visibility.[85][86]
Tianjin Airlines Flight 7554 – 2 casualties among hijackers
On 29 June 2012, Tianjin Airlines Flight 7554, six passengers carrying explosives stood up and announced a hijacking, but they were subdued by other passengers. The E190 returned to Hotan Airport where the hijackers were apprehended and two of them later died in hospital from injuries received in the fight.[87]
LAM Mozambique Airlines Flight 470 – 33 casualties
On 29 November 2013, LAM Mozambique Airlines Flight 470, an E190, crashed in Namibia, killing all 33 aboard (27 passengers, 6 crew members) by the deliberate actions of the pilot.[88] The first officer reportedly left the cockpit to use the bathroom. He was then locked out by the captain, who dramatically reduced the aircraft's altitude and ignored various automated warnings ahead of the high-speed impact.[89]
Azerbaijan Airlines Flight 8243 – 38 casualties
On 25 December 2024, a Russian Pantsir-S1 air-defence system attacked the plane.[90] The E190 sustained damage from the attack and crashed in Kazakhstan while attempting to land. Out of the 67 people on board, 38 were killed, and 29 others survived.[91]

Hull losses with no fatalities

[edit]

On 17 July 2007, Aero República Flight 7330 overran the runway while landing at Simón Bolívar International Airport in Santa Marta, Colombia. The E190 slid down an embankment off the side of the runway and came to rest with the nose in shallow water. The aircraft was damaged beyond repair, but all 60 aboard evacuated unharmed.[92]

On 16 September 2011, an E190 operated by TAME landed long and ran off the end of the runway at Mariscal Sucre International Airport in Quito, colliding with approach equipment and a brick wall. The crew reportedly failed to adhere to the manufacturer's procedures in the event of a flap malfunction, continuing the approach in spite of the aircraft's condition. Eleven of the 103 aboard received minor injuries, and the aircraft was written off.[93]

On 31 July 2018, Aeroméxico Connect Flight 2431, an E190 bound for Mexico City, crashed in Durango, Mexico shortly after takeoff. 99 passengers and 4 crew were on board. Although there were no fatalities, the aircraft was destroyed by the ensuing fire.[94] The probable cause was attributed to "loss of control [...] by low altitude windshear that caused a loss of speed and lift" with contributing factors from the crew and the Navigation Services.[95]

On 11 November 2018, Air Astana Flight 1388 on a flight from Alverca Airbase, Portugal, to Almaty suffered severe control issues including flipping over and diving sharply. The crew activated the direct mode for flight controls which allowed sufficient control to make an emergency landing on the third attempt at Beja Airbase in Portugal with serious damage sustained during these high-G maneuvers. It was subsequently written-off and broken up. The investigation revealed that the aileron cables were installed incorrectly, causing reversal of aileron controls. The investigation blamed the manufacturer of the airplane for the poorly written maintenance instructions, the supervising authorities for lack of oversight over the maintenance crew, who lacked the skill to perform the maintenance, and the flight crew for failing to notice the condition during pre-flight control checks.[96]

On 18 February 2024, Air Serbia Flight 324 from Belgrade Nikola Tesla Airport to Dusseldorf International Airport, operated by an E195 leased from Marathon Airlines, overran the runway on take-off and struck the runway's instrument landing system antenna array. The aircraft sustained substantial damage to the fuselage, left wing root, and left stabiliser. After 58 minutes, the aircraft landed back safely at Belgrade, and there were no casualties. After the incident, Air Serbia cancelled its contract with Marathon Airlines; the aircraft will reportedly be retired and scrapped.[97][98][99][100]

Other incidents

[edit]

On 22 October 2023, Horizon Air Flight 2059 was operating from Paine Field in Everett, Washington to San Francisco International Airport when Joseph David Emerson, an off-duty pilot sitting in the jumpseat inside the cockpit, attempted to activate the fire suppression systems on both engines, which would have cut the fuel supply. The E175 aircraft was operating at 31,000 feet at the time, and had Emerson been successful at activating the system both engines would have shut down. The crew was able to subdue him and land at the Portland International Airport in Oregon, where Emerson was arrested and later charged with 83 counts of attempted murder.[101]

Preserved aircraft

[edit]

Specifications

[edit]
See also: Embraer E-Jet E2 specifications
Variant E170 E175 E190 E195
Cockpit crew Two
Typical seating 66 (6J + 60Y) 76 (12J + 64Y) 96 (8J + 88Y) 100 (12J + 88Y)
Maximum seats 78 88 114 124
Height × width 2.00 m × 2.74 m (6 ft 7 in × 9 ft 0 in)
Length 29.90 m (98 ft 1 in) 31.67 m (103 ft 11 in) 36.25 m (118 ft 11 in) 38.66 m (126 ft)
Wingspan 26.01 m (84 ft 4 in) STD: 26.01 m (84 ft 4 in)
LR: 28.65 m (94 ft) 		28.73 m (94 ft 3 in)
Wing area 72.72 m2 (783 sq ft)[103] 92.53 m2 (996 sq ft)[104]
Aspect ratio 9.3 8.91
Height 9.83 m (32 ft 3 in) 9.86 m (32 ft 4 in) 10.57 m (34 ft 8 in) 10.54 m (34 ft 7 in)
Maximum takeoff weight 38,600 kg (85,098 lb) 40,370 kg (89,000 lb) 51,800 kg (114,199 lb) 52,290 kg (115,280 lb)
Operating empty weight 21,141 kg (46,608 lb) 21,890 kg (48,259 lb) 27,837 kg (61,370 lb) 28,667 kg (63,200 lb)
Maximum payload 9,759 kg (21,515 lb) 10,110 kg (22,289 lb) 13,063 kg (28,800 lb) 13,933 kg (30,716 lb)
Max fuel 9,335 kg (20,580 lb) 12,971 kg (28,596 lb)
Turbofans (2×) General Electric CF34-8E General Electric CF34-10E
Thrust 14,200 lbf (63 kN) 20,000 lbf (89 kN)
Maximum speed Mach .82 (470 kn; 871 km/h; 541 mph) @ 41,000 ft (12,000 m)
Service ceiling 41,000 ft (12,479 m)
Cruise Mach .75 (430 kn; 797 km/h; 495 mph) Mach .78 (447 kn; 829 km/h; 515 mph)
Range[a] 2,150 nmi (3,982 km; 2,470 mi) 2,200 nmi (4,074 km; 2,500 mi) 2,450 nmi (4,537 km; 2,820 mi) 2,300 nmi (4,260 km; 2,600 mi)
Takeoff (MTOW, ISA, SL) 1,644 m (5,394 ft) 2,244 m (7,363 ft) 2,100 m (6,890 ft) 2,179 m (7,149 ft)
Landing (MLW, ISA, SL) 1,241 m (4,072 ft) 1,261 m (4,137 ft) 1,244 m (4,081 ft) 1,275 m (4,183 ft)
References [105][106][107][108] [109][110][111][112] [113][114][115][116] [66][117][118][119]

