The Embraer E-Jet family is a series of four-abreast narrow-body short- to medium-range twin-engine jet airliners designed and produced by the Brazilian aerospace manufacturer Embraer.

The E-Jet was designed as a complement to the preceding ERJ family, Embraer's first jet-powered regional jet; designed to carry between 66 and 124 passengers, it was larger than any prior aircraft built by the company. The project's existence was revealed in early 1997, and was formally introduced at the Paris Air Show two years later. On 19 February 2002, the first prototype E-Jet conducted its maiden flight; later that year, quantity production of the type commenced. In early March 2004, the first E170 deliveries were made to LOT Polish Airlines.

The E-Jet series has been a commercial success primarily due to its ability to efficiently serve lower-demand routes while offering many of the same amenities and features of larger jets. Initial teething issues, including hydraulic and engine-specific ones, were quickly overcome, and Embraer rapidly expanded its product support division for better global coverage. The E-Jet family is commonly used by both mainline and regional airlines around the world and has become particularly popular with regional airlines in the United States. It has also served as the basis for the Embraer Lineage 1000 business jet. During the 2010s, Embraer developed a second generation of regional jets, the E-Jet E2 family, derived from the original E-Jet family. However, as of 2023, the E175 remains in production, to fulfill demand from regional airlines in the United States. (From Wikipedia)

The E175 is a slightly stretched version of the E170 and first entered revenue service with launch customer Air Canada in July 2005. The E175 typically seats around 78 passengers in a typical single class configuration, 76 in a dual-class configuration, and up to 88 in a high-density configuration. Like the E170, It is powered with General Electric CF34-8E engines of 14,200 pounds (62.28 kN) of thrust each. It competed with the Bombardier CRJ900 in the market segment previously occupied by the earlier BAe 146 and Fokker 70. As of 2023, it is the only aircraft currently produced in this market segment.

The E175 was initially equipped with the same style of winglets as the rest of the E-Jet family. This was changed starting in 2014 to wider, angled winglets as part of an efficiency improvement package. The angled winglets increase the wingspan from 26.00m (85 ft 4 in) to 28.65m (93 ft 11 in). This winglet change was only made available to the E175 version.

In late 2017, Embraer announced the E175SC (special configuration), limited to 70 seats like the E170 to take advantage of the E175 performance improvements, but still comply with US airline scope clauses limiting operators to 70 seats. Embraer is marketing the E175SC as a replacement for the older 70-seat Bombardier CRJ700 with better efficiency and a larger first class.

In 2018, a new E175 has a value of US$27 million, projected to fall to US$3–8 million 13 years later due to their concentration in the US with more than 450 in service out of 560, with Republic and SkyWest operating over 120 each, Compass 35 and Envoy Air 90, after the similar experience with the CRJ200 and ERJ 145 demonstrates the limited remarketing opportunities.

As of 2023, the E175 remains in production, with strong demand from regional airlines in the United States, which cannot order the newer, but heavier E175-E2 due to scope clause restrictions on maximum takeoff weight.[

The E190/195 models are larger stretches of the E170/175 models fitted with a new, larger wing, a larger horizontal stabilizer, two emergency overwing exits, and a new engine. The E190/195 is fitted with two underwing-mounted GE 34-8E-10 turbofan engines, rated at 82.29 kN (18,500 lbf). The engines and engine nacelles are supplied by General Electric. The engines are equipped with full authority digital engine control (FADEC). The fully redundant, computerized management system continuously optimizes the engine performance resulting in reduced fuel consumption and maintenance requirements. The aircraft carries 13,000 kg of fuel and is fitted with a Parker Hannifin fuel system.

Two slightly different versions of the E190 and the E195 exist: LR and AR.

The aircraft is equipped with a Hamilton Sundstrand auxiliary power unit and electrical system. The GE CF34-10E, rated at 18,500 lb (82.30 kN), is the only powerplant offered for the aircraft. These aircraft compete with the Bombardier CRJ-1000 and Airbus A220-100, the Boeing 717, 737-500, and 737-600, and the Airbus A318. It can carry up to 100 passengers in a two-class configuration or up to 124 in the single-class high-density configuration.

On 12 March 2004, the first flight of the E190 (PP-XMA) took place, while the first flight of the E195 (PP-XMJ) occurred on 7 December of that year. The launch customer of the E190 was New York-based low-cost carrier JetBlue with 100 orders options in 2003 and took its first delivery in 2005. British low-cost carrier Flybe was the first operator of the E195, had 14 orders and 12 options, and started E195 operations on 22 September 2006. Flybe have since decided that they would remove the aircraft from their fleet in favour of the Dash 8 Q400 and Embraer 175, in an effort to reduce costs, by 2020.

