Bombardier CRJ705 explained: a focused 70-seat regional jet

The Bombardier CRJ705 was a niche regional jet variant born from a combination of engineering capability and contractual necessity. Built on the proven CRJ900 airframe but limited by type certification to a maximum of 75 passenger seats, the CRJ705 addressed a very specific market requirement: compliance with pilot scope clauses that restricted the size of aircraft flown by regional airline subsidiaries in North America.

Origins of the CRJ700 Series and the Path to the CRJ705

The story of the Bombardier CRJ705 begins with the broader CRJ family. Bombardier Aerospace, headquartered in Montreal, Canada, had already established dominance in the 50 seat regional jet market with the CRJ100 and CRJ200, both derived from the Canadair Challenger 600 business jet. By the mid 1990s, airline demand was growing for larger regional jets in the 70 to 90 seat category, capable of competing with aircraft such as the Fokker 70 and British Aerospace 146.

In 1994, Bombardier initiated the CRJ‑X program, a study aimed at developing stretched derivatives of the CRJ200. After extended supplier and subcontractor negotiations, the company's board authorised sales of the CRJ‑X in September 1996. The program was officially launched in January 1997 as the CRJ700. The prototype completed its maiden flight on 27 May 1999, and the type received certification from Transport Canada in January 2001, entering commercial service later that year with Brit Air as the launch operator.

With the CRJ700 successfully in service, Bombardier stretched the design further to create the CRJ900, targeting 86 to 90 seats. The CRJ900 completed its first flight on 21 February 2001 and was certified by Transport Canada in September 2002, followed by FAA certification in October 2002. First deliveries began in early 2003.

Why the Bombardier CRJ705 Was Created

The CRJ705 emerged as a direct response to scope clauses embedded in pilot collective bargaining agreements at major North American carriers. These clauses limited the maximum number of seats on aircraft operated by regional affiliates, typically capping capacity at 75 or 76 seats to protect mainline pilot jobs. Air Canada's pilot contract included such restrictions, which meant its regional partner, Jazz Aviation (operating as Air Canada Express), could not fly a standard 86 to 90 seat CRJ900.

Bombardier's solution was pragmatic: take the full CRJ900 airframe and certify it with a maximum seating capacity of 75 passengers. The resulting variant, designated the CRJ705 (model designation CL‑600‑2D15), retained the CRJ900's fuselage length of approximately 36.2 metres, its wing, engines, and systems, but was type certified with a reduced seat limit. Jazz Aviation became the launch customer, and deliveries began in 2005. A total of 16 CRJ705 aircraft were delivered, all to Jazz Aviation for operation under the Air Canada Express brand.

The typical cabin layout for Air Canada featured a two class configuration: 10 business class seats and 65 economy class seats, providing a premium product on regional routes. This dual class arrangement offered Air Canada a competitive advantage on domestic and transborder services where the larger widebody aircraft used on long haul routes were not economically viable.

Scope Clause Controversies

The CRJ705 was not without controversy. In 2008, US Airways attempted to introduce the CRJ705 into its regional fleet, arguing the aircraft fell within its scope clause limits. The Air Line Pilots Association (ALPA) opposed the move, and US Airways ultimately dropped its plans. This episode highlighted the complex interplay between aircraft certification, labour agreements, and fleet planning that defined the CRJ705's market position.

Conversion to CRJ900 Configuration

As scope clause terms evolved in subsequent contract negotiations, the rationale for the CRJ705's seat restriction diminished. In April 2016, Jazz Aviation announced plans to convert all 16 CRJ705s to standard CRJ900 configuration with 76 seats (12 business class and 64 economy). By late February 2018, the conversion process was complete, with each aircraft receiving supplemental identification plates reflecting the change. This effectively ended the CRJ705 as a distinct variant in active service.

What Distinguishes the Bombardier CRJ705 from the CRJ700 and CRJ900

The CRJ705 occupied a unique position between the CRJ700 (66 to 78 seats) and the full CRJ900 (86 to 90 seats). While it shared the CRJ900's airframe, wing, and powerplant, its certification limited passenger capacity. Compared to the smaller CRJ700, the CRJ705 offered a longer fuselage, higher maximum takeoff weight, and greater range capability.