See also

[edit]
E175 planform view

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes

[edit]

References

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Embraer E-Jet family

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The Embraer E-Jet family is a series of twin-engine, narrow-body regional jet airliners developed and manufactured by the Brazilian aerospace company Embraer, designed for efficient short- to medium-haul operations with seating capacities ranging from 70 to 150 passengers. Launched in the late 1990s as a successor to Embraer's ERJ family, the lineup includes the first-generation models—E170, E175, E190, and E195—along with the second-generation E-Jets E2 variants, which incorporate advanced engines and avionics for enhanced performance. These aircraft emphasize passenger comfort through features like 2+2 abreast seating without middle seats, large overhead bins, and fly-by-wire flight controls, while achieving high operational reliability with a 99.9% mission completion rate. Development of the E-Jet family was announced in June 1999, following Embraer's success with the ERJ series, with the goal of capturing a larger share of the growing regional jet market. The prototype E170 made its maiden flight on February 19, 2002, from São José dos Campos, Brazil, and the aircraft received type certification from aviation authorities in February 2004 before entering commercial service in March 2004 with LOT Polish Airlines as the launch customer. Subsequent variants followed rapidly: the E175 entered service in 2005 with Air Canada, the E190 in late 2005 with JetBlue Airways, and the E195 in 2006 with OceanAir (now Azul Brazilian Airlines). The E-Jets E2 program, unveiled in 2011 as a comprehensive upgrade, featured the first flight of the E190-E2 on May 23, 2016, with certification in 2018 and entry into service that April with Widerøe in Norway; the E195-E2 followed in 2019, while the E175-E2 remains in development. Key to the family's appeal are its technical specifications and innovations. The original E-Jets are powered by General Electric CF34-8E turbofan engines, offering a maximum range of 2,450 nautical miles for the E190 and 2,300 nautical miles for the E195 in standard configuration, with maximum takeoff weights up to 57,600 kg (127,000 lb). They incorporate advanced aerodynamics, composite materials, and a digital cockpit for reduced pilot workload. The E2 series upgrades to Pratt & Whitney PW1000G geared turbofans, delivering up to 25% fuel savings per seat, 34% lower CO₂ emissions per seat compared to previous-generation competitors, and compliance with ICAO Chapter 14 noise standards with margins exceeding 20 EPNdB. The E195-E2, the largest in the family, seats up to 146 passengers and achieves a range of 2,850 nautical miles, while all models feature HEPA air filtration capturing 99.99% of particles and cabin air renewal every 2-3 minutes. The E-Jet family has achieved remarkable commercial success, with 1,900 aircraft delivered as of September 2025, including the milestone 1,900th unit to Virgin Australia Regional Airlines. More than 80 airlines operate the types across six continents, serving as efficient feeders for major hubs and enabling point-to-point routes in challenging environments from high-altitude airports to hot-and-high operations. The fleet has logged over 40 million flight hours, underscoring its durability and low maintenance costs, with quick 15-minute turnarounds supporting high-frequency schedules. In the United States, major operators include Republic Airways (over 240 aircraft), SkyWest Airlines, and Envoy Air, while globally, carriers like KLM Cityhopper, Finnair, and Porter Airlines highlight the family's versatility in both regional and low-cost models. Embraer continues to support the program through upgrades, such as enhanced avionics and passenger-to-freighter conversions introduced in 2022.

Development

Origins and background

Following the success of its ERJ family of 37- to 50-seat regional jets, which entered service in the mid-1990s, Embraer sought to expand into the larger regional market by developing a new aircraft line to address growing demand for more efficient, higher-capacity options. The ERJ series, while popular, was limited in size and scope, prompting Embraer to shift focus toward jets in the 70- to 110-seat segment to directly compete with Bombardier's CRJ-700/900 series and Airbus's A318, which targeted similar thin routes with greater passenger loads. This strategic pivot was driven by market analysis showing airlines' need for aircraft that could operate economically on routes where 50-seat jets were underutilized, particularly in North America and Europe. In February 1999, Embraer abandoned plans for ERJ derivatives in favor of an all-new clean-sheet design, culminating in the official launch of the E-Jet program on June 14, 1999, at the Paris Air Show. The family was positioned to fill the 70- to 110-seat niche, emphasizing twin-engine efficiency and four-abreast (2+2) seating to optimize space and comfort for short- to medium-haul routes of up to approximately 2,500 nautical miles. This design philosophy aimed to reduce operating costs by 15-20% per seat compared to predecessors, leveraging advanced aerodynamics and materials while maintaining compatibility with regional airport infrastructure. A key influence on the E-Jet's conception was the prevalence of scope clauses in U.S. airline pilot contracts, which restricted regional affiliates to operating jets of 50 to 100 seats (often capped at 76 seats or specific maximum takeoff weights) to protect mainline jobs. These clauses created a protected market for midsize regional jets, encouraging Embraer to tailor the E-Jets for high utilization under such limitations while offering flexibility for international carriers without similar restrictions. Early development in 1998 included partnerships with General Electric for the CF34-8E turbofan engines, selected for their proven reliability and thrust in the 14,000- to 20,000-pound range, and Honeywell for the Primus Epic integrated avionics suite to ensure advanced cockpit automation and reliability.

