Background and early design The ERJ 145 was designed for a perceived new market for regional jet aircraft, where the increased speed, comfort and passenger appeal would outweigh the inherent fuel economy of the turboprop aircraft which were in service and in development. The 45–48 seat EMB 145, nicknamed Amazon, was launched at the
Paris Air Show in 1989 as an stretch of the
EMB 120 Brasilia developed for US$150 million plus $50 million for training and marketing, one third the cost of the cancelled
Short Brothers FJX project. Keeping 75% of the Brasilia parts and systems, the EMB 145 Amazon aimed for a 1991 first flight.
Engine selection In early 1990, no engine supplier willing to share the
risk of the $250 million development was yet selected. The
Allison GMA3007 (later renamed the
Rolls-Royce AE 3007) was selected in March 1990, with a maximum 40 kN (7,100 lbf) take-off thrust and growth capability to , first flight was then due in September 1991. By May, it had 296 commitments from 19 operators, and was seeking external finance. In June,
maiden flight was expected by the end of 1990 before mid-1993 deliveries for $11.5 million each, cabin pressurisation was increased to from the Brasilia . Following the engine selection, design was revised: length decreased from , span increased from , aspect ratio to 9.3 from 9.2. In November 1990, a major reduction in
Brazilian government spending, which held 61% of its voting share, resulted in Embraer laying off 32% of its 12,800 employees and suspending development of the EMB
145 for six months.
Revised design In March 1991, a revised configuration started
wind tunnel testing: the quarter chord
wing sweep increased to 22.3° with underslung engines for lower
aerodynamic drag. This reduced the span by almost , reducing its aspect ratio from 9.3 to 8.4 and wing area from . The
semi-monocoque wing has two main and one auxiliary spar and holds of fuel, it has double-slotted
fowler flaps and
spoilers. To accommodate the underwing engines, the
landing gear is longer, allowing using
jetways, and the fuselage was lengthened from . During June 1991, the Brazilian Government loaned $600 million to Embraer and in July the programme was re-evaluated while tooling was 80% complete.
Definitive design After re-evaluation late in 1991, the layout was again revised with two rear-fuselage-mounted engines, and a Mach 0.8 cruise speed would be tested in the wind tunnel. In December 1994, Embraer was
privatised for 80% to Brazilian and US investors while 20% was kept by the Brazilian Government. The estimated $300 million development cost is divided between Embraer for 34%, risksharing partners for 33% (including Belgium's
SONACA supplying centre and rear fuselage sections, doors, engine pylons and wing leading-edges), long-term loans from Brazilian development-funding institutions for % and participating suppliers for 10%. Its $15 million price was $4 million lower than the CRJ. The Flight Test campaign took four aircraft: S/N 801, PT-ZJA, S/N 001, PT-ZJB, S/N 002, PT-ZJC and S/N 003, PT-ZJD. Only S/N 003 was fitted with passenger seats and had no FTI (flight test instrumentation) and was used for functional and reliability tests. In July 1996, its certification was targeted for October, and the unit cost was then forecast to be US$15 million. Flight tests allowed to increase its cruise speed to Mach 0.78 from 0.74, and showed
fuel economy was 7% better than predicted. Before the Summer 1996
Farnborough Airshow, Embraer held 62 firm orders and 218 options.
Continental Express then purchased 25 EMB145s and took 175 options. More than 50 seats would need a wider fuselage for four-abreast seating, an enlarged wing and a more powerful turbofan. On 10 December 1996,
type certification was issued by the
Federal Aviation Administration (FAA), clearing the type for operational use in North America. Embraer delivered 892 units of all variants through 2006, and predicted that another 102 units would be delivered in the 2007–2016 time period.
Production in China During December 2002, Embraer entered a partnership with the Chinese aerospace manufacturer
Harbin Aircraft Industry Group, resulting in the creation of
Harbin Embraer Aircraft Industry, a
joint venture company, to locally produce the ERJ 145 in
Harbin for the Chinese market. The assembly line was sized to produce a maximum of 24 aircraft per year, assembling
complete knock down kits prepared by Embraer at its facilities overseas. In April 2009, it was announced that
Hainan Airlines had halved its original order for 50 ERJ145s from the joint venture. By April 2011, 41 aircraft had reportedly been produced in China, considerably less than the line's capacity. By this time, the company was undertaking changes to facilitate the local production of the similar
Embraer Legacy 650 business jet as well. In March 2016, the final delivery of aircraft produced by the joint venture took place. Two months later, the discontinuation of the local assembly initiative was announced; it was reported that in excess of 40 ERJ 145 and five Legacy 650s has been completed by this point.
Shortened versions Embraer has introduced two shortened versions of the ERJ145. All three aircraft share the same crew
type rating, allowing pilots to fly any of the three aircraft without the need for further training. The ERJ
140 is shorter, seating 44 passengers, and has 96% parts commonality with the ERJ145. The only significant changes are a shorter
fuselage, a slightly
derated engine and an increased range. The ERJ140 was designed with fewer seats in order to meet the needs of some major
United States airlines, which have an agreement with the pilots' union to limit the number of 50-seat aircraft that can be flown by their affiliates. At launch, Embraer estimated the cost of an ERJ140 to be approximately US$15.2 million. The estimated cost of development of the ERJ140 was US$45 million. The ERJ 135 is shorter, seating 37 passengers, and has 95% parts commonality with the ERJ145. The first ERJ 135 entered service in 1999. == Design ==