Summary

• The regional jet market is dominated by Embraer and Bombardier, with emerging competition from Russia and China.
• Airlines must choose between turboprop and jet engines based on the flight distances and operational needs.
• Airbus competes with Embraer's E-Jets, but the ATR and Dash 8 turboprop aircraft remain popular options.

The regional jet market has seen plenty of change in recent years. Airbus has paid more attention to it, and Boeing was briefly interested in acquiring Embraer. However, the market remains dominated by other manufacturers. This article looks at both turboprops and regional jets and the main choices for each of them. Both of these markets are dominated by a couple of leading manufacturers. However, with fewer entry barriers than large jet manufacturing, there are other smaller and newer competitors.

The regional aircraft market

The market for larger aircraft is, of course, dominated by Boeing and Airbus. Through their own innovation and a series of mergers with other manufacturers, they have come to dominate the narrowbody and widebody segments. Some new competition is emerging from Russia and China, but it will be some time before that makes a difference.

The regional aircraft market is different, with several companies manufacturing both turboprop and jet engine aircraft. For clarity, we are considering regional aircraft as those with a capacity of up to 100. There is no fixed definition, though, and some cross the boundary (such as Embraer’s E-Jet series and Airbus A220 family). For both turboprops and jets, the market is dominated by a couple of leading aircraft series, but there are other offerings - especially jets. This article looks at the current leading aircraft offerings, as well as promising upcoming ones, and the challenges these competitors face.

Turboprop vs. jet aircraft

Before moving into the different manufacturers and their aircraft offerings, it is worth looking briefly at the differences between a turboprop and jet aircraft. Airlines have a choice between these types when selecting regional aircraft.

In general, jet engines allow an aircraft to fly higher and faster. On longer journeys, this makes them more fuel-efficient. The more time spent at ‘cruising altitude,’ the more pronounced this becomes. However, turboprops can be more desirable for lighter aircraft on shorter flights. The engines are lighter and more efficient at low altitudes as well as during take-off and landing.

There are other differences. Turboprop aircraft can operate from shorter runways and are also preferable on rough surfaces. They are also generally cheaper to maintain and operate. Jet engines are quieter and allow an aircraft to avoid bad weather at lower altitudes more easily.

The choice comes down to airlines’ planned operations and the airports where they will operate. For shorter, low-capacity regional flights, turboprops remain very popular. However, jets are preferable for longer flights or to allow higher capacity.

For a larger airline, operating a mixed fleet, of course, allows both, but a smaller airline is more limited in this. It may have to accept the limitations of one type, for example, operating jets on shorter routes, to increase the flexibility of its fleet.

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Turboprop aircraft – ATR and DHC

There are two leading manufacturers of turboprop regional jets - ATR and De Havilland Canada (owned by Longview Aircraft Company). They both introduced their current range of turboprop aircraft in the mid-1980s, at a time when many airlines were looking to replace older propeller aircraft.

Embraer has the EMB-120, which is still in service with some airlines, although it has been out of production since 2001. Embraer is planning to re-enter the market with a 70-100 seat turboprop. However, this plan is currently postponed after the Brazilian manufacturer has come to the conclusion that it is not the right time to go ahead with its project.

ATR aircraft options

Franco-Italian Aerei da Trasporto Regionale (ATR) is one of the two largest producers of turboprop regional aircraft. Its two aircraft, the ATR 42 and ATR 72, have both seen several different variants since launch. The ATR 42-600 and ATR 72-600 are the currently produced models. The two aircraft share cockpit commonality, as well as parts and equipment (up to 90% according to ATR).

The ATR 42 was ATR’s first aircraft launched (entering service in 1985), with a capacity of between 40 and 48. The following variants improved on performance and engines. The latest ATR 42-600 offers a glass cockpit, improved propeller design, and increased maximum take-off weight.

The ATR 72 evolved as a stretched version of the ATR 42, entering service in 1989. With a longer fuselage, passenger capacity was increased to 72 to 78 passengers. Again, it has improved through several variants, leading to the ATR 72-600 today.

The two models are closely matched, with size and capacity as the main differences. Otherwise, they offer similar range and performance.

