How the Embraer ERJ 135 fits modern regional networks

The Embraer ERJ 135 is the smallest member of the ERJ regional jet family, a lineage that reshaped short haul air travel in the late 1990s and early 2000s. Understanding how and why this 37 seat jet came to exist requires looking at the broader ERJ programme and the strategic vision of its Brazilian manufacturer, Embraer.

Embraer (Empresa Brasileira de Aeronáutica S.A.) was founded in 1969 as a state owned aerospace company based in São José dos Campos, Brazil. After decades of producing military and turboprop aircraft, including the successful EMB 120 Brasilia, the company was privatised in December 1994. That transition coincided with a bold strategic bet: entering the regional jet market with an entirely new family of aircraft derived from the turboprop heritage of the Brasilia.

The story begins with the ERJ 145, originally designated the EMB 145. Embraer launched the programme at the 1989 Paris Air Show as a turbofan powered evolution of the EMB 120. Early design work envisioned a stretched fuselage with rear mounted jet engines, but the programme was suspended around 1990 due to financial constraints and design revisions. After Embraer's privatisation, the ERJ 145 was redesigned with a new wing and modernised systems. The prototype completed its maiden flight on 11 August 1995, and the type received FAA certification in December 1996. Entry into service followed in April 1997 with ExpressJet (then Continental Express), rapidly demonstrating the viability of 50 seat regional jets in the North American market.

Buoyed by strong demand, Embraer announced the ERJ 135 programme at the 1997 Paris Air Show. The concept was straightforward: shorten the proven ERJ 145 airframe by 3.54 metres (11.6 feet) to create a 37 seat variant optimised for lower density routes. By retaining approximately 96% parts commonality with the ERJ 145, Embraer minimised development costs and offered airlines a compelling advantage in fleet standardisation, shared pilot type ratings, and reduced maintenance overhead.

The first ERJ 135 prototype, converted from the original ERJ 145 test airframe, completed its maiden flight on 4 July 1998. A second prototype, also converted from an ERJ 145 pre series aircraft, joined the flight test campaign in September 1998. Thanks to the high degree of commonality with the already certified ERJ 145, the test programme was notably efficient. Brazilian CTA (Centro Técnico Aeroespacial) type certification was awarded in June 1999, followed by FAA certification in July 1999. European JAA approval was granted shortly afterwards, opening the door to operators worldwide. The first deliveries took place in July 1999, with Continental Express and American Eagle among the earliest operators to place the aircraft into revenue service.

Production of the ERJ 135 reached approximately 108 to 121 airframes (figures vary slightly by source), a modest but meaningful total that reflected the niche the aircraft served. The platform also gave rise to the Embraer Legacy 600 (designated EMB 135BJ), a corporate jet derivative that retained the ERJ 135 airframe while featuring an executive cabin, additional fuel capacity, and extended range capability. This business aviation spinoff went on to become one of Embraer's most commercially successful executive products, later evolving into the Legacy 650E.

What Distinguishes the Embraer ERJ 135 from Other ERJ Variants

The ERJ family comprises three main airliner variants: the 50 seat ERJ 145, the 44 seat ERJ 140, and the 37 seat ERJ 135. While all three share the same fuselage cross section, wing design, cockpit systems, and rear mounted engine configuration, the ERJ 135 is set apart by its shorter fuselage and the availability of two distinct sub variants tailored to different operational profiles.

The ERJ 135ER (Extended Range) serves as the baseline model, powered by two Rolls Royce AE 3007A1 turbofan engines producing approximately 31.3 kN (7,040 lbf) of thrust each. It carries a fuel load of around 4,132 kg and achieves a range of roughly 1,300 nautical miles at maximum payload. The ERJ 135LR (Long Range) upgrades to Rolls Royce AE 3007A1/3 engines rated at approximately 33.1 kN (7,580 lbf) each, paired with increased fuel capacity of about 5,187 kg. This gives the LR variant a maximum range of approximately 1,750 nautical miles with a full passenger load, along with a higher maximum takeoff weight of 20,000 kg compared to 19,000 kg for the ER. Both variants share a Honeywell Primus 1000 glass cockpit and identical cabin dimensions.

