Embraer ERJ family
The Embraer ERJ family are regional jets designed and produced by the Brazilian aerospace company Embraer. The family includes the ERJ 135, ERJ 140, and ERJ 145, 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. 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.
Development
Background and early design
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 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, 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 plugs of the diameter fuselage in the front and behind the redesigned 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 of thrust. Designed for stages, up to with a reduced payload, it had a maximum takeoff weight and a operating empty weight.
Engine selection
In early 1990, no engine supplier willing to share the risk of the $250 million development was yet selected. The Allison GMA3007 was selected in March 1990, with a maximum 40 kN take-off thrust and growth capability to, 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 from the Brasilia.Following the engine selection, design was revised: length decreased from, span increased from, aspect ratio to 9.3 from 9.2.
MTOW rose from, basic operating weight from, maximum fuel from and payload from ; wing loading increased from, time-to-climb to FL400 gained 5 min to 30 min and maximum cruise rose from 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.
Revised design
In March 1991, a revised configuration started wind tunnel testing: the quarter chord wing sweep increased to 22.3° with underslung engines for lower aerodynamic drag. This reduced the span by almost, reducing its aspect ratio from 9.3 to 8.4 and wing area from. The semi-monocoque wing has two main and one auxiliary spar and holds of fuel, it has double-slotted fowler flaps and spoilers. To accommodate the underwing engines, the landing gear is longer, allowing using jetways, and the fuselage was lengthened from.During June 1991, the Brazilian Government loaned $600 million to Embraer and in July the programme was re-evaluated while tooling was 80% complete. By November 1991, Embraer was still looking for partners to share the risk of the $350 million project, hoping to obtain Government approval by the end of the year. Sold at $12 million with an all-digital cockpit and engines, it had letters of intent for 337 units. The scheduled date for the first flight slipped to 1992 and certification for late 1993.
Definitive design
After re-evaluation late in 1991, the layout was again revised with two rear-fuselage-mounted engines, and a Mach 0.8 cruise speed would be tested in the wind tunnel. Seat pitch is. A further stretch to 50–55 passengers is limited by a 12° rotation angle. Embraer continued to look for partners to share the $350 million development as first flight was expected for late 1994. In December 1994, Embraer was privatised for 80% to Brazilian and US investors while 20% was kept by the Brazilian Government.The definitive ERJ 145 first flew on August 11, 1995, with 18 firm orders, 16 options and 127 letters of intent. A 1,300h flight-test programme for the prototype and three pre-series aircraft was planned within 13 months for certification in the third quarter of 1996, before deliveries in the fourth quarter of 1996 to launch customer Flight West. The $14.5 million aircraft is developed with risk-sharing partners including Spain's Gamesa producing the wing; Chile's Enaer for the tail; and the USA's C&D Interiors equipping the cabin. The standard maximum ramp weight is for the extended-range, it is fitted with Honeywell Primus 1000 integrated avionics.
The estimated $300 million development cost is divided between Embraer for 34%, risksharing partners for 33%, long-term loans from Brazilian development-funding institutions for % and participating suppliers for 10%.
On both 370 km hubfeeder and 1,100 km hub-bypass sectors, the EMB145 was expected to offer lower operating costs than the similarly priced Saab 2000 high-speed turboprop and the CRJ. Its $15 million price was $4 million lower than the CRJ.
The Flight Test campaign took four aircraft: S/N 801, PT-ZJA, S/N 001, PT-ZJB, S/N 002, PT-ZJC and S/N 003, PT-ZJD. Only S/N 003 was fitted with passenger seats and had no FTI and was used for functional and reliability tests.
In July 1996, its certification was targeted for October, and the unit cost was then forecast to be US$15 million. The first delivery was planned for late November, while 29 aircraft were to be produced in 1997, 38 in 1998 and at least 48 per year thereafter. Its MTOW could be raised from the standard for an Enhanced Range version. Flight tests allowed to increase its cruise speed to Mach 0.78 from 0.74, and showed fuel economy was 7% better than predicted. Before the Summer 1996 Farnborough Airshow, Embraer held 62 firm orders and 218 options. Continental Express then purchased 25 EMB145s and took 175 options. More than 50 seats would need a wider fuselage for four-abreast seating, an enlarged wing and a more powerful turbofan.
On 10 December 1996, type certification was issued by the Federal Aviation Administration, clearing the type for operational use in North America.
Embraer delivered 892 units of all variants through 2006, and predicted that another 102 units would be delivered in the 2007–2016 time period.
Production in China
During December 2002, Embraer entered a partnership with the Chinese aerospace manufacturer Harbin Aircraft Industry Group, resulting in the creation of Harbin Embraer Aircraft Industry, a joint venture company, to locally produce the ERJ 145 in Harbin for the Chinese market. The assembly line was sized to produce a maximum of 24 aircraft per year, assembling complete knock down kits prepared by Embraer at its facilities overseas. During February 2004, the first delivery of a Chinese-assembled ERJ 145 took place; two months later, China Southern took delivery for two of the locally-built ERJ145s.In April 2009, it was announced that Hainan Airlines had halved its original order for 50 ERJ145s from the joint venture. By April 2011, 41 aircraft had reportedly been produced in China, considerably less than the line's capacity. By this time, the company was undertaking changes to facilitate the local production of the similar Embraer Legacy 650 business jet as well. In March 2016, the final delivery of aircraft produced by the joint venture took place. Two months later, the discontinuation of the local assembly initiative was announced; it was reported that in excess of 40 ERJ 145 and five Legacy 650s has been completed by this point.
Shortened versions
Embraer has introduced two shortened versions of the ERJ145. All three aircraft share the same crew type rating, allowing pilots to fly any of the three aircraft without the need for further training.The ERJ 140 is shorter, seating 44 passengers, and has 96% parts commonality with the ERJ145. The only significant changes are a shorter fuselage, a slightly derated engine and an increased range. The ERJ140 was designed with fewer seats in order to meet the needs of some major United States airlines, which have an agreement with the pilots' union to limit the number of 50-seat aircraft that can be flown by their affiliates. At launch, Embraer estimated the cost of an ERJ140 to be approximately US$15.2 million. The estimated cost of development of the ERJ140 was US$45 million.
The ERJ 135 is shorter, seating 37 passengers, and has 95% parts commonality with the ERJ145. The first ERJ 135 entered service in 1999.