Key identifiers that defined the Bombardier CRJ705 as a distinct variant include:

• Airframe basis: CRJ900 fuselage (approximately 36.2 m length, 24.85 m wingspan), certified under model designation CL‑600‑2D15
• Engines: two General Electric CF34‑8C5 turbofans
• Maximum seating: 75 passengers (type certified limit), versus 86 to 90 for the standard CRJ900
• Typical configuration: 10 business class and 65 economy class seats for Air Canada Express
• Total delivered: 16 aircraft, exclusively to Jazz Aviation
• Scope clause compliance: designed specifically to meet Air Canada pilot contract restrictions on regional jet size
• Subsequent conversion: all 16 aircraft reconfigured to CRJ900 standard by 2018

The Bombardier CRJ705 is structurally and aerodynamically identical to the CRJ900, sharing its stretched fuselage, enlarged wing, and upgraded powerplant. The variant exists as a cabin reconfiguration that caps seating at 75 passengers, a deliberate design choice driven by scope clause agreements between legacy carriers and their regional affiliates. By fitting a business class section and reducing economy density, the CRJ705 retains the CRJ900 airframe's range and payload capability while meeting contractual seat count limits. Certified under the designation CL‑600‑2D15, the aircraft inherits the CRJ900's wing area, fuel system, hydraulic architecture, landing gear, and General Electric CF34‑8C5 engines without modification.

From an operational standpoint, the CRJ705 occupies the same performance envelope as the CRJ900. Takeoff and landing distances, climb gradients, and cruise economics are virtually unchanged because maximum takeoff weight options and engine thrust ratings remain common across both variants. The trade‑off is straightforward: fewer revenue seats in exchange for compliance with scope provisions and a more spacious cabin product on medium‑haul regional routes.

• Overall length: 36.2 m (118 ft 11 in)
• Wingspan: 24.9 m (81 ft 7 in) with winglets
• Height: 7.5 m (24 ft 7 in)
• Fuselage external diameter: 2.69 m (8 ft 10 in)
• Cabin width: 2.57 m (8 ft 5 in)
• Typical seating: 75 passengers (mixed class), versus up to 90 on the standard CRJ900
• MTOW (Standard): 36,500 kg (80,460 lb); ER variant 37,420 kg (82,500 lb); LR variant up to 38,330 kg (84,500 lb)
• Maximum zero fuel weight: 31,750 kg (69,990 lb)
• Maximum payload: approximately 10,320 kg (22,750 lb)
• Standard fuel capacity: 10,990 litres
• Manufacturer range (with full payload): approximately 1,553 nm (2,880 km) for the standard variant; up to 1,840 nm (3,408 km) for the LR
• Typical cruise speed: Mach 0.78 (approximately 470 kt), with Mmo of Mach 0.85
• Service ceiling: 41,000 ft
• Engines: 2 × General Electric CF34‑8C5 turbofans, 14,500 lbf (64.5 kN) each
• Avionics baseline: Rockwell Collins Pro Line 4 integrated suite with six LCD displays

Systems, Flight Controls and Handling Technology

The CRJ705 uses conventional hydraulic flight controls for all primary surfaces, including ailerons, elevators, rudder, and multifunction spoilers. There is no fly‑by‑wire architecture; pilot inputs are transmitted through cables and pushrods to hydraulic actuators powered by two independent hydraulic systems. This design philosophy prioritises mechanical simplicity and direct control feel, a hallmark of the entire CRJ family. The spoiler panels also serve as ground lift dumpers and speed brakes, contributing to short field performance on landing.

Engine management relies on Full Authority Digital Engine Control (FADEC), which governs all thrust settings, monitors engine health parameters in real time, and activates Automatic Performance Reserve (APR) if one engine is lost during takeoff. The Rockwell Collins Pro Line 4 avionics suite integrates a dual Flight Management System (FMS), an Enhanced Ground Proximity Warning System (EGPWS), a Traffic Collision Avoidance System (TCAS II), and a Flight Control Panel (FCP) for autopilot modes. Braking is handled by a carbon brake package with anti‑skid protection and an autobrake function selectable for landing and rejected takeoff scenarios. EASA operational evaluation documentation confirms that cockpit layout, procedures, and handling characteristics are common between the CRJ705 and CRJ900, requiring only Level A familiarisation training for pilots transitioning between the two.