The following list summarises the key variant identifiers for the Embraer ERJ 135:

• Designation: EMB 135ER (baseline) and EMB 135LR (long range); FAA Type Certificate A21EA
• Engines: Rolls Royce AE 3007A1 (ER) or AE 3007A1/3 (LR), rear mounted
• Seating: Up to 37 passengers in a single class 1+2 configuration
• Fuselage length: 26.33 m (86.4 ft), 3.54 m shorter than the ERJ 145
• Wingspan: 20.04 m (65.7 ft), identical across the ERJ family
• MTOW: 19,000 kg (ER) / 20,000 kg (LR)
• Range: Approximately 1,300 nm (ER) / 1,750 nm (LR) with full payload
• Commonality: 96% parts commonality with the ERJ 145; shared EMB 135/145 pilot type rating

For aspiring pilots interested in pursuing a career on Embraer or other regional and narrowbody types, structured cadet programmes offer a clear pathway from initial training through to the flight deck of an airliner.

The Embraer ERJ 135 is the shortest member of the ERJ family, sharing approximately 95% structural and systems commonality with the ERJ 145 while carrying up to 37 passengers in a single class layout. Designed for thin regional routes with stage lengths typically between 500 and 1,500 nautical miles, the aircraft balances short field capability, low operating weight and respectable cruise speed. Its fuselage cross section retains the 1+2 seating arrangement and pressurised cabin inherited from the ERJ 145 platform, while the shorter airframe reduces empty weight and allows operators to serve airports with limited runway infrastructure.

Two sub variants define the ERJ 135 product line. The ERJ 135ER (Extended Range) and the ERJ 135LR (Long Range) differ primarily in maximum takeoff weight, fuel capacity and engine thrust rating. The LR model offers a higher MTOW and additional fuel, extending the full payload range to approximately 1,750 nm. Both variants share the same wing, empennage, landing gear and Honeywell Primus 1000 avionics suite, making fleet management and crew qualification straightforward for operators already flying ERJ 145s.

• Length: 26.33 m (86 ft 5 in)
• Wingspan: 20.04 m (65 ft 9 in)
• Height: 6.76 m (22 ft 2 in)
• Typical seating: 37 passengers (single class, 1+2 abreast)
• Crew: 2 pilots plus 1 cabin crew member
• MTOW: approximately 18,990 kg (41,865 lb) for ERJ 135ER; up to 20,000 kg (44,092 lb) for ERJ 135LR
• OEW: approximately 11,500 to 11,720 kg depending on variant and configuration
• MLW: approximately 18,500 kg (40,785 lb)
• Range (manufacturer, full passenger load): approximately 1,000 nm (ERJ 135ER) to 1,750 nm (ERJ 135LR)
• High speed cruise: approximately Mach 0.78 / 450 KTAS
• Service ceiling: 37,000 ft
• Takeoff field length: approximately 1,580 m at MTOW (ISA, sea level)
• Engines: 2 × Rolls Royce AE 3007A series turbofans (AE 3007A3 on ER; AE 3007A4 on LR)
• Avionics baseline: Honeywell Primus 1000 EFIS with five CRT displays (2 PFD, 2 MFD, 1 EICAS)

Systems Architecture and Handling Technology

The ERJ 135 uses conventional mechanical and hydraulic flight controls rather than fly by wire. Primary pitch control is provided by mechanically actuated elevators supplemented by an electrically positioned horizontal stabiliser managed through a dual channel Horizontal Stabiliser Control Unit (HSCU). Roll is handled by hydraulic ailerons with mechanical reversion available in the event of dual hydraulic failure. The rudder employs a power control unit (PCU) fed by mechanical cables, with an automatic shutoff of one rudder channel above 135 KIAS and variable deflection limits that reduce authority at higher airspeeds. Secondary controls include electrically commanded, hydraulically actuated spoilers (used as speedbrakes in flight and ground spoilers on landing) and electrically operated flaps with five selectable positions driven through a Flap Electronics Control Unit (FECU).

