72-452: The Bombardier CRJ700 series is a family of regional jet airliners that were designed and manufactured by Canadian transportation conglomerate Bombardier (formerly Canadair ). Officially launched in 1997, the CRJ700's maiden flight took place on 27 May 1999; it was soon followed by the stretched CRJ900 variant. Several additional variants of the type were subsequently introduced, including
144-811: A turboprop , the Q Series (now owned by De Havilland Canada and marketed as the Dash 8 ). During the late 2010s, Bombardier sought to sell off several of its aircraft programs. The CRJ program was acquired by Mitsubishi Heavy Industries in a deal that closed 1 June 2020. Bombardier continued to manufacture aircraft at the Mirabel facility until the order backlog was completed in December 2020. Mitsubishi will continue to manufacture parts for existing CRJ operators, but currently does not plan to sell or build any new CRJ aircraft, originally planning to focus on their SpaceJet aircraft, for which development has now also ceased. During
216-557: A 25° swept , supercritical wing designed by Antonov and twin rear-mounted General Electric CF34 engines. Bombardier Aerospace developed the 108- to 160-seat CSeries powered by two Pratt & Whitney PW1000G geared turbofans. The smaller CS100 entered service in July 2016 with Swiss Global Air Lines and the larger CS300 entered service with airBaltic in December. After the April 2016 CSeries dumping petition by Boeing , Airbus acquired
288-967: A 50.01% majority stake in the program in October 2017 and renamed it the A220 -100/300 in July 2018. In 2017, Embraer started calling large, almost narrowbody regional jets "crossover" jets, for the Embraer E-Jet E2 and the CSeries . While those rival the A320neo , the smaller MRJ and SSJ100 could be stretched. They are often the largest airliners which can access city airports like London City Airport , benefiting from their longer range and lower fuel burn to open new markets while making lower noise for better local community acceptance. In 2019, after attempting to renegotiate scope clauses, United Airlines ultimately decided to order fifty CRJs for its regional affiliates;
360-443: A Boeing 737 costs less than 8 cents per seat mile at Southwest Airlines but 15 cents at Continental Airlines . While designed primarily for medium stage lengths, regional jets may now be found supplementing major trunk routes alongside traditional larger jet aircraft. RJs allow airlines to open new "long, thin" routings with jet equipment which heretofore did not exist, such as Atlanta to Monterrey, Nuevo León . RJs have also meant
432-433: A common type-rating with the basic CRJ. Leading-edge extensions and high-lift slats improved the wing performance, other aerodynamic changes included an enlarged horizontal tailfin. By March 1995, low-speed wind tunnel testing confirmed a 2,830 km (1,530 nm) range in the 74-seat North American configuration and 2,350 km in the 72-seat European configuration. First deliveries were planned for 1999. In 1995,
504-403: A few have kept the older -8C1 engines in their fleet. Maximum speed is Mach 0.85 (903 km/h; 488 kn) at a maximum altitude of 12,500 m (41,000 ft). Depending upon payload, the CRJ700 has a range up to 3,620 km (2,250 mi) with original engines, and a new variant with CF34-8C5 engines has a range of up to 4,660 km (2,900 mi). The CRJ550 is a variant of
576-514: A further C$ 200 million to develop the CRJ900, stretched to 90 seats; the CRJ700 was listed at $ 24–25 million then, while the larger CRJ900 was priced at $ 28–29 million. During May 2000, the CRJ900's launch was delayed for contract negotiations while the certification remained on-track. In July 2000, the CRJ900 was formally launched. The enlarged model was targeted at existing CRJ200/CRJ700 customers looking for larger airliners. A new final-assembly facility
648-490: A further four of the type. In June 2010, Lufthansa ordered eight off the CRJ900 NextGen. In December 2012, Delta Air Lines ordered 40 CRJ900 NextGen worth $ 1.89 billion with 30 options. During February 2012, Garuda Indonesia ordered six CRJ1000s and took options for another 18. Danish lessor Nordic Aviation Capital also ordered 12 for Garuda to operate, with delivery beginning in 2012. According to Bombardier, by 2015,