Published performance figures for the CRJ705 can vary depending on several factors. Operator selected options such as cabin density, auxiliary fuel tank installations, and MTOW upgrades (Standard, ER, or LR) directly affect range and payload numbers. Atmospheric assumptions including temperature, altitude, and wind also shift takeoff field length and climb performance. Runway condition reporting and braking action assessments further influence landing distance calculations. For these reasons, manufacturer brochure figures should be treated as reference baselines rather than absolute guarantees, and operators always compute mission‑specific performance using certified data and onboard flight management tools.

General Electric CF34‑8C5 Engines

The CF34 engine family traces its origins to the TF34 military turbofan developed by General Electric in the early 1970s for the Fairchild Republic A‑10 Thunderbolt II close air support aircraft. The civilian CF34‑3 derivative entered service in 1983 on the Bombardier Challenger 601 business jet and subsequently powered the CRJ100 and CRJ200 regional jets. To meet the higher thrust demands of the larger CRJ700 and CRJ900 airframes, GE invested approximately $200 million in the CF34‑8 programme, enlarging the fan, redesigning the compressor, and introducing wide‑chord fan blades along with an improved high‑pressure turbine section.

The CF34‑8C5 variant produces 14,500 lbf (64.5 kN) of maximum takeoff thrust, representing roughly 50 per cent more output than the CF34‑3 while maintaining competitive fuel efficiency. Key specifications include a bypass ratio of approximately 5:1, an overall pressure ratio of 28.5:1, and a FADEC system that manages all engine operating parameters. The APR function provides an automatic thrust increase of roughly 720 lbf on the remaining engine in the event of a power loss during takeoff, enhancing single‑engine climb performance. Sub‑variants include the CF34‑8C5B1, a derated version ensuring interchangeability across CRJ700 and CRJ900 fleets, and the CF34‑8C5A1, which offers a modest thrust uplift of approximately 2 per cent for hot and high operations.

Beyond the CRJ family, closely related members of the CF34‑8 series power other regional and business aircraft. The CF34‑8E variant is the exclusive powerplant for the Embraer E170 and E175 regional jets, while the higher‑thrust CF34‑10E powers the larger Embraer E190 and E195. Earlier CF34‑3 models continue to operate on the Bombardier Challenger 604 and 605 business jets as well as legacy CRJ100/200 fleets worldwide. Across all variants, the CF34 family has accumulated more than 209 million flight hours, establishing a strong reliability record in the regional aviation segment.

The Bombardier CRJ705 was designed for short to medium haul regional missions, typically covering sectors of 1 to 3.5 hours in duration. With a maximum range of approximately 1,938 nautical miles (3,591 km), the aircraft was well suited to domestic and transborder routes across North America. Powered by two General Electric CF34‑8C5 engines and cruising at Mach 0.80 (around 838 km/h), the CRJ705 offered jet speed performance on thinner regional routes that could not justify larger narrowbody equipment.

Operationally, the Bombardier CRJ705 was deployed almost exclusively in hub‑and‑spoke networks, feeding passengers from secondary and mid‑size airports into major airline hubs. Typical daily utilisation for CRJ family regional jets, including the CRJ705, generally falls in the range of 8 to 12 block hours, reflecting the high‑frequency, short‑sector flying patterns common in regional aviation. The aircraft served airports of all sizes, from large international hubs such as Toronto Pearson (YYZ) and Montréal‑Trudeau (YUL) to smaller regional fields across Canada and the United States.

A key challenge for operators was the CRJ705's unusual origin. The variant was essentially a CRJ900 airframe certified under a separate type certificate (CL‑600‑2D15) and limited to 75 passenger seats. This restriction existed to comply with pilot scope clauses in Air Canada's labour agreements, which capped the size of aircraft that could be flown by regional carrier crews. While the arrangement allowed the airline to deploy a larger airframe on regional routes, it also meant the CRJ705 carried fewer passengers than the standard CRJ900 (which seats 76 to 90), reducing per‑seat economics and limiting the variant's appeal to other carriers worldwide. By 2016, Jazz Aviation announced plans to convert its entire CRJ705 fleet to standard CRJ900 configuration, a process completed by early 2018.

