Embraer ERJ 135 / 145
Illustrative image; it may differ from the actual aircraft.The Embraer ERJ family (for Embraer Regional Jet) are regional jets designed and produced by the Brazilian aerospace company Embraer. The family includes the ERJ 135 (37 passengers), ERJ 140 (44 passengers), and ERJ 145 (50 passengers), as well as the Legacy 600 business jet and the R-99 family of military aircraft. Development of the ERJ 145 was launched in 1989. Its early design took the form of a turbofan-powered stretch of the existing turboprop-powered EMB 120 Brasilia regional aircraft. After the project was temporarily suspended in 1990, work on a revised configuration was undertaken during the early 1990s. While retaining the three-abreast seating of the Brasilia, the twinjet featured a new swept wing and is powered by two rear-fuselage-mounted Rolls-Royce AE 3007 turbofans for a range up to 2,000 nautical miles [nmi] (3,700 km; 2,300 mi).
Specifications
Figures for the ERJ-145 variant, the most representative of the family
The type first flew in 1995 (31 years ago) · About 1,230 units built · Production ended in 2020
Figures for the type, not for this particular aircraft: each variant and each configuration changes something. They are shown in both systems used in aviation.
The story of the type
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 18-foot (5.5 m) stretch of the EMB 120 Brasilia developed for US$150 million plus $50 million for training and marketing, one third the cost of the cancelled Short Brothers FJX project. Its $11 million unit cost would have been $3 million less than the Canadair CRJ. The jet was anticipated to be able to travel at 400 knots (740 km/h; 460 mph), equipped with the CFE738, Lycoming ALF 502 or Rolls-Royce/Allison AB580 turbofan engines, with the model to be selected in the summer of 1989. It was targeted for a late 1992 introduction with six produced, then ramping to 60 per year by 1995. It aimed for half of a market for 1,000 aircraft with break-even after twelve years with 400 sold.
Keeping 75% of the Brasilia parts and systems, the EMB 145 Amazon aimed for a 1991 first flight. The stretch resulted from two 11-foot (3.4 m) plugs of the 7-foot-6-inch (2.29 m) diameter fuselage in the front and behind the redesigned 538-square-foot (50.0 m2) wing. Its supercritical airfoil with a 14% root thickness had its chord extended at the leading edge with a slight sweepback, increased aspect ratio and winglets. The overwing podded engines were expected to generate 6,400 pounds-force (28 kN) of thrust. Designed for 500–600 nmi (930–1,110 km; 580–690 mi) stages, up to 1,400 nmi (2,600 km; 1,600 mi) with a reduced payload, it had a 36,375 lb (16,500 kg) maximum takeoff weight (MTOW) and a 21,045 lb (9,546 kg) operating empty weight.
Engine selection
In early 1990, no engine supplier willing to share the risk of the $250 million development was yet selected. The Allison GMA3007 (later renamed the Rolls-Royce AE 3007) was selected in March 1990, with a maximum 40 kN (7,100 lbf) take-off thrust and growth capability to 45 kN (10,000 lbf), first flight was then due in September 1991. Rolls-Royce could participate in the fan and low-pressure turbine, its original responsibility on the RB.580 joint development. By May, it had 296 commitments from 19 operators, and was seeking external finance. In June, maiden flight was expected by the end of 1990 before mid-1993 deliveries for $11.5 million each, cabin pressurisation was increased to 0.55 bar (8.0 psi) from the Brasilia 0.48 bar (7.0 psi).
Following the engine selection, design was revised: length decreased from 27.08 to 26.74 m (88.8 to 87.7 ft), span increased from 22.37 to 22.49 m (73.4 to 73.8 ft), aspect ratio to 9.3 from 9.2.
MTOW rose from 16,500 to 18,500 kg (36,400 to 40,800 lb), basic operating weight from 9,560 to 10,940 kg (21,080 to 24,120 lb), maximum fuel from 3,900 to 4,210 kg (8,600 to 9,280 lb) and payload from 4,500 to 5,160 kg (9,920 to 11,380 lb); wing loading increased from 330 to 370 kg/m2 (68 to 76 lb/sq ft), time-to-climb to FL400 gained 5 min to 30 min and maximum cruise rose from 405 to 428 kn (750 to 793 km/h) at FL360. The first delivery in 1993 was slated to Comair, which ordered 60.
In November 1990, a major reduction in Brazilian government spending, which held 61% of its voting share, resulted in Embraer laying off 32% of its 12,800 employees and suspending development of the EMB 145 for six months.
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 2 to 20.5 m (6 ft 7 in to 67 ft 3 in), reducing its aspect ratio from 9.3 to 8.4 and wing area from 50 to 47 m2 (540 to 510 sq ft). The semi-monocoque wing has two main and one auxiliary spar and holds 4,500 kg (9,900 lb) of fuel, it has double-slotted fowler flaps and spoilers. To accommodate the underwing engines, the landing gear is longer, allowing use of jetways, and the fuselage was lengthened from 25.8 to 26 m (85 to 85 ft).
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 31.8 kN (7,100 lbf) 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 79 cm (31 in). 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.
