Embraer 135/145 type designations

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Polecat
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Embraer 135/145 type designations

Post by Polecat »

Could anyone explain to me if the designation system for Embraer regional jets used in the US is different from the European one?

For instance, Airliners.net stated that N826AE is an "Embraer EMB-135KL (ERJ-140LR) ". Are these old designations or so?

Also, with the 170/175 series, could anyone inform me on the models made? It seems that for instance the ERJ-170-100SU is only used in the US? On their site I can't find a lot of info, they only refer to the standard, LR and AR versions.

Grtz
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Post by adz »

An Embraer 140 is an ERJ that fits between the 135 and 145, meant for the American market. So it's not just another designation, but another version of the type.

Length of the plane (source: wikipedia):
ERJ-135 (26,33 m, seating 37)
ERJ-140 (28,45 m, seating 44)
ERJ-145 (29,87 m, seating 50)

I don't about the SU E-170/75's. Air Canada has 175SU's as well, United Express has got 170SE's. So no idea. Maybe configuration or something.

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Post by Polecat »

Thanks for the effort Ard.
But than I still don't get why a 135KL would be a 140LR with a 145... series c/n?

(Same goes for the CRJ-700/701. Afaik in europe one only sees CRJ-700's whereas in the US there are CRJ701's..) Only found out after editing and databasing my pics of my first states trip)
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Post by adz »

Well, this has to do with configuration again. According to Wikipedia (I use that site to look up almost everything)
The 700 is limited to 68 passengers, the 701 to 70 passengers and the 702 to 78 passengers.

Be aware, Air Canada Jazz has got CRJ-705, but those are based on the CRJ-900, but with a limited seating configuration.

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Post by Polecat »

okay thanks... I tried the sites of the manufacturers, but should have looked at wiki.... :oops:
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Post by n5205e00421 »

I believe the ERJ140 is just a commercial marketing name. To make certification easier it was officially filed as a derivative of the ERJ135 and therefore all ERJ140s are named ERJ135KE or ERJ135KL in official paperwork. All ERJ135/140/145 c/n's indeed start with 145.."

A similar thing seems to be going on with the E-170/175/190/195 family. An E-175 is officially an E-170-200, and a E-195 is an E-190-200. The E-170/5 and the E-190/5 have there own seperate sets of c/n's, starting with 170... and 190... .

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Post by flying_kiwi »

Always useful in finding the differences between the various designations are the Type Certificate Data Sheets.
EASA EMB-135/145 TCDS
FAA EMB-135/145 TCDS

Note that the EASA TCDS doesn't include the EMB-135KE/KL or the EMB-145MR/XR, as those variants haven't been certified by the European Authorities. The same applies to the EMB-145EU/LU/MK, which are not on the FAA TCDS.

The ERJ 170 and ERJ 190 are certified under the following variants with the marketing name in brackets:

ERJ 170-100STD (Embraer 170)
ERJ 170-100LR (Embraer 170LR)
ERJ 170-200STD (Embraer 175)
ERJ 170-200LR (Embraer 175LR)

ERJ 190-100STD (Embraer 190)
ERJ 190-100LR (Embraer 190LR)
ERJ 190-100IGW (Embraer 190AR)
ERJ 190-100ECJ (Embraer Lineage 1000)
ERJ 190-200STD (Embraer 195)
ERJ 190-200LR (Embraer 195LR)
ERJ 190-200IGW (Embraer 195AR)

The FAA TCDS for the ERJ 170 includes the -100SE; -100SUand -200SU, but the only differences are restrictions in the maximum number of passengers. This is because of the scope clauses that many airlines in the US have in the contracts with the unions, which restricts the size (based on max pax)of the aircraft that the regional airlines may operate on their behalf.

Hope this helps,

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Post by Polecat »

Kia ora Yorden,

now that is an extensive reply.. a big thanks!
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Post by adz »

So what happens if a European Airline decides to buy some secondhand ERJ-140's from a U.S. carrier? Does it need to go through certification or is it just adding some lines to the documents provided?

BTW, thanks for the list and documents.

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Post by flying_kiwi »

adz wrote:So what happens if a European Airline decides to buy some secondhand ERJ-140's from a U.S. carrier? Does it need to go through certification or is it just adding some lines to the documents provided?
Most likely EASA will certify it based on the ANAC (Brazilian CAA) and FAA certification, as there aren't that many major differences with the already certified EMB-135/145.

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Post by Key »

Great info, thx.

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