Prototypes and certification

The development of the Embraer E-Jet family progressed through a structured prototyping phase, beginning with the E170 as the baseline model. The E170 prototype was rolled out at Embraer's facilities in São José dos Campos, Brazil, on October 29, 2001. This was followed by the maiden flight of the E170 prototype (registration PP-XJE) on February 19, 2002, which lasted approximately 1 hour and 15 minutes and marked the start of the flight test campaign. The flight testing program for the original E-Jets encompassed multiple prototypes and focused on structural integrity, systems performance, and environmental adaptability, accumulating over 3,000 flight hours across the family before full certification. Key milestones included flutter excitation tests to verify aerodynamic stability, hot and high altitude performance evaluations in challenging conditions such as those at high-elevation airports, and icing trials conducted in natural and simulated environments to ensure safe operations in adverse weather. For the E170 specifically, three prototypes contributed more than 1,200 flight test hours, validating the airframe, GE CF34-8E engines, and Honeywell Primus Epic avionics suite. Subsequent variants built on this foundation with dedicated prototypes. The E175, featuring a stretched fuselage for increased capacity, achieved its first flight on June 15, 2003. The E190 prototype followed with its maiden flight on March 12, 2004, while the E195 completed its debut flight on December 7, 2004. These tests extended to over 1,000 hours per variant, incorporating route-proving flights and cross-crediting data between models to streamline certification. Regulatory approvals were granted progressively, enabling entry into service. The E170 received type certification from Brazil's ANAC, the FAA, and EASA in February 2004, with the FAA issuing its certificate on February 20. The E175 followed with joint certification in December 2004. For the larger models, the E190 earned ANAC approval in August 2005, FAA certification in September 2005, and EASA type certification in June 2006. The E195 obtained ANAC certification in December 2005, FAA approval in December 2006, and EASA certification in July 2007. These certifications confirmed compliance with airworthiness standards, paving the way for deliveries starting with the E170 to LOT Polish Airlines in March 2004.

Production facilities and output

The primary production facility for the original Embraer E-Jets is located in São José dos Campos, Brazil, where final assembly lines handle the integration of major components into complete aircraft. This site, situated near São José dos Campos-Professor Urbano Ernesto Stumpf International Airport, serves as Embraer's headquarters and main manufacturing hub for commercial jets, supporting efficient logistics and testing operations. Key structural elements, such as the wings, are manufactured in-house at Embraer's Brazilian facilities, while other fuselage sections are sourced from international partners including Sonaca in Belgium for the center fuselage and Gamesa in Spain for the rear fuselage. By November 2025, Embraer has delivered 1,723 units of the original E-Jet family (E170, E175, E190, and E195 models), reflecting steady output despite market fluctuations. Annual production peaked at 90 aircraft in 2018, a figure influenced by strong demand before the transition to the E2 variants began reducing rates for the legacy models. Production faced significant disruptions starting in 2020 due to the COVID-19 pandemic, with temporary halts at the São José dos Campos facility to comply with health protocols and address supply chain interruptions. The proposed acquisition of Embraer's commercial division by Boeing, announced in 2018 and ultimately terminated in April 2020 amid the crisis, added regulatory uncertainty but did not result in immediate stoppages; however, it overlapped with the broader industry slowdown. As of 2025, output for the original E-Jets remains focused on fulfilling backlogs, particularly for the E175 with 208 undelivered units, though engine supply shortages from General Electric's CF34 have caused delays. The company plans 77 to 85 commercial deliveries for the year, with the E175 comprising about 35% of the mix, signaling a gradual shift in resources toward E2 production lines at the same facility.

E2 generation advancements

The Embraer E-Jets E2 program was officially launched at the 2013 Paris Air Show, marking the introduction of the second-generation regional jet family equipped with Pratt & Whitney PW1000G geared turbofan engines to enhance performance and efficiency. Central to the E2 advancements are improvements yielding up to 25% better fuel efficiency per seat compared to the original E-Jets, driven by aerodynamic optimizations including redesigned wings with raked wingtips and chevron-shaped trailing edges that reduce drag and noise. The fuselage incorporates lighter structural elements through advanced materials and design refinements, contributing to overall weight reduction and extended range capabilities across the variants. Development milestones progressed with the E190-E2 achieving its maiden flight in May 2016, initiating a certification campaign that culminated in type approvals from Brazil's ANAC, the U.S. FAA, and Europe's EASA in February 2018 after over 2,000 flight test hours. The larger E195-E2 followed with certification from the same authorities in April 2019, enabling entry into service later that year. Entry into production accelerated with the first E190-E2 delivery to launch customer Widerøe in April 2018, establishing the E2 as a viable successor in regional operations. By 2025, the program had reached its 100th delivery, reflecting steady ramp-up amid growing orders for the E190-E2 and E195-E2 models. Recent updates in 2025 addressed ongoing development challenges for the E175-E2, including engine supply constraints with the CF34-8E5 variant, while E195-E2 output strengthened significantly, with nine units delivered in the second quarter alone as part of a broader commercial aviation surge.

Design

Airframe and structure

The Embraer E-Jet family features a conventional all-metal airframe primarily constructed from aluminum alloys, supplemented by composite materials in select panels for weight savings and corrosion resistance. The fuselage adopts a distinctive double-bubble cross-section, enabling a four-abreast seating arrangement with a cabin width of 2.74 meters, which enhances passenger space while maintaining structural efficiency. This design provides a wider aisle and greater headroom compared to traditional circular fuselages, contributing to the aircraft's regional operational suitability without compromising aerodynamic performance. The wings employ supercritical airfoil sections to optimize transonic performance, reducing drag and improving fuel efficiency across the family's variants. The smaller E170 and E175 models have a wingspan of 26 meters, while the larger E190 and E195 variants extend to 28.72 meters to accommodate higher payloads and extended range. For the E2 generation, the wings incorporate raked wingtips and increased span—up to 35.1 meters on the E195-E2—replacing traditional winglets to further minimize induced drag and enhance lift-to-drag ratios. The empennage utilizes a conventional tail configuration with a low-mounted horizontal stabilizer, providing stable handling characteristics suited to short- to medium-haul operations. The landing gear is a retractable tricycle arrangement, featuring twin wheels on each main gear unit and a single wheel on the nose gear, equipped with carbon brakes for effective deceleration and reduced maintenance needs. Structural weights vary by variant to reflect size differences, with the E170's operating empty weight approximately 20,150 kg, scaling upward to approximately 28,600 kg for the E195 to support greater capacities while preserving the family's high payload-to-structural-weight efficiency.