720-436: A gap in the market by flying on longer routes than turboprops, but shorter than the narrow body jets. Maiden flight The maiden flight , also known as first flight , of an aircraft is the first occasion on which it leaves the ground under its own power. The same term is also used for the first launch of rockets . In the early days of aviation it could be dangerous, because the exact handling characteristics of
792-460: A lower cost, reversing the 1990s trend. Bombardier delivered its last 50-seat CRJ in 2006 and Embraer delivered its last ERJ in 2011. Bombardier switched to its lengthened 70- to 100-seat CRJ700 /900/1000, while Embraer launched the four-abreast E-Jet series 170/175/190/195. 50-seat jet demand is lower with high fuel prices, and this reflects on their lower market value . A majority of them will be scrapped . Bombardier and Embraer have started
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#1733084775112864-471: A market for more than 500 aircraft and planned to produce up to 80 a year, but at peak delivered 157 ERJs in 2000 while Bombardier delivered 155 CRJs in 2003. After 9/11 , high fuel prices returned and jets had to grow to keep seat-mile costs down. Airlines renegotiated scope clause to limit jets to 70 seats as the market consolidated . Larger aircraft came back on regional routes for their efficiency , and on shorter routes turboprops were not much slower for
936-468: A new cabin common to the CRJ700 NextGen and CRJ1000 NextGen. Mesaba Aviation (now Endeavor Air ), operating at the time as Northwest Airlink (now Delta Connection ), was the launch customer, and remains the largest operator of the CRJ900 NextGen. The Endeavor fleet of CRJ900 NextGen aircraft was configured in a two-class seating configuration, with 12 first-class seats and 64 coach seats. During 2008,
1008-672: A return of jet service to cities where full-size jet service had departed over a decade ago, such as Macon, Georgia , and Brownsville, Texas . The idea that regional jets would provide point-to-point service and bypass the hub-and-spoke system is debated. As of January 2003, 90% of all regional jet flights in the United States had a hub or major airport at one end of that flight, and this number has been gradually increasing since 1995. However an International Center for Air Transportation Report in 2004 noted that regional jets were no longer used solely for hub feeder operations. As such they filled
1080-602: A series of lawsuits over export taxes and subsidies. Although not as economical as the turboprop, by flying directly to and from smaller airports, regional jets reduced the need for low-cost regional airliners. The 68- to 99-seat Antonov An-148 , designed and produced by Antonov in Ukraine, made its maiden flight on 17 December 2004 after a development started in the 1990s. It was certified on 26 February 2007 and introduced in 2009. The stretched An-158 can seat 99 passengers. United Aircraft Corporation subsidiary Sukhoi developed
1152-478: A sizable first class section, where passengers might typically expect dedicated service, the CRJ550 is equipped with a self-service galley area to be stocked with a selection of snacks and a refrigerator with non-alcoholic beverages, empowering first class passengers to enjoy refreshments at their leisure, particularly when flight attendants are serving the economy cabin. The CRJ900 is a stretched 76- to 90-seat version of
1224-404: A small market niche, like the de Havilland Canada Dash 7 , but four engines led to higher maintenance costs than twin-engine designs and BAe did not produce a lower operating cost twin-engine design, unlike the Dash 8 . In 1988, the 97- to 122-seat Fokker 100 , a stretched F28, was introduced, followed by the shorter, 72– to 85-seat Fokker 70 in 1994. Low fuel prices drove the development of
1296-516: A stake in the venture during the 1990s. Bombardier has stopped taking new sales; production of the CRJ was to continue at Mirabel until the order backlog was complete, with final deliveries then expected in the second half of 2020. The deal was to include the type certificate for the CRJ series; Bombardier was working with Transport Canada to separate the CRJ certificate from that of the Challenger . Closure of