The Honeywell Primus 1000 glass cockpit integrates dual digital air data computers and dual Attitude/Heading Reference Systems (AHRS). Optional equipment includes a Flight Management System, GPS, colour weather radar, TCAS and EGPWS. A head up display option from Flight Dynamics enables operations down to CAT III minima. Engine health is tracked via the In Flight Engine Condition Monitoring System (IECMS), and system alerts are managed through the EICAS display. Braking relies on Goodrich carbon brakes with Hydro Aire brake by wire control and integrated anti skid, while ground spoilers deploy automatically to enhance deceleration after touchdown. Pilots seeking to instruct on this type can explore the responsibilities and requirements of a Type Rating Instructor (TRI) for a deeper understanding of the training pathway.

Published performance figures for the ERJ 135 should always be interpreted in context. Actual takeoff field lengths, range and payload capability vary with operator selected cabin density, equipment options, atmospheric conditions (temperature, altitude, humidity), runway surface state and regulatory assumptions. Manufacturer range values typically assume standard day conditions, specified reserves and a defined passenger count with baggage. Operators flying from hot and high airports, or those with heavier interior configurations, will see reduced range and payload compared to brochure figures. Comparing performance data across sources requires careful attention to the weight variant (ER vs LR), the assumed number of passengers, and whether auxiliary fuel tanks or additional equipment are installed.

Rolls Royce AE 3007 Turbofan Engines

The ERJ 135 is powered exclusively by the Rolls Royce AE 3007 family of high bypass turbofan engines. Originally developed by Allison Engine Company in the early 1990s, the AE 3007 programme transferred to Rolls Royce when the British manufacturer acquired Allison in 1995. The engine was designed from the outset for regional jet and light business jet applications, emphasising reliability in high cycle operations, low specific fuel consumption and competitive noise levels.

The AE 3007 is a two spool, direct drive turbofan with a bypass ratio of approximately 5:1. Its core architecture features a single stage, wide chord fan with 24 blades (38.5 in / 98 cm diameter), a 14 stage axial compressor with six variable stator stages, an annular combustor, a two stage high pressure turbine and a three stage low pressure turbine. Dry weight is approximately 752 kg (1,657 lb) for A series variants. A dual channel Full Authority Digital Engine Control (FADEC) system manages all engine parameters automatically.

On the ERJ 135ER, the AE 3007A3 variant delivers approximately 31.3 kN (7,042 lbf) of takeoff thrust. The ERJ 135LR steps up to the AE 3007A4, rated at approximately 33.0 kN (7,426 lbf), providing the additional thrust needed for higher gross weight operations. Beyond the ERJ family (ERJ 135, 140 and 145), AE 3007 variants also power the Cessna Citation X business jet (AE 3007C variant) and the Embraer Legacy 600. This broad application base has ensured a mature global support network, readily available spare parts and well documented maintenance procedures across a fleet of over 2,200 engines delivered worldwide.

The Embraer ERJ 135 is a twin engine regional jet optimised for short to medium haul missions, typically covering stage lengths of 500 to 1,100 km (270 to 595 nmi), with a maximum range of approximately 2,409 km (1,300 nmi) in the ER variant and up to 3,241 km (1,750 nmi) in the LR variant. Powered by two Rolls Royce AE 3007 turbofan engines, the aircraft cruises at around 830 km/h (450 ktas) and completes most flights in one to two hours. Its short field performance, with a takeoff field length of approximately 1,580 to 1,650 m and landing distance of about 1,360 m, makes it well suited to regional airports with limited runway infrastructure.

Operators typically achieve high daily utilisation with the Embraer ERJ 135, frequently flying six or more cycles per day thanks to quick turnaround times and low fuel consumption. This pattern supports dense regional networks where frequency matters more than capacity. The aircraft is predominantly deployed in hub and spoke operations, connecting smaller cities and secondary airports to major hubs, though it also serves point to point routes on thinner demand corridors. Its 37 seat maximum capacity fills a niche below the larger ERJ 145, making it ideal for routes that cannot sustain 50 seat service but still require jet speed and reliability.

Operational challenges do exist for Embraer ERJ 135 operators. With production having ended, the fleet is ageing, which can increase maintenance costs despite the type's historically high dispatch reliability. The limited payload and range compared to larger regional jets constrain its use on longer or higher density routes. Additionally, the emergence of newer generation aircraft such as the Embraer E Jet family presents competitive pressure, particularly in terms of fuel efficiency and passenger comfort. For more frequently asked questions about regional aircraft and aviation topics, visit the Ready for Takeoff FAQ page.