De Havilland and the Dash 8

The other big name in the turboprop market is the Dash 8, or Q-Series. The Dash 8 was introduced by de Havilland Canada (DHC) in 1984 (entering service with Canadian regional airline NorOntair). The company passed to Boeing in 1988, Bombardier in 1992, and to Longview Aircraft Company in 2019. The name was changed to the Q400 by Bombardier but it has now been returned to the DHC Dash 8.

Read more about the history of the Dash 8

The original Dash 8 was a 39-seat aircraft and was soon followed by a more powerful Series 200 variant and a higher capacity (up to 56) Series 300. The Series 400 expanded capacity to 68 to 90 and added upgraded engines. Bombardier released this as the Q400 with quieter operation and reduced vibration.

This 400 Series is the only variant currently in production. It offers a typical capacity of 82, but up to a maximum of 90. The range is up to 2,040 kilometers.

ATR vs Dash 8

The choice of ATR or Dash 8 aircraft really comes down to airline needs. There is certainly a place for both, as their split dominance of the turboprop market demonstrates.

The Dash 8 offers higher capacity and a greater range. This may be desirable for some airlines, but others may prefer the lower operating cost of the smaller capacity ATR, especially as there are two different-sized models offered.

There are other factors, too. ATR aircraft are cheaper. And the Dash 8 is faster, which affects routes and turnarounds. The Dash 8 is also well-known for its performance in harsh environments (Alaska Airlines, Horizon Air, and Ethiopian Airlines all like it for this reason).

The dual production of the ATR 42 and ATR 72 has worked well for ATR. The two aircraft have a lot in common and share the same production line. This has kept the smaller variant in production, despite much lower sales.

Regional Jets

As with turboprops, the regional jet market is dominated by two aircraft types – Embraer’s ERJ and E-jets, and Bombardier’s CRJ Series.

There has been quite some movement in the market in recent years. Bombardier sold the CRJ Series to Mitsubishi in 2020 (with production ending in December of that year) and its larger CSeries to Airbus (now the A220). Despite coming close to a merger with Boeing, Embraer remains independent and is arguably the dominant jet manufacturer at the present time.

But, there is new competition moving into the market. There is competition from Russia (with the Sukhoi Superjet) and China (COMAC with the ARJ21). Airbus offers the A220 but competes only at the top end of the size range. With predictions of increased demand for smaller aircraft once aviation recovers, it is an interesting time for the regional jet market. Mitsubishi had the SpaceJet program halted in 2020.

We are looking here at the main current manufacturers and options, along with upcoming new entrants. There are others still in service, such as the Fokker 70 and 100 and the BAe 146.

Embraer ERJ series

Embraer introduced its first regional jet program, the Enterprise Regional Jet (ERJ), at the Paris Airshow in 1989. Financial delays followed, and the first ERJ 145 entered service in 1997, followed later by shorter variants:

• The ERJ 135 is the smallest variant with a capacity of 37. Its range is 3,243 kilometers (from Embraer data).
• The ERJ 140 is the middle variant, at just 1.4 meters shorter than the ERJ 145 and with a capacity of 44. A significant motivation for this was the demand from US airlines for sub-50 seat aircraft (to meet union agreements). The range is 3,058 kilometers.
• The ERJ 145 offers a capacity of 50 and a range of 2,783 kilometers. There is also an ERJ 145XR with a range of 3,706 kilometers.

Production of the ERJ series ended in 2020, but aircraft remain in service with many airlines. The type successfully propelled Embraer to a leading position in the regional jet market.

According to ch-aviation, Embraer has produced 1,227 ERJ aircraft. And as of May 2024, an impressive 651 remain in active service. US regional airlines are the largest operators. United Express (CommutAir), American Airlines' Envoy Air, and Piedmont Airlines lead the way.

Embraer E-Jets

Following the ERJ series's success, Embraer moved on to produce larger regional jets through the E-Jet program. This has, likewise, been a great success, with over 1,800 aircraft built (and 379 remaining on order in May 2024, according to ch-aviation).

The E170 was the first jet produced and launched with LOT Polish Airlines in March 2004. The E-Jet series now includes:

• The E170 has a single-class capacity of 72 and a range of 3,982 kilometers.
• The E175: a slight stretch of the E170, increasing capacity to 78, (with a maximum of 88), and a range of 4,074 kilometers.
• The E190 is a larger variant, with a stretched fuselage and a larger wing and horizontal stabilizer. It carries 100 to 114 passengers, with a range of 4,537 kilometers.
• The stretched E195 offers a capacity of 116 to 124 and a range of 4,260 kilometers.