1368-420: A substantial early order, valued at US$ 10 billion, for the CRJ700 (and CRJ200) was issued by Delta Air Lines , involving 500 aircraft along with options for 406 more. Comair , operating as Delta Connection , placed an order of 14 CRJ900s; by November 2007, six of these had entered revenue service. Comair's aircraft feature a two–class seating configuration, comprising 12 first-class seats and 64 coach seats; this
1440-471: A target temperature instead of a hot-cold knob. The auxiliary power unit is a Honeywell RE220, which supplies much more air to the AC packs and has higher limits for starting and altitude usage. The aircraft features two GE CF34 -8C5 engines, 59.4 kN (13,400 lbf) thrust with APR. The engines are controlled by FADEC digital engine control instead of control cables and a fuel-control unit. In typical service,
1512-579: A third of US domestic flights on major airlines were late, as using more smaller jets led to more crowded skies and runways in an already saturated system. US major carriers high pilots' wages led them to subcontract flights to regional airlines with lower labor costs. Pilot unions then demanded to regulate subcontracted aircraft size to a 50 seats maximum scope clause . In turn, large routes were served by sub-optimal 50-seat jets which accelerated demand for those types in North America . Embraer envisioned
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#17330847751121584-403: A type rating, permitting cross-crew qualification via a three-day course. In March 1997, four prototypes were planned for the CRJ700's flight-test program. On 27 May 1999, the first prototype CRJ700 made its maiden flight . At this point, type certification was expected for 2001. By 1999, Bombardier had invested C$ 650 million (US$ 440 million) to develop the 70-seat CRJ700, and was set to invest
1656-606: Is a jet -powered regional airliner with fewer than 100 seats. The first one was the Sud-Aviation Caravelle in 1959, followed by the widespread Yakovlev Yak-40 , Fokker F-28 , and BAe 146 . The 1990s saw the emergence of the Canadair Regional Jet and its Embraer Regional Jet counterpart, then the larger Embraer E-Jet and multiple competing projects. In the US, they are limited in size by scope clauses . The market
1728-652: Is a 78- to 90-seat jet manufactured by the Chinese state-owned aerospace company Comac . Development began in March 2002, the first prototype was rolled out on 21 December 2007, and made its maiden flight on 28 November 2008. It received its CAAC Type Certification on 30 December 2014 and was introduced on 28 June 2016 by Chengdu Airlines . Resembling the McDonnell Douglas MD-80 / MD-90 produced under licence in China, it features
1800-547: Is listed as CL-600-2C11 on the TCCA and FAA type certificates, after receiving certification in 2019. The CRJ550 has not yet been certified by EASA. Each converted CRJ550 has a supplemental aircraft identification data plate added next to the original data plate, reflecting its new model designation. The variant was announced on 6 February 2019 with launch customer United Airlines , ordering 50 aircraft configured with 10 first class, 20 economy plus, and 20 economy seats. The first aircraft
1872-454: Is marketed as the Challenger 870 . The CRJ700 directly competes with the Embraer 170 , which typically seats 70 passengers. The early-built aircraft were equipped with two General Electric CF34-8C1 engines, but later-built aircraft are now equipped as standard with the -8C5 model, which is essentially an uprated 8C1. Most airlines have replaced the older-model engines with the newer model, while
1944-508: Is reportedly due to a limitation in Delta's contract with its pilots, limiting its regional carriers to flying aircraft with a maximum capacity of 76 seats. During September 2011, PLUNA received its 11th airplane (from an eventual total order of 15 with options). Estonian Air ordered three CRJ900 NextGen 88-seat aircraft. Also, SAS ordered 13 of these in March 2008. Iraqi Airways has ordered six Bombardier CRJ900 NextGen airliners and options on