Engines and performance

The Embraer E-Jet family employs General Electric CF34 high-bypass turbofan engines as its primary powerplants for the original variants. The E170 and E175 models are equipped with two CF34-8E engines, each delivering a maximum takeoff thrust of 14,500 lbf (64.5 kN). For the larger E190 and E195, two CF34-10E engines provide up to 20,000 lbf (89 kN) of thrust per engine, enabling enhanced climb performance and operational flexibility across regional routes. These engines feature advanced materials and a high bypass ratio, contributing to reliable dispatch rates exceeding 99% in service. Performance characteristics of the original E-Jets emphasize efficiency for short- to medium-haul operations, with a typical long-range cruise speed of Mach 0.78 (approximately 460 knots at 35,000 ft) and a maximum operating speed of Mach 0.82. Representative ranges include 2,220 nautical miles for the E170 with full passengers under ISA conditions and zero wind, extending to 2,300 nm for the E195 in similar configurations. Takeoff performance is optimized for regional airports, with balanced field lengths around 1,500 m (4,921 ft) at maximum takeoff weight, sea level, and standard day conditions, allowing compatibility with runways typically 4,000 to 8,000 ft in length. Landing field lengths are comparably efficient, often under 1,300 m at maximum landing weight. The E-Jets E2 generation introduces Pratt & Whitney PW1000G-series geared turbofan engines, marking a shift to more efficient propulsion. The E175-E2 utilizes PW1700G engines rated up to 18,000 lbf (80 kN) thrust each, while the E190-E2 and E195-E2 employ PW1900G variants with thrust ratings ranging from 19,000 to 23,000 lbf (85 to 102 kN) depending on the specific application. The geared architecture reduces fuel burn by 17-25% per seat compared to the original CF34-powered models, alongside lower noise levels and emissions. This translates to ranges up to 2,850 nm for the E195-E2 with full occupancy, maintaining the family's cruise speeds while improving overall economics—such as seat-mile costs approximately 20% lower than those of comparable competitors like the Bombardier CRJ-900. E2 takeoff and landing performance remains balanced for regional infrastructure, with field lengths similar to the originals but enhanced by the engines' superior thrust-to-weight ratio.

Avionics and flight systems

The Embraer E-Jet family features the Honeywell Primus Epic integrated avionics suite as its core flight deck system, providing a glass cockpit environment with five liquid crystal display (LCD) screens measuring 15 inches each, including two primary flight displays (PFDs), two multifunction displays (MFDs), and one engine indication and crew alerting system (EICAS) display. This suite integrates fly-by-wire flight controls, enabling precise electronic signaling between the pilots' sidestick controllers and flight control surfaces for enhanced stability and reduced pilot workload during maneuvers. For the E2 generation, the avionics receive upgrades including an optional enhanced vision system (EVS) that fuses infrared and synthetic vision imagery to improve situational awareness in low-visibility conditions, alongside head-up display (HUD) options that project critical flight data onto the windshield for eyes-out operations. Predictive windshear detection is also incorporated via next-generation weather radar, alerting crews to potential windshear hazards during takeoff and landing phases through advanced volumetric scanning and early warning algorithms. Navigation capabilities are supported by dual flight management systems (FMS) within the Primus Epic architecture, ensuring redundant performance-based navigation for efficient route planning and execution. The systems comply with Automatic Dependent Surveillance-Broadcast (ADS-B) Out requirements through GPS upgrades and transponder modifications, facilitating real-time position broadcasting for air traffic management. Additionally, they support Required Navigation Performance (RNP) down to 0.3 nautical miles, enabling curved approaches that optimize flight paths around terrain and noise-sensitive areas while maintaining high accuracy. Safety systems include Traffic Collision Avoidance System II (TCAS II), which provides resolution advisories to prevent mid-air collisions by interrogating nearby transponders, and Enhanced Ground Proximity Warning System (EGPWS), offering terrain avoidance alerts with predictive windshear escape guidance. The automatic thrust reserve function, part of the takeoff thrust control system, automatically increases engine power by up to 10% in the event of an engine failure during takeoff, ensuring safe climb performance without pilot intervention. Maintenance systems leverage Aircraft Communications Addressing and Reporting System (ACARS) integration for real-time health monitoring, transmitting diagnostic data to ground-based analytics platforms like Embraer's AHEAD tool, which uses AI-driven predictive analytics to forecast component failures and optimize maintenance schedules. This approach reduces unplanned downtime by identifying patterns in sensor data and environmental factors before issues escalate.

Cabin and operational features

The Embraer E-Jet family employs a single-aisle, 2+2 seating configuration that accommodates between 70 and 124 passengers across its variants, providing each traveler with access to either a window or aisle seat without a middle option. Standard economy seat pitch measures 31 to 32 inches, contributing to a spacious feel in the narrow-body cabin designed for regional and short-haul operations. Airlines often customize interiors, including options for premium economy sections with increased pitch up to 34 inches and enhanced recline for added comfort on longer routes. The E2 generation introduces several enhancements to passenger accommodations, including overhead bins with a 90% capacity increase over the original E-Jets, allowing storage for one IATA-standard carry-on bag per passenger. Mood lighting systems create a more ambient environment, while cabin noise levels are reduced through advanced insulation and engine integration, achieving up to a 5 dB decrease compared to the E1 series for a quieter in-flight experience. These features prioritize comfort and efficiency, with lightweight materials and ergonomic designs that support higher passenger satisfaction scores reported by operators. Galley and lavatory setups emphasize single-aisle modularity for streamlined maintenance and operations, with forward and aft galleys featuring compact, customizable modules that facilitate quick servicing. Lavatories incorporate water-efficient flush systems and ergonomic layouts, often positioned at the rear and forward bulkheads to balance accessibility and space utilization. These elements enable efficient crew workflows, reducing preparation time during ground handling. Operational efficiencies include quick-turn capabilities of 15 minutes or less, supporting up to eight daily flights per aircraft and minimizing downtime at airports. The family complies with ICAO Chapter 14 noise standards, exceeding Stage 4 limits by more than 20 EPNdB, which enhances compatibility with noise-sensitive airports and reduces community impact. Accessibility provisions encompass movable armrests on select rows for easier transfers, onboard aisle wheelchairs for cabin mobility, and cargo holds sized to accommodate standard wheelchairs up to 33 inches in height. Some configurations offer premium seating with additional space for passengers requiring assistance, aligning with airline-specific adaptations for inclusive travel.