The improved E2 program was launched in 2013. Similar capacity jets have several improvements, including new wing design, more fuel-efficient engines, and updated avionics.

• E175-E2 is the smallest variant, with a capacity of up to 90. The range is 3,704 kilometers.
• The E190-E2 keeps the same size and capacity as the E190, of 104 to 114. And the range improves to 5,278 kilometers.
• The E195-E2 is the largest aircraft offered by Embraer, with a capacity of 132 to 146. The range is 4,815 kilometers.

Bombardier CRJ Series

Embraer’s main competitor in the regional jet market has been Bombardier with its CRJ Series. This was sold to Mitsubishi in June 2020, with production then ending in December 2020. However, the type remains well in service, with over 2,000 aircraft built and 894 still in active service as of May 2024 (according to ch-aviation).

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The first CRJ model launched was the CRJ100, introduced with Lufthansa in 1992. This was a 50-seat regional jet with a range of 3,056 kilometers. Bombardier improved it with the same-sized CRJ200 but with upgraded engines.

The CRJ700 Series followed this from 1997:

• The CRJ700 entered service in 2001. It has a range of 2,553 kilometers.
• The stretched CRJ900 has a capacity of 76 to 90 passengers and a range of 2,876 kilometers.
• And the largest CRJ1000 offers a capacity of up to 104, with a range of 3,004 kilometers.

Read more about the story of the CRJ1000

Embraer and Bombardier competition

The regional jet market has developed a lot over the past 30 years or so. Bombardier got a solid lead by launching its first aircraft in the early 1990s. As a US-based manufacturer, it was well-placed to build relationships and orders with US airlines. Its aircraft were designed to meet the needs of these airlines, with capacities, for example, taking account of airline and union requirements. Embraer was late to enter the market, but it was already well-established as both a turboprop and a military manufacturer.

Even before Bombardier ended its involvement in the CRJ program, Embraer’s E-Jets were arguably the more attractive option. They had received more attention and updates (not just the E2 program, but developments such as extended range options). And now, with the CRJ program sold, Embraer leads the way.

Each manufacturer’s models, though, have competed strongly, with both Embraer and Bombardier offering similar specifications. The ERJ145 and the CRJ200, for example, are closely matched with a capacity of 50. The ERJ145 gets slightly ahead on range and fuel efficiency, but not a great deal. Simple Flying looked at this comparison in more detail previously. Other models can be compared similarly, and the choice often comes down to airline fleets and manufacturer relationships.

Competition with Airbus

Embraer's other major competition is Airbus. At the larger end of the E-Jet series, there is also overlap with the A220 and the smaller end of the A320 family, specifically the A318. This is where the regional and larger markets start to merge.

At the top end, the A220-300 edges ahead of the E195-E2 in specification. It has a higher capacity (160 against 146) and range (5,920 kilometers against 4,815). It is also, however, more expensive to buy, but it is cheaper to operate.

For a true regional jet, Embraer is still the best option for many airlines. The A220 may beat the E195-E2 in some respects, but remember that this is the largest offering from Embraer. The commonality of smaller aircraft in the same range is a big advantage. The A220 has sold well so far, and better than the E195-E2, but keep in mind that it is also an alternative to the smaller Boeing and Airbus narrowbodies.

Read the latest Airbus news here.

The advantage of scale

Clearly, one of the main advantages these series offer is diversity. Similar to how Boeing and Airbus have taken on the larger aircraft market with the 737 and A320 families, Embraer (and previously Bombardier) can offer different-sized aircraft for different uses. This can be a good choice for many airlines, offering commonality in operations and maintenance and possibly better pricing.

The larger company size also helps win over more customers. No one wants to be left with an aircraft that is little used. It makes maintenance and obtaining parts harder and lowers the potential second-hand value of aircraft. With this in mind, we look at some of the newer, and at present smaller, competitors and consider what they offer.