2016-551: The Boeing 737 and Airbus A319 on the "large" side and the RJs on the "small side". On 5 February 1996, Bombardier started looking at a takeover of a struggling Fokker , producer of the Fokker 100 100-seater. After evaluating Fokker's opportunities and challenges, Bombardier dropped the prospect on 27 February. Bombardier was feeling that the 100-seat market was already saturated by designs like
2088-668: The CRJ-X , a program to produce enlarged derivatives of its popular CRJ100/200 family. During its lifetime, competitors included the British Aerospace 146 , the Embraer E-Jet family , the Fokker 70 , and the Fokker 100 . In Bombardier's lineup, the CRJ Series was marketed alongside a family of larger jets, the C Series (now owned by Airbus and marketed as the Airbus A220 ), and
2160-469: The Embraer E-Jet family . A re-engining of the CRJ, akin to the rival Embraer E-Jet E2 , with newer and more efficient engines, such as the GE Passport , to replace the current GE CF34 powerplants, would be unlikely to overcome the certification expense, primarily as newer engines are larger and heavier, eroding fuel burn improvements that would be achieved on short regional routes. During April 2000,
2232-664: The Superjet 100 , it made its maiden flight on 19 May 2008 and was introduced in April 2011 with Armavia . It typically seats 98 passengers and is powered by 2 PowerJet SaM146 turbofans from a Safran / NPO Saturn joint venture. Many CRJ100 /200 were retired since 2003 and in 2013 the first Embraer ERJ were disassembled: 50-seaters' value was dwindling as US carriers were dropping them. The ERJ retirements could be exacerbated because Rolls-Royce plc restricts parts choice, making engine maintenance more expensive, but its TotalCare agreements provide cost predictability. The Comac ARJ21
Bombardier CRJ700 series - Misplaced Pages Continue
2304-626: The 1960s, and the small Aerospatiale Corvette (1974) was used as a regional airliner from the 1970s. In 1978, the US Airline Deregulation Act led to route liberalization , favouring small airliners demand. US passengers were disappointed by these, lacking aircraft lavatories or flight attendants of larger jet aircraft. As feeder routes grew, regional airlines replaced these small aircraft with larger turboprop airliners to feed larger airline hubs . These medium airliners were then supplanted by faster, longer range, regional jets like
2376-523: The 50-seat three-abreast ERJ 145 from the EMB-120 Brasilia turboprop, which was introduced in December 1996. They replaced the turboprops thanks to their better perceived image and larger range. On small-capacity long routes, they could offer a better service by increasing frequencies at a smaller capacity and could replace mainline jet airliners like McDonnell Douglas DC-9s and Boeing 737s . They can be used for direct airport-to-airport flights, to
2448-820: The A319, a decision that looked foolish with the successful introduction of the E-Jets. The share of US domestic passengers flying in 32- to 100-seat regional jets grew to one-third from 2000 to 2005, as network carriers subcontracted low-volume routes to cheaper commuter airlines with smaller planes. Amid regional jet usage saturation, bankruptcy of regional airlines and shrinking of Delta Air Lines and Northwest Airlines , cramped 50-seaters were evolving into more spacious 70- to 100-seaters, limited by union rules. In late 2005, Bombardier suspended its CRJ-200 production line. Between 2000 through 2006, 385 large planes were grounded while 1,029 regional jets were added. By June 2007, nearly
2520-538: The CRJ series accounted for over 20% of all jet departures in North America; globally, the family operated in excess of 200,000 flights per month. Bombardier expected the 60–100-seat airliner market to represent 5,500 aircraft from 2018 through 2037. As of November 2018, following Bombardier's decisions to sell the CSeries to Airbus and the QSeries to Viking Air , the company was looking at "strategic options" to return
2592-542: The CRJ to profitability. Analysts suspected that it may decide to exit the commercial aircraft market altogether and refocus on business aircraft. On 25 June 2019, Bombardier announced a deal to sell the CRJ program to Mitsubishi Heavy Industries , the parent company of Mitsubishi Aircraft Corporation , which was developing the SpaceJet . Mitsubishi had a historic interest in the CRJ program, having sounded out risk-sharing options with Bombardier, and at one point expected to take