Air Canada operated 45 E190 aircraft fitted with 9 business-class and 88 economy-class seats as part of its primary fleet. They were retired in May 2020. American Airlines operated E190s until 2020. JetBlue and Georgian Airways operate the E190 as part of their own fleet. Austrian Airlines have 17 E195 aircraft in their mainline fleet. By 2018, early E190s were valued at under US$10 million and could be leased for less than US$100,000 per month, while the most recent aircraft were worth US$30 million and could be leased for less than US$200,000 per month.

The E175-E2 (EMB 190-500) model is the smallest in the E-Jet Second Generation family. The E175-E2 will be extended by 60 cm (24 in) from the E175, allowing for the addition of one seat row and a capacity up to 90 passengers. In 2013, the aircraft was expected to cost US$46.8 million.

While the first-generation E175 proved popular with regional airlines in the United States, the weight of the E175-E2 has prevented sales to these customers. Scope clause agreements between mainline carriers and their pilots unions prevent these airlines from contracting with regional airlines to operate aircraft with maximum takeoff weight exceeding 39,000 kg (86,000 lb). The E175-E2 exceeds this limit by 5,400 kg (12,000 lb), due to its heavier geared turbofan engines.

The first E175-E2 prototype made its first takeoff on 12 December 2019 from São José dos Campos and flew for 2 hours and 18 minutes, starting a test and certification campaign that was expected to take 24 months and involve two additional aircraft. At that time, Embraer said it believed there would be for strong demand for the jet from outside North America, but as of 2023 the company has received no orders for the variant. First delivery was initially scheduled for 2021. It has been repeatedly delayed and in February 2022, Embraer announced that it will be halting development of the E175-E2 for three years, with deliveries expected to begin between 2027 and 2028.

The 98 kN (22,000 lbf) PW1900G has a 190 cm (73 in) fan for a 12:1 bypass ratio. The aluminum wing span increased to 33.7 m (111 ft) for the highest wing aspect ratio of any airliner, just over 11, while the larger E195-E2 has a longer wingtip and the smaller E175-E2 has a downsized wing. It was moved forward to shift the center of gravity envelope aft to reduce the horizontal stabilizer downforce, lowering fuel burn by 1.5%. The trailing link main landing gear has wheel doors to reduce fuel consumption by 1% and is 51 cm (20 in) taller to provide enough engine ground clearance. The E2 have 75% new parts, closed-loop controls fly-by-wire instead of the open-loop type in the E1 gaining improved maintenance intervals. For E1-rated pilots, the transition to the new type need 2.5 days with no full flight simulator, having similar Honeywell Primus Epic 2 avionics.[62] The E190-E2 (EMB 190-300) has a 5 m (16 ft) wider wingspan but otherwise is close in size to the E190, with up to 114 seats in a single class configuration.

The E190-E2 unit cost was US$53.6 million in 2013. Embraer had it certified on 28 February 2018. Certification needed 46,000 test hours on ground and 2,200 in flight. Due to better than expected fuel burn during tests, in January 2018 Embraer increased the range to 2,880 nmi (5,330 km), and Bombardier tried to implicate it in the CSeries dumping petition by Boeing as it could attain a 2,900 nmi (5,400 km) range. It entered service with Widerøe on 24 April 2018. In 2018, a newly delivered E190-E2 is worth $34 million, $3 million more than the E190, falling to $20 million in seven years, a 40% decline to be compared with 30% projected for an A320neo over the same timeframe.

The E195-E2 (EMB 190-400) will be extended by three seat rows from the E195 by 2.85 m (9.4 ft), and will accommodate up to 146 seats.

The E195-E2 unit cost was US$60.4 million in 2013. In February 2016, Embraer announced that it had decided to increase the E195-E2's wingspan by 1.4 m (4.6 ft) for greater lift, along with a MTOW increase of 2 t (4,400 lb) to extend its range by 450 nmi (830 km) at sea-level starts, and 250 nmi (460 km) in hot and high conditions.

The variant rolled out on 7 March 2017 and Azul was confirmed as its launch operator. It first flew on 29 March 2017, ahead of the previously scheduled second half of the year. Embraer showcased the prototype at the Paris Air Show in June 2017 and plan to enter service in the first half of 2019.

By January 2019, the flight-test program preliminary results shows the E195-E2 could end up being a little above specifications at introduction. It was certified on 15 April 2019, with a fuel burn 1.4% less than originally specified for 25.4% less per seat than the E195. Binter Canarias should be its European launch customer, to enter service in late 2019.

On 12 September 2019, Embraer delivered its first E195-E2 to Azul through lessor AerCap, configured with 136 seats in a single class. It competes with the Airbus A220-300, at a lower unit cost. As well, Embraer claims E195 trip costs are 22% lower than a 154-seat A320neo and 24% below a 160-seat 737-8 - but airlines install more seats, widening seat costs further apart than the 6% and 8% quoted by Embraer. On 22 July 2022, an E195-E2 landed at London City Airport (LCY) for the first time, making it the largest aircraft cleared to operate from the small airport.