Sukhoi Superjet 100

The Sukhoi Superjet 100 (SSJ100) is a regional jet built by Russian state-owned manufacturer Sukhoi, in service since 2011. There is just one sized variant (with two others originally planned), offering a passenger capacity of 87 (or up to 108 in dense single-class configuration). It has a range of 3,048 kilometers, and there is a long-range version that increases this to 4,578 kilometers.

By specification, the SSJ100 competes well against the Embraer E170 and E175-E2, although Embraer beats it for range.

From early 2023, the Russian government is developing a new Russified Sukhoi Superjet. Following Russia's invasion of Ukraine and the imposition of Western sanctions, the Russian civil aviation industry has had to adapt, becoming self-sufficient. Russia is addressing the lack of foreign components in several ways, including the launch of import-substituted jetliners in the coming years. For the SSJ this includes a home-developed PD-8 high-bypass turbofan engine. The first flight of a Russified import-free SSJ 100 took place in September 2023.

Struggling with orders

The SSJ100 has struggled outside Russia so far, and this does not look set to change. Almost all orders have been from Russian airlines or those in surrounding countries. According to data from ch-aviation, 329 Superjet aircraft have been produced, of which around 142 are currently active. The Russian airlines Rossiya and Aeroflot (wet-leased in) are the largest operators.

This program had an operator in Europe, the Irish carrier CityJet. It also had one in the Americas. The Mexican carrier Interjet operated a fleet of 22 Sukhoi Superjet 100 before it ceased operations in December 2020.

COMAC and the ARJ21

The final operational regional jet we will discuss is Chinese manufacturer COMAC's ARJ21. COMAC has ambitious plans to take on Boeing and Airbus further with larger aircraft. The larger narrowbody COMAC C919 is now well in service.

Read more about COMAC and its 2024 plans.

This is a smaller regional jet (ARJ stands for Advanced Regional Jet) with a capacity of around 90. It first flew in 2008 and entered service in 2016 with Chengdu Airlines. There is only one variant, the ARJ21-700, but a larger ARJ21-900 is planned with a capacity of around 105.

The ARJ21 competes strongly against the E190 and E190-E2. Simple Flying previously looked at how it compares with the Embraer E190-E2. Embraer beats it both on range and capacity. The range is a letdown for the ARJ21 but reflects its design for use on domestic Asian routes. This could be improved in later models for a more international appeal. But it is significantly cheaper (with a list price of $38 million compared to $60 million), which could ultimately win it some market share.

The ARJ21 is selling well so far

The ARJ21 initially did very well, and Laregley was supported by large orders from the main Chinese airlines. These deliveries are now declining, however (down to 21 in 2023 from 34 in 2022). By May 2024, 136 aircraft had been delivered, with 306 more remaining on order (according to ch-aviation). The E-Jet remains well ahead, with over 1,000 E190 aircraft delivered and on order.

The real test for the ARJ21 will be expansion outside China. Attention has switched to regional Asian airlines. COMAC delivered the first ARJ21 outside of China to Indonesia's TransNusa Airlines in 2023 - the airline now has two aircraft and 28 on order. Gallop Air in Brunei signed purchase orders in September 2023, and COMAC is also targeting other ASEAN-friendly countries such as Vietnam, Laos, and Cambodia.

Find more news about Asian aviation here

Mitsubishi SpaceJet – cancelled

Mitsubishi has had plans for a new regional jet for some time. But despite developing eight test aircraft, its SpaceJet program is unfortunately now canceled.

Back in 2007, Mitsubishi revealed plans for its Mitsubishi Regional Jet (MRJ) program with two different-sized jets. There was even an initial order (from ANA) with a target delivery in 2013. There have been plenty of delays since then, with the first flight eventually taking place in 2015. Certification delays after that delayed entry to service again.

In 2019, Mitsubishi announced a revamp of the program, the SpaceJet with two variants. The SpaceJet would compete well against the E175, with a similar capacity and range.

• The M90 was the main variant, with a two-class capacity of 81, or up to 88 in one class. The range is 3,770 kilometers.
• The slightly smaller M100 with a two-class capacity of 76 and a range of 3,540 kilometers.

Before cancelation, there were 153 firm orders for aircraft. Delays had already caused the cancelation of some other orders. After having the program on hold for some time, Mitsubishi canceled it finally in February 2023.

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