2664-474: The CRJ-X. During January 1997, the CRJ-X was officially launched. During September 1998, Bombardier also studied an all-new 90-seat BRJ-X model. The company later shelved it for a less expensive, stretched CRJ-X, later designated CRJ900, while the original CRJ-X was designated as the CRJ700. The CRJ700 incorporated several CRJ900 features, such as its revised wing and avionics improvements. The CRJ700 and CRJ900 share
2736-433: The CRJ700 limited by type certification to just 50 passenger seats and a lower maximum takeoff weight (MTOW) of 65,000 pounds (29,000 kg), compared to the CRJ700's 75,000 pounds (34,000 kg). It was introduced by Bombardier in order to offer a 50-seat aircraft that complies with U.S. pilot contract scope clauses while offering more premium seats. All CRJ550s were converted from existing CRJ700s. The aircraft model
2808-468: The CRJ700 was replaced by the CRJ700 NextGen, which featured improved economics and a revised cabin common to the CRJ900 NextGen and CRJ1000 NextGen. In January 2011, SkyWest Airlines ordered four CRJ700 NextGen aircraft. During 2016, Bombardier began offering a modernized cabin design for the CRJ Series; this cabin provided a more spacious entryway, larger overhead bins, larger windows situated higher upon
2880-507: The CRJ700. Internally designated as the RJX, the first CRJ900 (C-FRJX) was modified from the prototype CRJ700 by adding longer fuselage plugs fore and aft of the wings. It was later converted into the prototype CRJ1000 by replacing the fuselage plugs with longer plugs. The CRJ900 also features strakes located at the rear of the plane. The CRJ900 competes with the Embraer 175 , and is more efficient per seat-mile, according to Bombardier. Mesa Air Group
2952-465: The CRJ705 on TCCA and FAA documents was CL-600-2D15. The CRJ705 variant was short-lived. In April 2016, Jazz Aviation announced a plan to convert them all to standard CRJ900 configuration with a slightly increased capacity of 76 with 12 business class and 64 economy class seats. By late February 2018, the conversion process was complete. All former CRJ705s received supplemental identification plates reflecting
Bombardier CRJ700 series - Misplaced Pages Continue
3024-464: The CRJ900 can cruise 8–10,000 ft higher with a slightly higher fuel burn and an average true airspeed of 450–500 knots, a significant improvement over its predecessor. Its maximum ground takeoff weight is 84,500 lb. In 2018, the CRJ900's list price was $ 48 million, while its market value was $ 24M; reportedly, most customers are paying around $ 20–22M and the American Airlines order for 15
3096-438: The CRJ900 configuration, later joined by a second purpose-built test aircraft. On 21 February 2001, the maiden flight of the CRJ900 took place five months ahead of schedule. By March 2002, the CRJ900 was anticipated to enter service in 2003. During 2007, Bombardier launched the CRJ900 NextGen to replace the initial version. Its improvements and conic nozzle enhanced fuel economy by 5.5%. The new model has improved economics and
3168-536: The US Essential Air Service program. The Sud Aviation Caravelle (80 to 140 seats), introduced in 1959 and ordered by many European flag carriers , was the first purpose-built short-haul jetliner. It was a twin turbojet design for inter-European routes. The Caravelle used the forward fuselage nose section of the de Havilland Comet , the first commercial jetliner , not effective for continental-European flights. The BAC One-Eleven (89 to 119 seats)
3240-549: The US, many more than 20 years old. SkyWest wants to replace 150 of its 200 ageing Bombardier CRJ200s and ERJs and while many have logged 30,000 cycles, their life may be extended to 60,000 cycles for 10-15 more years of service. SkyWest asked Bombardier, Embraer and Mitsubishi Aircraft to develop a new aircraft but the market is regulated by scope clauses . The Mitsubishi SpaceJet (ex MRJ), seating 70–90 passengers and manufactured by Mitsubishi Aircraft Corporation , made its first flight on 11 November 2015. After several delays,