Where the Bombardier CRJ705 Operates

The Bombardier CRJ705's operational footprint was overwhelmingly concentrated in North America. Unlike its CRJ700 and CRJ900 siblings, which found customers on every inhabited continent, the CRJ705 was a niche variant with very limited global adoption. Its existence was driven by a specific contractual requirement rather than broad market demand, which explains why only a handful of operators outside Canada ever took delivery of the type.

In North America, Jazz Aviation (operating as Air Canada Express) was the launch and dominant operator, using 16 CRJ705 aircraft from 2005 onwards. These aircraft connected Canadian cities and U.S. destinations through Air Canada's hub‑and‑spoke network, with bases at Toronto Pearson, Montréal‑Trudeau, Vancouver, and Calgary. Routes included domestic links such as Toronto to Halifax, Calgary to Edmonton, and transborder services like Toronto to Austin. In Africa, Arik Air, a Nigerian carrier, operated the CRJ705 on regional routes from its Lagos base, although detailed route information is limited. In the Middle East, Iraq Gate Company was listed as an operator, though publicly available data on its CRJ705 operations is scarce. No confirmed operators of the CRJ705 have been documented in Europe or Asia.

• North & South America: Jazz Aviation (operating as Air Canada Express) was the primary operator, deploying 16 CRJ705 aircraft on approximately 680 daily flights across its wider network to nearly 70 destinations in Canada and the United States. The CRJ705 served high‑frequency hub‑and‑spoke routes, feeding traffic into Air Canada's mainline network from cities such as Halifax, Ottawa, Winnipeg, and several U.S. points. No operators in South America have been documented for this variant.
• Africa: Arik Air of Nigeria is recorded as a CRJ705 operator, using the type on West African regional services. Detailed fleet size and route data for Arik Air's CRJ705 operations are not widely published.
• Europe: No European airlines are documented as having operated the Bombardier CRJ705. European regional carriers more commonly selected the CRJ700 or CRJ900 variants, which were not subject to the same scope clause restrictions. Nonetheless, the broader CRJ family has played an important role in European aviation, where initiatives to enhance inclusivity in European airline cockpits continue to shape the regional sector's workforce.
• Asia: No confirmed Asian operators of the CRJ705 have been identified. Asian carriers favoured the standard CRJ900 and CRJ700 for their regional jet needs.

Typical Seating Configurations on the Bombardier CRJ705

The standard cabin layout of the Bombardier CRJ705, as configured by Jazz Aviation for Air Canada Express, featured 75 seats in a two‑class arrangement: 10 seats in Business Class and 65 seats in Economy Class. All seating was arranged in a 2‑2 abreast layout, consistent with the CRJ family's narrow fuselage cross‑section.

In Business Class, seat pitch was approximately 37 inches with a seat width of 21 inches, offering a comfortable regional premium product. Economy Class seats had a pitch of around 34 inches and a width of 17 inches. This configuration struck a balance between offering a genuine two‑class product and complying with the 75‑seat cap imposed by scope clause agreements.

Because the CRJ705 was fundamentally a CRJ900 airframe, the cabin interior shared the same dimensions: a cabin width of approximately 2.57 m (8 ft 5 in) and a cabin height of 1.89 m (6 ft 2 in). When Jazz Aviation converted its CRJ705 fleet to CRJ900 specification between 2016 and 2018, the reconfigured aircraft received a revised layout with 12 Business Class seats and 64 Economy Class seats, for a total of 76 passengers. Other operators may have used different configurations, but publicly documented seat maps for the CRJ705 outside Air Canada Express service are not widely available.