Variants

E170 and E175 models

The Embraer E170 serves as the baseline model in the E-Jet family, optimized for short-haul regional operations with a typical two-class seating capacity of 70 passengers. Its overall length measures 29.90 meters, and it features a maximum takeoff weight (MTOW) of 37,200 kg in the standard configuration. The aircraft entered service in March 2004 following certification by Brazilian, European, and U.S. authorities in February 2004. Powered by two General Electric CF34-8E turbofan engines, the E170 provides efficient performance for routes up to approximately 2,000 nautical miles, making it suitable for low-density markets. The E175 represents a stretched derivative of the E170, extending the fuselage by 2.45 meters to achieve an overall length of 32.35 meters while maintaining the same wingspan and empennage design. This allows for a seating capacity ranging from 78 passengers in a standard two-class layout to 88 in a high-density single-class arrangement, with an MTOW of 38,790 kg and an enhanced range of 2,200 nautical miles under full passenger load. In a common dual-class layout used by many U.S. carriers such as American Airlines, United Express, and Alaska Airlines, the E175 features 12 first-class seats arranged in a 1-2 configuration across four rows, though configurations vary by operator, with some offering fewer premium seats or all-economy arrangements. Certified in December 2005 by Brazilian authorities and entering revenue service in 2006, the E175 incorporates aerodynamic refinements that improve climb rates, particularly in hot-and-high conditions such as those encountered at airports like Denver, enabling better operational flexibility in challenging environments. Both models are widely deployed on U.S. regional routes, where they align with airline pilot union scope clauses that restrict mainline carriers' regional affiliates to aircraft with no more than 76 seats and an MTOW under 86,000 pounds. The E175's sub-variants include the E175SC (special configuration), which is limited to a maximum of 76 seats—often operated at 70 or 76 depending on operator needs—to fully comply with these scope limitations while offering greater range and efficiency than competitors like the Bombardier CRJ700. Additionally, the E175-E2 upgrade incorporates Pratt & Whitney PW1700G geared turbofan engines for 20% better fuel efficiency, but its certification has been delayed multiple times, with development paused until at least 2029 due to market demand and regulatory factors.

E190 and E195 models

The Embraer E190 is a stretched variant of the E170, featuring an extended fuselage length of 36.24 meters to accommodate 100 to 114 passengers in a typical two-class configuration. It has a maximum takeoff weight (MTOW) of 51,800 kg and is powered by two General Electric CF34-8E turbofan engines, providing a range of up to 2,450 nautical miles with full passenger load under standard conditions. The design emphasizes efficiency for regional routes, with a low operating weight that allows operators to maximize revenue through higher payload capacity. The E195 represents a further extension of the E190, with a fuselage length of 38.65 meters enabling seating for 114 to 124 passengers. It shares the same MTOW of 51,800 kg but is equipped with more powerful CF34-10E engines for enhanced performance on denser routes. Certified by the Brazilian National Civil Aviation Agency (ANAC) in June 2006, the E195 entered service shortly thereafter, marking the completion of the original E-Jet family's development. Its range extends to 2,300 nautical miles, supporting operations on medium-haul sectors while maintaining the family's fly-by-wire controls and advanced avionics for improved safety and dispatch reliability. These models have found strong market adoption among mainline regional affiliates and low-cost carriers, particularly in Europe and Asia, where their balance of capacity and efficiency suits high-frequency, point-to-point networks, with the first-generation E195 serving as a viable alternative to larger narrowbody aircraft like the A320neo in markets valuing frequency and right-sizing over maximum capacity, such as point-to-point or hub bypass routes with 100–130 passengers and high-frequency domestic/regional routes. In Europe, operators like KLM Cityhopper and LOT Polish Airlines utilize the E190 and E195 for intra-continental routes, leveraging their quick turnaround times and low fuel burn. In Asia, low-cost carriers such as Scoot and Air Astana employ them for regional connectivity, benefiting from the aircraft's ability to serve secondary airports with constrained infrastructure. This positioning has driven over 1,900 total E-Jet deliveries by September 2025, with the E190 and E195 comprising a significant portion of active fleets in these regions. A notable evolution is the E190AR variant, which incorporates advanced range enhancements through optimized fuel systems and higher gross weights, enabling potential operations on select transatlantic routes with reduced payloads, such as from eastern North America to western Europe. As of 2025, deliveries of the original E190 and E195 continue steadily, with Embraer reporting 20 commercial aircraft handed over in the third quarter alone, supporting ongoing fleet expansions. Additionally, some older airframes are undergoing passenger-to-freighter conversions, with the first E190F delivered in August 2025 to launch customer Bridges Air Cargo, offering up to 50% more cargo volume than turboprops for regional express operations.

E-Jets E2 family

The E-Jets E2 family represents the second generation of Embraer's regional jet lineup, building on the original E-Jets with enhanced efficiency and performance tailored for high-frequency, short- to medium-haul routes. These aircraft incorporate advanced Pratt & Whitney PW1000G-series geared turbofan engines, which contribute to significant reductions in fuel consumption and emissions compared to their predecessors. The family includes the E190-E2, E195-E2, and E175-E2 variants, each optimized for specific capacity needs while sharing common aerodynamic and structural improvements. The E190-E2 accommodates 97 to 114 passengers, depending on configuration, with a typical two-class setup offering 106 seats in all-economy. Powered by PW1900G engines, it achieves a 17.3% reduction in fuel burn relative to the E190, enabling up to 25% lower operating costs per seat through a combination of engine efficiency and airframe optimizations. The first E190-E2 was delivered to Widerøe in April 2018, marking the entry into service for the E2 series. Its range extends to 2,950 nautical miles (nm) with full passengers, supporting versatile regional operations. The E195-E2, the largest in the family, provides seating for 114 to 146 passengers in high-density layouts, with a standard two-class configuration of 120 seats. Equipped with PW1900G engines, it offers a maximum range of up to 3,000 nm under full passenger load, certified by ANAC, FAA, and EASA in April 2019. This variant emphasizes profitability on denser routes, with fuel efficiency improvements contributing to up to 29% better performance per seat versus the prior generation. The E175-E2 targets 80 to 90 seats, powered by PW1700G engines, but its program has faced repeated delays due to engine certification challenges and market demand factors, including U.S. scope clauses limiting regional jet sizes. As of November 2025, no deliveries have occurred, with development paused until at least 2029. Key aerodynamic enhancements across the E2 family include redesigned wings with span increases of up to 4.98 meters on the E190-E2 (from 28.72 meters on the E190), improving lift and fuel efficiency by 4.8%. Composite material spoilers, supplied by FACC, reduce weight and enhance control surfaces for better overall performance. In 2025, Embraer has delivered 13 E2 aircraft year-to-date as of September, reaching a cumulative total of 168 units, with the E195-E2 maintaining a robust backlog of 190 firm orders amid strong demand for its capacity and efficiency.