3312-532: The United Express brand, including eleven that would be transferred from GoJet. In November 2024, SkyWest ordered 60 conversion kits for CRJ550 aircraft. The reconfiguration addresses a common pain point of the CRJ series: limited overhead storage. Four large storage cabinets are installed on the cabin floor, allowing passengers to stow their carry-on luggage inside the cabin. Aircraft with 50 or fewer seats require only one flight attendant. Because this aircraft has
3384-761: The aircraft size and number in US regional airlines , are often a design point for regional jets. Since 2012, American Airlines , Delta Air Lines and United Airlines cap their regional airlines' jets at 76 seats and maximum take-off weight at 86,000 lb (39 t). For an EASA assessment of aircraft noise , regional jets were defined by ICAO / CAEP experts as 30–50 t (66,000–110,000 lb) MTOW aircraft. These aircraft are widely used by commuter airlines such as SkyWest and American Eagle . The low rate of fuel consumption, which translates to low cost of operation, makes regional jets ideal for use as commuter aircraft or to connect lower traffic airports to large or medium hub airports. Regional jets are heavily used in
3456-454: The aircraft were generally unknown. The maiden flight of a new type is almost invariably flown by a highly experienced test pilot . Maiden flights are usually accompanied by a chase plane , to verify items like altitude , airspeed , and general airworthiness . A maiden flight is only one stage in the development of an aircraft type. Unless the type is a pure research aircraft (such as the X-15 ),
3528-413: The aircraft will be sourced from existing CRJ700 airframes and reconfigured with 50 seats in 3 classes. Bombardier will recertify the aircraft as the CRJ550 model, with a lower MTOW to comply with the scope clauses, and hopes to sell this new configuration to replace up to 700 existing 50-seaters with US regional airlines. By August 2019, there were 1,100 50-seat jets operated worldwide including 700 in
3600-527: The change. On 19 February 2007, Bombardier launched the development of the CRJ1000, previously designated CRJ900X, as a stretched CRJ900, with up to 100 seats. The CRJ1000 completed its first production flight on 28 July 2009 in Montreal; the entry into service was planned for the first quarter of 2010. A month after the first flight, however, a fault in the rudder controls forced the flight-test program to be grounded;
3672-405: The deal was confirmed on 1 June 2020, with Bombardier's service and support activities transferred to a new Montreal-based company, MHI RJ Aviation Group. MHI RJ has not renamed the aircraft, and its website refers simply to the "CRJ Series". The final CRJ to be produced, a CRJ900, was delivered to SkyWest Airlines on 28 February 2021. Design work on the CRJ700 by Bombardier started in 1995, and
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#17330847751123744-577: The detriment of the hub-and-spoke model . Since 1999, the Fairchild Dornier 328JET was also competing but the type did not enter large scale production as Fairchild Dornier went bankrupt, also ending the larger Fairchild Dornier 728 family development. The CRJ/ERJ also resulted in the end of the BAe 146 line. The CRJ and ERJ success also played a minor part in the failure of Fokker , whose Fokker 100 found itself squeezed on both sides by new models of
3816-556: The development was projected to cost around C$ 300 million (US$ 200 million). In June 1996, Bombardier selected Rockwell Collins ' Pro Line 4 avionics suite. During May 1996, General Electric formally launched the previously selected CF34-8C variant. Extensive redesigning resulted in the CRJ700 retaining only 15% of the CRJ200 airframe. The CRJ-X launch was delayed by several months, due to negotiations with suppliers and subcontractors . During September 1996, Bombardier's board authorised sales of
3888-544: The early 1990s, Bombardier Aerospace became interested in developing larger variants of the CRJ100/200 series; associated design work commenced in 1994. The CRJ-X , as the new range was initially designated, sought to compete with larger regional jets such as the Fokker 70 / Fokker 100 or the BAe 146 family. The CRJ-X featured a stretched fuselage, a lengthened wing, and up-rated General Electric CF34 -8C engines, while maintaining