Where the Embraer ERJ 135 Operates Around the World

The Embraer ERJ 135 has found operators across four broad regions, serving a variety of missions from scheduled regional services to VIP charter and government transport. In North America, the type has been most widely adopted by both scheduled airlines and charter operators, feeding major hub airports and serving semi private scheduled services. In Europe, it connects regional cities across the continent, often from secondary airports, and is also popular with corporate charter companies. Africa represents a significant market for the ERJ 135, particularly in southern and west African regional networks. In Asia, the type has had a more limited presence, with operations primarily in the charter and private aviation sectors rather than scheduled airline service.

• North America: JSX operates 16 Embraer ERJ 135 aircraft (primarily ERJ 135LR variants) for semi private scheduled flights from private terminals and smaller airports across the southern and western United States, offering a premium experience on regional routes. Contour Airlines flies 10 ERJ 135s (a mix of ER and LR variants) for both scheduled regional services and charter operations, connecting smaller communities to larger hubs. Historically, the type also served with United Express carriers on regional feed routes.
• Europe: Loganair in the United Kingdom operates four ERJ 135ER aircraft on scheduled regional routes, particularly serving Scottish and island communities. Eastern Airways, also in the United Kingdom, operates the type on its regional network. Air Charters Europe (part of ASL Group in Belgium and the Netherlands) operates up to four ERJ 135s in corporate configurations for charter flights. Historical European operators include British Midland Regional and LOT Polish Airlines, which used the type on shorter regional legs.
• Africa: Airlink in South Africa is one of the largest Embraer ERJ 135 operators worldwide, with 17 aircraft (predominantly ERJ 135LR) serving scheduled regional routes across southern Africa. Cronos Regional in Cameroon operates two ERJ 135s for regional services in west Africa, while MaxAir in Nigeria and Tarco Aviation in Sudan each operate one aircraft for regional connectivity.
• Asia: The Embraer ERJ 135 has had limited presence in scheduled airline operations across Asia. The type is primarily found with private and charter operators rather than network carriers, reflecting the region's preference for larger regional aircraft on most routes.

Typical Seating Configurations on the Embraer ERJ 135

The Embraer ERJ 135 features a narrow body cabin approximately 2.1 m (6 ft 11 in) wide, 1.83 m (6 ft) high, and 12.8 m (42 ft) long. The standard seating arrangement uses a 1+2 cross section (one seat on the left, two on the right), giving every passenger either a window or aisle seat. Seat map references on SeatMaps show three common configurations defined by Embraer and adopted by operators worldwide.

In high density layouts, the aircraft seats up to 37 passengers at 31 inch (79 cm) pitch, a configuration historically used by airlines such as United Express and Equaflight for maximum capacity on regional routes. A 30 seat layout at 34 to 36 inch (86 to 91 cm) pitch is the most popular choice among current operators: JSX uses this arrangement with 18 inch wide seats to provide a more spacious feel on its semi private services, and Contour Airlines adopts a similar configuration for its scheduled and charter flights. At the premium end, VIP and executive charter operators such as ACASS and Air Charters Europe configure the cabin with as few as 16 seats at 43 inch (109 cm) pitch in a 1+1 club arrangement with premium leather seating, ensuring every passenger has direct aisle access. According to Embraer, these three layouts (37, 30, and 16 seats) represent the manufacturer's standard options, and most operators select one based on their route economics and service positioning.

Network airlines operating the Embraer ERJ 135 on scheduled regional routes tend to favour the 30 to 37 seat range to maximise revenue per flight, while charter and corporate operators prioritise space and comfort with lower density cabins. There is no widely documented dual class (business and economy) configuration for this aircraft type; operators typically choose a single class layout, with the level of comfort determined by seat pitch and onboard service rather than a physical cabin divide.