Variants
ERJ 135ER – Extended Range, although this is the baseline 135 model. Simple shrink of the ERJ145, seating thirteen fewer passengers, for a total of 37 passengers.
ERJ 135LR – Long Range, increased fuel capacity and upgraded engines. Launch customer: Belgium Air Component.
ERJ 140ER – Extended Range, although this is the baseline 140 model. Simple shrink of the ERJ145, seating six fewer passengers for a total of 44 passengers.
ERJ 140LR – Long Range (increased fuel capacity (5,187 kg) and upgraded engines. Launch customer: American Eagle (Envoy).
ERJ 145EU – Model optimized for the European market. Same fuel capacity as 145LR (4,174 kg) but a lower MTOW 19,990 kg
ERJ 145ER – Extended Range, although this is the baseline 145 model with 50 seats. Launch customer: ExpressJet Airlines
ERJ 145EP – Same fuel capacity as 145ER (4,174 kg) but an increased MTOW 20,990 kg. Launch customer: Flybmi.
ERJ 145LI – Built in China – joint venture with Harbin Aircraft Manufacturing Corporation
ERJ 145LR – Long Range – increased fuel capacity (5,187 kg) and upgraded engines.
ERJ 145LU – Same fuel capacity as 145LR (5,187 kg) but an increased MTOW 21,990 kg. Launch customer: Luxair.
ERJ 145MP – Updated version of the 145ER with increased MTOW, increased empty weight, and increased payload with same fuel capacity of the 145ER. Range also slightly increased by 30nm.
ERJ 145XR – Extra-long Range, numerous aerodynamic improvements, including winglets, strakes, etc. for lower cruise-configuration drag; an aft ventral fuel tank in addition to the two main larger capacity wing tanks (same tanks as in the LR models); increased weight capacity; increased cruise from .78 mach to .80 mach. Launch customer: ExpressJet Airlines.
Legacy 600 (EMB 135BJ) – Business jet variant based on the ERJ 135.
Legacy 650 (EMB 135BJ) – Business jet variant based on the Legacy 600 with increased range.
The physical engines are the same (Rolls-Royce AE 3007), however, the FADEC (Full Authority Digital Engine/Electronic Control) logic is what differs between the various models in regards to total thrust capability.
The extended range version, the ERJ 145ER, has Rolls-Royce AE 3007A engines rated at 31.3 kN (7,036 lb) thrust, with the option of more powerful AE 3007A1 engines. A, A1, A1P models are mechanically identical but differ in thrust due to variations in FADEC software. The A1E engine, however, has not only new software, but significantly upgraded mechanical components.
The long-range ERJ 145LR aircraft is equipped with Rolls-Royce AE 3007A1 engines which provide 15% more power. The engines are flat rated at 33.1 kN (7,440 lb) thrust to provide improved climb characteristics and improved cruise performance in high ambient temperatures.
The extra-long-range ERJ 145XR aircraft is equipped with Rolls-Royce AE 3007A1E engines. The high performance engines provide lower specific fuel consumption (SFC) and improved performance in hot and high conditions. The engines also yield a higher altitude for one-engine-inoperable conditions."
Despite the multiple variants, pilots need only one type rating to fly any variant of the ERJ aircraft. Companies like American Eagle utilizes this benefit with its mixed fleet of ERJ 135ER/LR and ERJ145EP/LR/XR. Shared type-ratings allow operators to utilize a single pilot pool for any ERJ aircraft.
C-99A – Transport model
EMB 145SA (E-99A / E-99M) – Airborne Early Warning model
EMB 145RS (R-99B) – Remote sensing model
EMB 145MP/ASW (P-99) – Maritime patrol model
EMB 145H (Hellenic Air Force) – Airborne Early Warning model
EMB 145SM (Indian Air Force) – Airborne Early Warning model
B.LL.2 (Royal Thai Navy) – (Thai: บ.ลล.๒) designation for the ERJ 135LR.
Where this type is seen
From our logbook: 339 aircraft of this type documented at 192 airports.
A count of our own aircraft profiles, year by year, from the public United States flight records: it reflects what we have documented, not the airport’s total traffic.
Overview and history adapted from Wikipedia (CC BY-SA) · technical figures from the manufacturer’s published specifications and standard aviation references
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This page was last updated on October 10, 2026
APA
Vuelopedia. (2026, October 10). Embraer ERJ 135 / 145. Retrieved October 16, 2026, from https://vuelopedia.org/en/model/erj145
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BibTeX
@misc{vuelopedia_en_model_erj145,
author = {{Vuelopedia}},
title = {{Embraer ERJ 135 / 145}},
publisher = {Fundación Poderia},
year = {2026},
date = {2026-10-10},
url = {https://vuelopedia.org/en/model/erj145},
howpublished = {\url{https://vuelopedia.org/en/model/erj145}},
urldate = {2026-10-16},
note = {Accessed 2026-10-16}
}Wikipedia
{{cite web |url=https://vuelopedia.org/en/model/erj145 |title=Embraer ERJ 135 / 145 |website=Vuelopedia |publisher=Fundación Poderia |date=2026-10-10 |access-date=2026-10-16 |language=en}}