3960-582: The elongated CRJ1000 and the CRJ550 and CRJ705 , which were modified to comply with scope clauses . The CRJ program was acquired by the Japanese corporation Mitsubishi Heavy Industries in 2020, which ended production of the aircraft. Their design was derived from the smaller CRJ100 and 200 airliners, the other members of the Bombardier CRJ aircraft family. During the 1990s, Bombardier initiated development on
4032-562: The first Bombardier CRJ100/200 . Early small jets had higher operating costs than turboprops on short routes. The gap narrowed with better turbofans, and closed with the higher utilization due to higher speeds. In 1983 British Aerospace introduced its BAe 146 short-range jet, produced in three sizes between 70 and 112 seats: the -100, -200, and the largest -300, later renamed the Avro Regional Jet. Low aircraft noise and short takeoffs were suited to city-center to city-center service,
4104-429: The fuselage, newer seats, larger lavatories, and upgraded lighting. Around this time, maintenance intervals were also extended to 800/8,000 flight hours. From summer 2018, "A" checks were performed every 800 flight hours, while "C" checks occurred every 8,000 flight hours. Also, the adoption of a new conic engine nozzle boosted fuel efficiency by 1%. Over its production life, the CRJ family has latterly competed with
4176-484: The program was canceled in February 2023. After Bombardier Aviation divested its CSeries and Dash 8 programmes, it sold the CRJ programme to Mitsubishi Heavy Industries , in a deal that closed on 1 June 2020. A smaller airplane is more costly per seat mile than a larger plane, but it mostly depends on the airline: in 2005, Bombardier was estimating regional jet costs at 9 to 10 US cents per seat mile while flying
4248-578: The program was not resumed until February 2010, and deliveries were projected to begin by January 2011. Brit Air and Air Nostrum were the launch customers for the CRJ1000. Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 was awarded aircraft Type Certificates from Transport Canada and the European Aviation Safety Agency , allowing for deliveries to begin. On 14 December 2010, Bombardier began CRJ1000 deliveries to Brit Air and Air Nostrum. On 23 December 2010, it
4320-524: The program was officially launched in January 1997. The CRJ700 is a stretched derivative of the CRJ200. The CRJ700 features a new wing with leading-edge slats and a stretched and slightly widened fuselage, with a lowered floor. Its first flight took place on 27 May 1999. The aircraft model is listed as CL-600-2C10 on the TCCA, FAA, and EASA Type Certificates. The CRJ700 first entered commercial service with Brit Air in 2001. Seating ranges from 63 to 78. The CRJ700
4392-431: The regional jet as up to 100 seats in capacity. This is also the limit capacity for two flight attendants . FlightGlobal sort the 66- to 146-seat Embraer E-Jet / E2 as a regional aircraft, but the 116- to 141-seat Airbus A220 (ex Bombardier CSeries) as a mainline airliner. Boeing defines regional jets as below 90 seats. Regional Jet is used in the name of multiple airliners: The scope clauses , limiting
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#17330847751124464-468: The regional jet: in the 1990s oil prices were around $ 10–20 per barrel. Turboprop manufacturers wanted to develop their portfolio. Canadair 's purchase by Bombardier in 1986 enabled a 50-seat stretched development of its Challenger business jet , green-lighted by then chief executive Laurent Beaudoin in March 1989. The first Bombardier four-abreast Canadair Regional Jet was delivered in October 1992 to Lufthansa CityLine . Embraer then developed
4536-530: The type. Data as of 1 January 2021. Related development Aircraft of comparable role, configuration, and era Related lists In 2006, the CRJ700 was featured in Microsoft Flight Simulator X as one of the demo aircraft. The initial version of this article was based on a public domain article from Greg Goebel's Vectorsite . [REDACTED] Media related to CRJ700 at Wikimedia Commons Regional jet A regional jet (RJ)