The Embraer ERJ 135 holds one of the strongest safety records among regional jets in commercial aviation. Since entering service in 1999, approximately 121 aircraft were produced, accumulating over two decades of operations across airlines in Africa, the Americas and Europe. According to the Aviation Safety Network database, the ERJ 135 has recorded zero fatal accidents during passenger revenue service. No passenger or crew fatality has ever been attributed to the type. The few recorded events are limited to non fatal runway excursions, ground incidents and minor technical occurrences, none of which resulted in loss of life. Within the broader ERJ family (ERJ 135, ERJ 140 and ERJ 145), which totals around 1,231 aircraft delivered, the fatal accident rate stands at approximately 0.01 per thousand years of service, making it one of the safest aircraft families ever analysed.

Notable Incidents Involving the Embraer ERJ 135

Although the type has never caused a fatal accident, a small number of serious incidents have been documented. Understanding these events and their outcomes is important for pilots and aviation professionals, including those exploring pilot recruitment opportunities on regional jet fleets.

• Airlink Flight SA8625, George, South Africa (December 2009): An ERJ 135LR (registration ZS‑SJW) overran runway 11 at George Airport after landing in wet conditions. The investigation found the aircraft crossed the threshold at 143 KIAS, roughly 15 knots above the calculated reference speed. A delay in brake application after touchdown, combined with worn main tyres that offered limited water displacement, prevented the crew from decelerating safely. The aircraft struck eleven approach lights and broke through the perimeter fence before coming to rest on a public road. All 32 passengers and 3 crew members evacuated without serious injury. The findings reinforced the importance of stabilised approach criteria, timely brake application on contaminated runways and rigorous tyre inspection programmes.
• American Eagle, Columbus, Ohio (January 2003): An ERJ 135LR (registration N714BZ) was undergoing a high power engine run on the ground at Columbus John Glenn Airport when it jumped its wheel chocks and collided with a maintenance hangar. The aircraft was destroyed, but all three technicians on board escaped uninjured. The event highlighted the need for strict adherence to engine run procedures and proper restraint during ground maintenance operations.
• Embraer Test Flight, Moses Lake, Washington (August 1999): During a manufacturer test flight, the prototype ERJ 135 (registration PT‑ZJA) exceeded the minimum control speed on takeoff, causing the left wing to contact the runway surface. The wingtip and aileron sustained minor damage. No one was injured. The incident contributed to refined handling guidance in the aircraft flight manual prior to widespread airline deliveries.

In each case, the structural integrity of the airframe allowed occupants to survive without serious injury, reflecting the robust design philosophy behind the ERJ family.

How Safe Is the Embraer ERJ 135?

When measured against the volume of flights performed over more than 25 years in service, the Embraer ERJ 135 stands out as an exceptionally safe regional aircraft. Its zero fatal accident record during passenger operations places it among the safest commercial aeroplanes ever built, according to analysis published by Turbli based on fleet wide accident data.

Several factors underpin this safety performance:

• Redundant avionics: The Honeywell Primus 1000 glass cockpit features dual digital air data computers, dual attitude and heading reference systems (AHRS), TCAS and GPWS, ensuring critical flight information remains available even after a single system failure.
• Fire and overheat protection: Dual detection loops monitor engines and the APU, with automatic shutdown capability and dedicated extinguishing systems for the baggage compartment and lavatories.
• Structural robustness: A circular fuselage cross section, two spar aluminium wing and fail safe landing gear designed by Liebherr (nose) and equipped with Goodrich carbon brakes provide strong crashworthiness margins.
• Certification standards: The ERJ 135 was certified under FAR Part 25 (FAA) and EASA CS 25 transport category requirements, with continuing airworthiness oversight from ANAC (Brazil), the FAA and EASA.
• 95% parts commonality with the ERJ 145, simplifying maintenance and reducing the risk of errors in supply chains and repair procedures.

Regional airlines operating the ERJ 135 follow standard operating procedures (SOPs) aligned with manufacturer recommendations and national regulatory requirements. Recurrent crew training, including simulator sessions covering rejected takeoffs, engine failures and contaminated runway landings, further reduces residual risk. Overall, the combination of conservative design, stringent certification, continuous airworthiness directives and thorough crew training confirms that the Embraer ERJ 135 is a remarkably safe aircraft. As with all modern commercial types, it operates within an industry where aviation remains one of the safest modes of transport worldwide.