Business, freighter, and military variants

The Embraer Lineage 1000 is a ultra-long-range business jet derived from the E190 airliner, launched in May 2006 and certified in 2009 with initial deliveries that year. It features a spacious cabin configurable for 13 to 19 passengers across multiple zones, including a master suite, conference area, and galley, with a maximum range of 4,600 nautical miles at Mach 0.80 cruise speed using two General Electric CF34-8E5 engines. A total of 28 Lineage 1000 and 1000E aircraft have been produced, serving private operators and charter services for transcontinental flights. Embraer has pursued freighter adaptations of the E-Jet family to address regional cargo demand, announcing the E190F and E195F passenger-to-freighter (P2F) conversion programs in March 2022. These variants incorporate reinforced flooring, a large main-deck cargo door, and containerized loading systems, enabling a payload of approximately 10.7 tonnes and over 50% greater volume than comparable turboprops, with three times the range for efficient point-to-point operations. Prototype conversion work began in 2023 with U.S. Cargo Systems providing the loading infrastructure, and by April 2024, the first E190F completed its maiden flight. In a key 2025 milestone, Embraer delivered and certified the inaugural E190F to Bridges Air Cargo in August, marking the program's entry into service amid growing e-commerce needs; the E195F variant remains on hold pending sufficient demand. Military applications of the E-Jet family include VIP transport and emerging special mission roles. The Brazilian Air Force has operated two modified E190 aircraft as VC-2 since 2009, configured for presidential and high-level transport duties with enhanced communications and a hybrid VIP-standard interior for up to 37 passengers. Embraer is also adapting the E190-E2 for defense purposes, including a proposed maritime patrol variant with six operator stations, integrated sensors for intelligence, surveillance, and reconnaissance (ISR), wing-mounted weapons pylons, and an internal bay for torpedoes or sonobuoys, as offered to the South Korean Navy in October 2025. In a related development, the Pakistan Navy's Sea Sultan program converts Lineage 1000 aircraft into multi-role maritime patrol platforms, with Leonardo and Paramount Aerospace Systems handling modifications for anti-submarine warfare and ISR; the first unit is scheduled for delivery in 2026, with subsequent deliveries continuing into 2026 and beyond.

Proposed and undeveloped variants

Throughout the development of the E-Jet family, Embraer explored several variants that were ultimately not pursued to production, often due to market dynamics, technological challenges, or regulatory hurdles. In the early 2000s, the company proposed ultra-long-range configurations for the E190, including the E190 Advanced Range (AR) variant, which aimed to extend the aircraft's reach to approximately 2,700 nautical miles through additional fuel capacity and optimized aerodynamics, targeting transatlantic and extended regional routes. However, these proposals did not advance beyond conceptual studies, as demand favored standard long-range (LR) models with 2,400 nautical miles capability, and the AR was shelved to focus on core market segments. For the second-generation E-Jets E2 family, Embraer proposed maintaining a common type rating across all variants, building on the existing E170 designation used for the original E-Jets, to simplify pilot training and certification while incorporating updated avionics and engines. This approach was intended to enhance operational efficiency for operators transitioning between E1 and E2 models, with regulatory approvals from bodies like the FAA, EASA, and ANAC supporting shared training programs for the E190-E2 and E195-E2. A stretched derivative of the E195-E2, designed to accommodate up to 150 seats by extending the fuselage, was also studied in the mid-2010s to capture larger regional markets but was ultimately shelved due to insufficient demand and competitive pressures from larger narrowbodies like the Airbus A220. The E175-E2 variant faced repeated delays from its initial 2018 entry-into-service target, primarily stemming from U.S. pilot union scope clauses limiting regional jet size and maximum takeoff weight, prompting Embraer to pause development in 2016 and again in 2022 for up to four years while reevaluating market viability. These pauses, extended into 2025, reflected ongoing negotiations over scope restrictions that capped regional aircraft at around 76 seats and 86,000 pounds MTOW, preventing the E175-E2's 25% fuel efficiency gains from reaching U.S. operators without contractual changes. In 2025, Embraer permanently canceled its next-generation turboprop project for 70-90 seats, which had been under study since the late 2010s as a potential complement to the E-Jet lineup for shorter, low-emission routes. The decision, announced during the company's Q3 earnings call on November 4, 2025, cited immature engine technologies from suppliers and a lack of firm commitments, shifting focus to existing E-Jet production amid a $31.3 billion backlog. Looking toward sustainable aviation, Embraer announced the Energia family of concepts in November 2021, including hydrogen-electric hybrid and fuel-cell-powered regional aircraft targeting technology readiness by 2035, with configurations up to 50 seats that could inform future E-Jet evolutions for zero-emission operations. These proposals emphasize hybrid propulsion integrating fuel cells with batteries or turbines for ranges up to 600 nautical miles, aligning with broader industry decarbonization goals but remaining in early conceptual stages without direct ties to specific E-Jet derivatives.

Operational history

Entry into service

The first Embraer E170, the inaugural model of the E-Jet family, was delivered to LOT Polish Airlines in March 2004, marking the type's entry into commercial service shortly thereafter on March 17. US Airways, serving as the launch customer in the United States, received its initial pair of E170s in early March 2004 and commenced revenue operations with the type before the end of the month, operating regional routes with a focus on high dispatch reliability that reached approximately 99% in the early years of service. The E170 received FAA type certification on February 20, 2004, along with a JAA recommendation, which facilitated approvals for operations on international routes in North America and Europe. Early fleet expansion was swift, with the 100th E-Jet—an E175—delivered to Air Canada in October 2005, reflecting strong initial adoption by carriers in North America and Europe amid growing demand for efficient regional jets. Production in the inaugural years faced initial challenges, including supply chain delays that contributed to teething issues such as mechanical adjustments for cargo doors and other components, though these were largely resolved by 2007.