The Bombardier CRJ705 has maintained a strong safety record since entering service in 2005. As a variant of the CRJ900 within the broader CRJ700 series, the CRJ705 shares its airframe, systems and structural design with a family of nearly 900 aircraft built between 2001 and 2021. Approximately 16 to 20 CRJ705 airframes were delivered, all to Air Canada Jazz for use on Air Canada Express routes. Despite operating in demanding Canadian weather conditions, including heavy icing, strong crosswinds and extreme cold, the CRJ705 has never been involved in a fatal accident. No hull losses have been attributed to the type, and no passenger or crew fatalities have ever occurred on a CRJ705 flight. By 2018, the remaining CRJ705 fleet had been recertified to standard CRJ900 configuration, effectively ending the sub variant's separate operational identity while the airframes continued to fly safely.

Notable Incidents Involving the CRJ705

Although the CRJ705 has no fatal accident history, two incidents investigated by the Transportation Safety Board of Canada (TSB) led to important safety improvements for the type.

• Air Canada Jazz, June 2005 (TSB Report A05W0109): During the inaugural week of CRJ705 scheduled operations, flight JZA8105 from Houston to Calgary experienced an inadvertent stick shaker activation while cruising at flight level 400 near Lethbridge, Alberta. The crew, previously experienced on the CRJ200, was unfamiliar with the CRJ705's relationship between cruise speed and minimum drag speed (Vmd) at high altitude. While occupied with fuel calculations for a potential hold, the airspeed decayed below Vmd. The crew recovered by increasing power and initiating a descent. No injuries or aircraft damage occurred. The TSB found that the airline's CRJ705 transition training did not address these critical speed management differences. Following the investigation, training programmes were revised to include high altitude performance characteristics specific to the CRJ705 and CRJ900.
• Air Canada Jazz, August 2008 (TSB Report A08C0164): A CRJ705 (registration C‑FNJZ) experienced airspeed decay and an uncommanded descent approximately 180 nautical miles southeast of Winnipeg, Manitoba. The circumstances echoed the 2005 event, again involving high altitude cruise conditions. The TSB issued Aviation Safety Advisory A08C0164‑D1 to Transport Canada, specifically addressing CRJ705 high altitude stall characteristics. This prompted Bombardier to issue additional guidance to operators on Vmd awareness at elevated flight levels and reinforced the need for comprehensive differences training when pilots transition between CRJ variants.

A broader event relevant to the CRJ900 family occurred on 17 February 2025, when Endeavor Air Delta Connection Flight 4819, a CRJ900LR, experienced a hard landing at Toronto Pearson International Airport in strong crosswind conditions. The right main landing gear collapsed on touchdown, the aircraft overturned and a post impact fire broke out. All 76 passengers and four crew members survived, though 21 people sustained injuries. The TSB preliminary report noted a sink rate warning sounded 2.6 seconds before touchdown, and the investigation into approach stability and landing technique remains ongoing. This event, while serious, demonstrated the crashworthiness built into the CRJ900 airframe, with the cabin structure remaining sufficiently intact for all occupants to evacuate. Crews operating regional jets in challenging conditions rely on thorough preparation and procedures for extreme weather to mitigate such risks.

How Safe Is the Bombardier CRJ705?

The Bombardier CRJ705, and the CRJ900 platform from which it derives, can be considered one of the safest regional jet types ever produced. Across the entire CRJ900 fleet of approximately 487 aircraft built, the Aviation Safety Network records zero passenger fatalities throughout the type's operational history spanning more than two decades. This is a remarkable statistic given the millions of flight cycles accumulated across dozens of operators worldwide.

Several factors contribute to this record. The CRJ705 benefits from a fail safe structural design philosophy, redundant flight control and hydraulic systems, and General Electric CF34 engines known for their reliability in regional operations. Operators are subject to rigorous regulatory oversight from authorities including Transport Canada, the FAA and EASA, all of which mandate standardised operating procedures (SOPs), recurrent crew training and continuous airworthiness monitoring. The two TSB investigations described above illustrate how even non injury incidents feed back into the safety system, resulting in tangible improvements to training and operational guidance.

When placed in a broader context, the CRJ705 and CRJ900 family's safety performance aligns with the overall trend in commercial aviation: flying remains statistically one of the safest forms of transport. Continuous improvements in aircraft design, crew resource management, weather forecasting and regulatory standards ensure that each generation of aircraft benefits from the lessons of previous operations.