The Regional Jet Cliff: What Happens When The Bombardier CRJ & Embraer E-Jet Fleets Age Out

Published Aug 3, 2026, 2:00 PM EDT Journalist - Steven has a varied background in communications, and it was this passion for writing combined with his in-depth knowledge of the aviation industry that led him to Simple Flying. A keen linguist, he also has experience in translation and interpreting. Based in Palma, Spain The phrase 'regional jet cliff' has become increasingly common in recent years because it captures a problem that has been building quietly for years rather than emerging through a single dramatic event. Across the US, hundreds of regional aircraft that transformed domestic air travel during the 1990s and 2000s are approaching the end of their economic lives. As such, airlines face an uncomfortable reality that there is no straightforward replacement waiting to take their place. Instead of preparing for a seamless fleet renewal cycle, carriers are entering a period where shrinking fleets may become unavoidable. At the center of the issue are the Bombardier CRJ family and Embraer’s first-generation E-Jets, the aircraft that have formed the backbone of regional operations for decades. Many remain structurally capable of flying for years. However, economics, labor agreements, pilot shortages, and the lack of suitable new aircraft are converging to create one of the biggest challenges regional airlines have faced since the regional jet revolution began. The Aircraft That Reshaped Regional Flying Credit: Shutterstock Regional jets fundamentally changed domestic aviation in North America during the 1990s by replacing many slower turboprops on short-haul routes while offering passengers a more comfortable experience that felt closer to flying on a mainline aircraft. Bombardier's Canadair Regional Jet (CRJ) family became one of the defining products of the era. Indeed, the Bombardier CRJ100 and Bombardier CRJ200 placed jet service into dozens of communities that had previously been served by turboprops or had little commercial service at all. The larger Bombardier CRJ700, CRJ900, and CRJ1000 later expanded the concept by carrying more passengers while maintaining relatively low operating costs for short sectors. At the same time, Embraer entered the market with the E170 and E175, introducing wider cabins, larger windows, and more spacious seating that passengers often preferred over the narrower CRJ cabin. The E175 in particular quickly became a favorite among both airlines and travelers because it offered improved comfort without sacrificing the economics needed for regional operations. For many years, the competition between Bombardier and Embraer drove continual improvements, with airlines able to choose between two active manufacturers offering modern aircraft. That competitive environment has now disappeared, fundamentally changing the outlook for regional fleet planning. Why The 50-Seat Fleet Is Approaching Its Breaking Point Credit: Shutterstock The sharpest edge of the regional jet cliff involves the smallest aircraft. Around 300 aging Bombardier CRJ200s and similarly sized regional jets remain in operation, but many have reached an age where continued operation becomes increasingly difficult to justify financially. Aircraft themselves can often remain airworthy for decades with proper maintenance, but high-cycle regional operations place enormous stress on airframes because these jets perform multiple takeoffs and landings a day. The latest data from ch-aviation shows that SkyWest Airlines is currently the largest operator of the CRJ200, as detailed below. Maintenance requirements naturally become more extensive as these cycles accumulate, leading to longer maintenance visits and higher operating costs. The General Electric CF34 engines that power many of these aircraft have also become increasingly expensive to maintain while consuming considerably more fuel than newer engine designs. Ranking Airline Bombardier CRJ200 1 SkyWest Airlines 136 2 Air Wisconsin 62 3 Air Nostrum 7 4 SCAT Airlines 7 5 Voyageur Airways 7 Even when fuel prices remain relatively stable, airlines must evaluate whether continuing to operate older aircraft represents the best use of their resources. The more significant challenge is that there is effectively no replacement available. No manufacturer currently produces a modern 50-seat regional jet designed specifically for the economic conditions facing US airlines. Developing an entirely new aircraft would require billions of dollars in investment, yet the potential customer base has become too small to justify such a program. The economics that once supported fleets of hundreds of 50-seat regional jets simply no longer exist, leaving operators with aging aircraft that eventually must retire without direct successors. The End Of The CRJ Program Changed The Market Credit: Shutterstock Bombardier's decision to leave commercial aircraft manufacturing marked one of the biggest turning points for regional aviation. After selling the CRJ program to Mitsubishi Heavy Industries, production officially ended in 2021, closing the chapter on one of the industry's most successful regional aircraft families. Although Mitsubishi acquired the program's support and certification activities, it has shown no interest in restarting production, effectively removing one of the world's two major regional jet manufacturers from the market. The decision became even more significant after Mitsubishi also canceled development of its own SpaceJet program, which had originally been intended to replace older regional aircraft. Ranking Airline Embraer E175 1 SkyWest Airlines 263 2 Republic Airways 178 3 Envoy Air 137 4 Mesa Airlines 60 5 Horizon Air 47 What once appeared to be the next generation of regional jets disappeared before entering commercial service, leaving airlines with even fewer future options. As a result, the Embraer E175 has become the only regional jet that US carriers continue ordering in meaningful numbers. Rather than representing the