Market adoption and regional use

The Embraer E-Jet family has established strong dominance in the Americas, particularly within the U.S. regional airline sector, where it serves as a key enabler for efficient short-haul connectivity under stringent scope clause regulations. These clauses, embedded in pilot union agreements with major carriers, restrict regional aircraft to a maximum of 76 seats and certain weight limits, making the E175 variant particularly well-suited for compliance while maximizing capacity. This adaptation has allowed regional affiliates to expand operations without violating contractual limits, supporting high-frequency routes that connect smaller communities to major hubs. In Europe and Asia, the E-Jets have seen accelerating growth among low-cost and hybrid carriers seeking versatile options for medium-density routes, with the E195-E2 emerging as a preferred choice for higher-capacity operations. Airlines such as SAS in Europe have placed substantial orders for the E-Jet E2 series to enhance network flexibility, while Latin American carriers like LATAM are integrating the E195-E2 to boost regional connectivity and fuel efficiency on denser corridors. This expansion reflects the family's adaptability to diverse market needs, including ETOPS-120 certification for the E190-E2 and E195-E2, which enables direct oceanic and remote routing to reduce flight times and emissions. The E-Jets contribute significantly to the global aviation economy through enhanced operational reliability and network efficiency, with the E2 variants targeting dispatch rates exceeding 99% to support consistent service. In 2025, amid ongoing production delays at Boeing and Airbus that have constrained narrowbody availability, the E2 program's order momentum has accelerated, filling capacity gaps for airlines and driving backlog growth to record levels of $31.3 billion. This trend underscores the E-Jets' role in sustaining regional air travel resilience and economic value in an industry facing supply chain pressures.

Operators and orders

Current major operators

The Embraer E-Jet family is predominantly operated by regional airlines in North America, where it holds a dominant market position with over 1,200 aircraft in service across various carriers. SkyWest Airlines, the largest operator worldwide, maintains a fleet of 265 E175 aircraft, primarily serving as United Express, Delta Connection, and American Eagle feeders, with a mix of standard and enhanced configurations like the E175 SC for higher capacity. Republic Airways, operating exclusively E170 and E175 models, has a fleet exceeding 240 aircraft, all dedicated to American Eagle and United Express routes, emphasizing operational efficiency through a uniform type. Envoy Air, a subsidiary of American Airlines, operates 152 E175 jets alongside a smaller number of E170s, focusing on short-haul domestic and regional international flights under the American Eagle brand. Internationally, Azul Brazilian Airlines stands out with approximately 45 E195 aircraft, forming the core of its domestic and regional network in Brazil and neighboring countries, often configured for 120-132 passengers to maximize density on high-frequency routes. Porter Airlines has rapidly expanded its all-E195-E2 fleet to 48 units, making it the world's largest operator of this variant, with up to 100 on order for growth across Canada and select U.S. destinations, highlighting the E2's fuel efficiency and range advantages. In Europe, approximately 300 E-Jets are active, with Scandinavian Airlines (SAS) having placed an order for 45 E195-E2 aircraft slated for delivery starting in 2027 to enhance regional connectivity. Asia remains an emerging market for the type, with limited but growing adoption by carriers seeking efficient regional solutions. Many operators maintain mixed fleets of original E-Jets and upgraded E2 variants, incorporating modifications such as the E175's increased overhead bin capacity and Recaro seating for improved passenger experience. In 2025, notable milestones include Finnair and its regional subsidiary Norra celebrating 20 years of E-Jet service since their 2005 entry, with ongoing operations of E190 models on European routes. Additionally, leasing company TrueNoord finalized a firm order for 20 E195-E2 aircraft in October, with options for more, underscoring continued demand for the type in global leasing markets.
OperatorPrimary ModelsFleet Size (as of November 2025)Key Notes
SkyWest AirlinesE175265Largest global operator; serves multiple majors.
Republic AirwaysE170/175>240All-Embraer fleet; U.S. regional focus.
Envoy AirE175 (primarily)152American Airlines affiliate; expanding to 181 by year-end.
Azul Brazilian AirlinesE195~45Backbone of Brazilian domestic network.
Porter AirlinesE195-E248Largest E195-E2 operator; up to 100 ordered.

Orders, deliveries, and backlog

As of October 2025, the Embraer E-Jet family has accumulated 2,328 firm orders, with over 1,900 aircraft delivered since the program's inception in 2003. This represents a robust market adoption, particularly in the regional aviation sector, where the E-Jets have become a staple for operators seeking efficient narrowbody aircraft. The original E1 variants (E170, E175, E190, and E195) account for the majority of historical orders, while the updated E2 series has gained traction more recently, with 397 firm orders and 168 deliveries to date. Deliveries in 2025 have shown steady growth, aligning with Embraer's guidance of 77 to 85 commercial aircraft for the full year. In the first half of 2025, 26 E-Jets were delivered, including a surge in the second quarter where 19 units were handed over—more than double the seven delivered in the first quarter. The third quarter saw an additional 20 deliveries, contributing to 46 E-Jets delivered through the first nine months, led by the E175 and E195-E2 models. The program's order backlog stood at 437 aircraft as of late 2025, valued at approximately $15.2 billion within Embraer's broader commercial aviation portfolio, which reached a record $31.3 billion overall in the third quarter. This backlog reflects strong demand for the E2 variants, particularly the E195-E2, bolstered by recent firm orders such as Avelo Airlines' commitment for 50 units in September 2025, Scandinavian Airlines' 45 units (with options for 10 more) in July 2025, and TrueNoord's order for 20 in October 2025. Historically, order activity peaked following the 2020 collapse of the Boeing-Embraer joint venture, which freed Embraer to pursue independent sales strategies and resulted in subsequent booms, including over 100 E2 orders in 2021 alone.
VariantFirm OrdersDeliveriesBacklog
E1701911910
E1751,000792208
E1905685680
E1951721720
E190-E2672839
E195-E2330140190
Total2,3281,891437
The E175 constitutes about 43% of total orders, underscoring its dominance in the North American market, while the E195-E2 represents over 80% of the current backlog, indicating a shift toward the more fuel-efficient E2 platform for future deliveries.

