Walkaround

Embraer

E-Jet E1

E170, E175, E190, E195

E175 in production, others in service CF34-8E, CF34-10E 3 min read · updated 21 September 2026 · checked 21 September 2026

At a glance

Type card

VariantsE170, E175, E190, E195
EnginesGeneral Electric CF34-8E and CF34-10E
Typical seating70 to 124
AssemblySão José dos Campos, Brazil
StatusE175 in production, other variants in service
Entered service2004

Program and production

The E175 is in the odd position of being an older aircraft that outsells its own replacement.

It stays in production because it fits inside the US scope clause, which caps regional aircraft at 76 seats and 86,000 pounds maximum take off weight. The E175-E2 does not fit, and has been paused until at least 2029 as a result. So the E1 continues, and US regional carriers keep ordering it.

The problem is engines. Embraer's chief executive has said the company expects to deliver up to 30 E175s in the year but that the goal is in jeopardy because of CF34 shortages, with GE Aerospace not delivering what is needed and delivering late. The CF34-8E is the sole engine option for the type, so there is no alternative supplier to switch to. The backlog exceeds 200 aircraft.

In plain terms

When an aircraft has only one engine option, an engine shortage stops the line. There is no second source to absorb the gap, and the airframer cannot build around it. This is called a sole source dependency, and it is a recurring weakness across the regional aircraft market.

Embraer expects 80 to 85 commercial deliveries across the E1 and E2 families in 2026, so the E175 remains a substantial part of that total.

Technical and maintenance

No new fleet wide Airworthiness Directive of major significance was issued against the type in this period.

The E1 family is mature and well understood. Its maintenance programme is conventional, the CF34 is a long established engine with a broad support network, and the type does not carry the powder metal exposure that affects its GTF powered E2 successor. For an operator, that predictability is a genuine asset right now.

On the line

The E175's advantage over most of the current narrowbody market is that nothing unusual is happening to it. There is no fleet wide inspection campaign, no engine grounding, no sole issue driving unplanned removals. The constraint is new aircraft supply, not in service reliability. Where that matters practically is spares: rising fleet utilisation and extended service lives are pulling harder on the CF34 rotable pool, and the same GE capacity problem limiting new engine deliveries also affects spare availability.

The older E170, E190 and E195 variants are ageing into the part of their lives where corrosion and fatigue findings increase, but there is no systemic issue driving that beyond ordinary accumulation of cycles.

Orders and operators

SkyWest is the defining customer. It ordered 60 E175s at the Paris Air Show with purchase rights for 50 more, and separately secured firm delivery positions with Embraer for 44 additional E175s covering 2028 to 2032. It finalised an agreement with GE Aerospace in July 2025 for CF34-8E engines including spares to power the ordered fleet.

That order book explains why the E175 line matters. Alongside SkyWest, the type is operated on behalf of the US major carriers by Republic, Envoy, Horizon and others, and it has become the default 76 seat aircraft in North America.

In April 2026, Aviation Week Fleet Discovery counted roughly 210 ERJ family 50 seat jets still operating with US passenger airlines, alongside the larger E-Jet fleet.

Safety

No significant developments since 21 September 2026.

No new accident investigation involving the type opened in this period.

Sources