arrival of an advanced new generation, however, the aircraft's continued success reflects the absence of practical alternatives. Airlines continue purchasing a design that first entered service two decades ago because it remains the only aircraft capable of fitting within today's operating environment while satisfying airline requirements. In many respects, the E175 has become the default solution rather than the next evolutionary step in regional aviation. SkyWest Airlines is also by far the largest operator of the Embraer E175, as outlined in the table above. Scope Clauses Are Limiting The Next Generation Credit: Shutterstock One of the most unusual aspects of the regional jet cliff is that technology is not necessarily the biggest obstacle. Embraer has already developed the E175-E2, a substantially more efficient version featuring new engines, improved aerodynamics, and lower fuel consumption. Under many circumstances, it would naturally replace today's E175 as airlines modernized their fleets. Instead, the aircraft has become trapped by labor agreements known as scope clauses. These provisions, negotiated between major US airlines and their pilot unions, limit the size and weight of aircraft that regional airline partners may operate on behalf of the larger carriers. Current agreements generally cap regional aircraft at approximately 76 seats and a maximum takeoff weight of about 86,000 pounds. The Embraer E175-E2 exceeds those weight limits despite offering substantially better operating economics. Consequently, US airlines have placed no orders for the aircraft because it cannot legally perform the regional flying for which it was designed under existing labor contracts. Certification has consequently slipped into the 2027 to 2028 timeframe as Embraer waits for potential changes in market conditions. Until those agreements change, airlines remain committed to purchasing the older first-generation Embraer E175 despite acknowledging that newer technology already exists. Used Bombardier CRJ900s have also become attractive because they fit within current restrictions while avoiding the capital cost of new aircraft. This unusual situation means regulatory and labor constraints have become just as influential as engineering advances in determining the future composition of regional fleets. Pilot Shortages Are Making The Problem Even Worse Credit: Embraer Even if enough aircraft remained available, regional airlines continue facing another serious obstacle in the form of pilot availability. The North American pilot shortage has affected every level of commercial aviation, but regional carriers have experienced the greatest difficulties because they traditionally offer lower salaries while serving as the first step toward careers at major airlines. As experienced captains move to larger carriers offering higher pay and improved schedules, regional airlines struggle to replace them quickly enough. Although flight schools continue producing new pilots, the experience required to qualify as a captain cannot be created overnight. This imbalance has already forced airlines to park hundreds of otherwise serviceable aircraft simply because qualified flight crews are unavailable. Industry forecasts suggest the shortage could reach its peak around 2026, with North America potentially facing a shortfall measured in the tens of thousands of pilots. Some projections suggest that hundreds of regional aircraft could eventually sit idle because airlines cannot staff them. Under these conditions, replacing aging aircraft becomes only part of the challenge. Airlines must also determine whether they will have enough crews to operate any replacement fleets they acquire. This staffing pressure has encouraged carriers to prioritize larger aircraft that carry more passengers with essentially the same cockpit crew. Instead of operating two 50-seat regional jets requiring four pilots, airlines can often transport similar passenger numbers with one larger aircraft requiring only two. That operational reality further weakens the economic argument for maintaining the smallest regional jets. What The Next Decade Could Look Like For Regional Aviation Credit: Shutterstock The most likely outcome is not a sudden disappearance of regional jets but a gradual reshaping of domestic air service over many years. The first-generation Embraer E175 appears set to remain the industry's workhorse well into the 2030s and potentially the 2040s because it continues satisfying scope clause requirements while offering acceptable economics. Rather than rapidly introducing entirely new fleets, airlines are increasingly extending the service lives of existing aircraft because there is little practical alternative. Meanwhile, 50-seat regional flying is expected to continue shrinking as aging Bombardier CRJ200s retire faster than replacements arrive. Communities that once supported frequent jet service may instead experience fewer daily flights, larger gaps between departures, or the complete loss of nonstop connections to major hubs. Smaller and medium-sized cities are particularly vulnerable because airlines naturally concentrate limited aircraft and pilot resources on routes generating the strongest financial returns. The industry's debate has therefore shifted toward broader structural solutions rather than simply waiting for new aircraft. Some observers argue modern turboprops deserve renewed consideration because they offer excellent fuel efficiency on shorter sectors while remaining economically viable for thinner markets. Others believe meaningful reform of scope clauses represents the only realistic path toward introducing more capable next-generation regional aircraft. Whatever direction eventually emerges, the regional jet cliff reflects far more than the aging of individual airplanes, instead highlighting how fleet planning, labor agreements, pilot supply, manufacturer decisions, and airline economics have become tightly interconnected in shaping the future of regional air service across the US.