Incidents and accidents

Fatal accidents

The Embraer E-Jet family has experienced three fatal accidents since entering service in 2004, resulting in 115 fatalities across the events. These incidents involved the E190 variant and were attributed to a combination of environmental factors, human error, and external interference. No fatal accidents have been recorded for the E170, E175, or E195 models. On August 24, 2010, Henan Airlines Flight 8387, an Embraer ERJ-190-100 LR (registration B-3130), crashed short of the runway while approaching Yichun Lindu Airport in Heilongjiang Province, China. The aircraft, carrying 91 passengers and 5 crew members, encountered severe icing conditions during descent in fog and low visibility, leading to a loss of airspeed and a controlled flight into terrain approximately 1,110 meters from the threshold. The impact caused the wings to separate and ignited a post-crash fire, killing 44 people on board; 52 survived, including both pilots. The Chinese Civil Aviation Administration investigation determined the primary causes as inadequate de-icing procedures, failure to monitor airspeed, and pilot error in responding to the stall warning, exacerbated by the crew's lack of experience with the aircraft type. On November 29, 2013, LAM Mozambique Airlines Flight 470, an Embraer ERJ-190-100 IGW (registration C9-EMC), crashed into the Bwabwata National Park in Namibia during a flight from Maputo, Mozambique, to Luanda, Angola. The aircraft, with 33 passengers and crew members, was deliberately flown into the ground by the captain, who locked out the first officer and co-pilot from the controls and ignored air traffic control warnings before initiating a high-speed descent. All 33 occupants perished in the impact. The investigation by Namibian authorities, supported by the Brazilian Centro de Investigação e Prevenção de Acidentes Aeronáuticos (CENIPA), concluded it was a case of pilot suicide, with no mechanical or environmental factors contributing; the captain had exhibited no prior signs of distress. On December 25, 2024, Azerbaijan Airlines Flight 8243, an Embraer ERJ-190-100 AR (registration 4K-AZ65), crashed near Aktau Airport in Kazakhstan after diverting from its intended destination of Grozny, Russia. En route from Baku, Azerbaijan, with 59 passengers and 8 crew members, the aircraft suffered catastrophic damage from external objects—preliminarily identified as fragments from a Russian air defense missile system amid regional conflict—penetrating the fuselage, tail, and systems, causing loss of hydraulics, navigation, and pressurization. The crew managed a controlled ditching in the Caspian Sea shallows about 3 km from the runway, but the impact resulted in 38 fatalities; 29 survived, including several who evacuated through a breached fuselage. The Kazakhstani preliminary report confirmed the external damage as the cause, with ongoing international investigations focusing on the circumstances of the strike.

Non-fatal incidents and hull losses

The Embraer E-Jet family has been involved in 22 non-fatal incidents since entering service, including 9 hull losses that resulted in no deaths. These events have primarily involved regional operators and have highlighted operational challenges such as adverse weather, mechanical anomalies, and human factors, though the aircraft's design has consistently facilitated survivable outcomes. One notable example occurred on November 1, 2024, when an Envoy Air Embraer E175 (registration N282NN, operated for American Airlines) experienced a loss of nose gear steering during approach to Dallas/Fort Worth International Airport; the crew declared an emergency and made a safe landing, with steering restored shortly after. There were no injuries among the 79 people on board, and the aircraft was grounded for approximately 24 hours before returning to service. More recent non-fatal events include a bird strike involving a Royal Air Maroc Embraer E190 (registration CN-RGO) on September 14, 2024, where the aircraft struck birds on approach to Madrid from Casablanca, damaging the nose cone and leading to a safe landing for repairs. In 2025, incidents included turbulence on a SkyWest Airlines Embraer E175 near Austin on August 28 injuring two passengers, and an Embraer E175 colliding with a vehicle during landing at Lloyd Stearman Field Airport in Benton, Kansas, on September 7, with no reported injuries. Common causes across these incidents encompass bird ingestion, landing gear issues, and environmental factors, with affected aircraft either repaired on-site or written off as hull losses depending on damage extent. As of November 2025, no major hull losses or fatal accidents have been reported for the E-Jet family in 2025, reflecting ongoing safety improvements and rigorous maintenance protocols.

Specifications and preservation

Technical specifications

The Embraer E-Jet family includes the original E1 variants (E170, E175, E190, E195) and the enhanced E2 variants (E190-E2, E195-E2), with the E175-E2 development paused. These aircraft share a common design philosophy but differ in size, power, and efficiency. Key specifications are presented below in comparative table format, drawn from official certification data. The E2 series achieves significant efficiency improvements over the originals, including up to 19% lower fuel burn for the E190-E2 versus the E190 and 27.5% lower for the E195-E2 versus the E195, enabled by advanced engines, aerodynamics, and lightweight materials that reduce operating empty weight by approximately 16% in comparable configurations.
SpecificationE170E175E190E195E190-E2E195-E2
Length (m)29.931.6836.2438.6536.2441.60
Wingspan (m)26.026.028.7228.7233.7235.10
Height (m)9.959.9510.5710.5710.6910.71
MTOW (kg)38,60041,00051,80052,29056,60062,500
Passengers (typ.-max.)70-8078-88100-114108-12497-114120-146
Engines (thrust, lbf each)2 × GE CF34-8E (14,200)2 × GE CF34-8E (14,200)2 × GE CF34-10E (20,000)2 × GE CF34-10E (20,000)2 × PW PW1919G (19,000)2 × PW PW1922G (23,000)
Fuel Capacity (L)13,18014,99017,23017,23018,39018,390
Max Speed (Mach)0.820.820.820.820.820.82
Service Ceiling (ft)41,00041,00041,00041,00041,00041,000
Takeoff Runway (m, SL/ISA, typ.)1,5061,6461,8291,8901,7681,890
All variants operate at a maximum cruise speed of Mach 0.82 and a service ceiling of 41,000 ft, with runway requirements varying by load and conditions but generally suitable for regional airports (1,500-2,000 m).

Preserved aircraft

Several prototypes and test airframes from the Embraer E-Jet family are retained by the manufacturer at its facilities in São José dos Campos, Brazil, for ongoing testing, research, and educational purposes. For instance, the third E170 prototype, registered PP-XJB (MSN 17000003), which first flew in 2002, was utilized in Boeing's ecoDemonstrator program starting in 2016 to test environmental technologies and was subsequently returned to Embraer for continued use. Similarly, an early E175 test airframe remains at Embraer facilities to support certification and development activities for the variant. As of 2025, key prototypes from the E-Jet family are preserved in this manner, predominantly prototypes rather than production models, with no notable examples from the newer E2 series placed in public museums due to the family's active production and operational status. Some retired production aircraft, such as JetBlue's early E190 N178JB (MSN 19000004, delivered in 2005), have been placed in long-term storage at sites like Pinal Airpark in Marana, Arizona, but are not designated for static display or preservation. Incident-surviving hulls have generally been scrapped rather than preserved. These retained prototypes serve an educational role, highlighting the E-Jet family's contributions to regional aviation technology and Brazil's aerospace heritage in internal exhibits and training programs.

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