4608-759: Was $ 24.8M, a 2015 model is valued $ 22.0M, a 2010 one is worth $ 15.5M for a $ 155,000 monthly lease, and it would be $ 12.0M in 2021 for a $ 145,000 monthly lease, while its D Check costs $ 800,000 and its engine overhaul costs $ 0.9 to 2.4M. As of July 2018, 290 CRJ700 aircraft (all variants), 425 CRJ900 aircraft (all variants), and 62 CRJ1000 aircraft were in airline service with SkyWest Airlines (123), Endeavor Air (112), PSA Airlines (95), Mesa Airlines (84), GoJet Airlines (54), ExpressJet Airlines (39), Lufthansa CityLine (37), China Express Airlines (36), Jazz Aviation LP (35), Scandinavian Airlines (26), HOP! (25), Air Nostrum (23), Envoy Air (20), Garuda Indonesia (18), and other operators with fewer aircraft of
4680-496: Was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace. It has a separate type rating . Bombardier states that it offers better performance and a higher profit per seat than the competing Embraer E-190 . The aircraft model is listed as CL-600-2E25 on the TCCA, FAA, and EASA Type Certificates. In 2018, a new CRJ1000 discounted price
4752-582: Was at below $ 20M. A six-year old aircraft of 2012 was worth less than $ 14M and it was to fall by 30% in 2021. The CRJ705 was a variant of the CRJ900 regional jet limited by type certification to just 75 seats, to comply with Air Canada's pilot contract scope clause. Air Canada Jazz , a regional carrier operating under the Air Canada Express brand, served as the launch customer for this aircraft in 2005. These aircraft were configured with 10 business class and 65 economy class seats. The official designation for
4824-590: Was built in three variants, all of which are listed on the TCCA Type Certificate: Series 700, Series 701, and Series 702. The Series 700 is limited to 68 passengers, the Series 701 to 70 passengers, and the Series 702 to 78 passengers. The CRJ700 also has three fuel/weight options: standard, ER, and LR. The ER version has an increase in fuel capacity and maximum weight, which in turn increases the range. The LR increases those values further. The executive version
4896-488: Was consolidated as Bombardier Aviation sold its airliner programs between 2017 and 2019, leaving Embraer as the sole large independent regional jet manufacturer, while emerging players try to push competitors: the Mitsubishi SpaceJet , Sukhoi Superjet 100 , Comac ARJ21 , and Antonov An-148 . Regional Jet is a term in industry jargon and not a regulatory category. Embry–Riddle Aeronautical University defines
4968-598: Was delivered on 7 August 2019 ahead of FAA certification in September. These aircraft were initially operated by GoJet Airlines under the United Express brand. In 2024, SkyWest Airlines also started operating a sizeable fleet of CRJ550 aircraft. In July, it began introducing the first of 19 CRJ550s operating under the Delta Connection brand. In October, SkyWest announced it would operate an additional 40 CRJ550s under
5040-423: Was established at Montréal-Mirabel International Airport , as the CRJ100/200's existing line had insufficient capacity. In January 2001, Transport Canada granted the CRJ700 its type approval. In May 2001, the U.S. Federal Aviation Administration certification for the CRJ700 was close, but required two minor avionics-related changes. During October 2000, one of the CRJ700 prototypes was being converted to represent
5112-572: Was the launch customer for the CRJ900 painted in America West livery. The aircraft model is listed as CL-600-2D24 on the TCCA, FAA, and EASA Type Certificates. The wing is wider with added leading-edge slats, the tail is redesigned with more span and anhedral. The cabin floor has been lowered 2 in (5 cm), which gains outward visibility from the windows in the cabin, as the windows become closer to eye-level height. The cabin's recirculation fan aids in cooling and heating. The environmental packs have
5184-423: Was then introduced in 1965. In 1968, Aeroflot introduced the 32-seat Yakovlev Yak-40 and the 65- to 85-seat Fokker F28 Fellowship was introduced in 1969. In 1975, the 40- to 44-seat VFW-Fokker 614 saw service entry with its distinctive overwing engines, 19 were built. Some business jets like the British Aerospace 125 (first delivery: 1964) and Dassault Falcon 20 (1965) were operated by small airlines from
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