The CRJ700 changed how regional airlines operate by bridging the gap between cramped 50-seat turboprops and heavy mainline jets. Developed by Bombardier Aviation, this twin-engine regional airliner entered service in 2001 and quickly became a staple for major carriers needing high-frequency, mid-range routes. It introduced jet speed and comfort to secondary markets that couldn't support large Boeing or Airbus aircraft.
Operating regional routes requires a specific balance of passenger capacity, fuel burn, and turnaround speed. The CRJ700 achieved this by offering seating for 68 to 78 passengers while maintaining the operational flexibility of a smaller airframe. While production has ended, this workhorse remains a pillar of regional fleets across North America.
Origins and Evolution from the CRJ200
During the mid-1990s, Bombardier recognized that its popular 50-seat CRJ100 and CRJ200 models were reaching their limits. Airlines wanted more capacity without jumping straight to mainline narrowbodies. Bombardier launched the CRJ-X program in 1997 to design a larger derivative.
Engineers didn't just stretch the old tube. They engineered an entirely new wing featuring leading-edge slats, updated the avionics to the Rockwell Collins Pro Line 4 suite, and selected General Electric CF34-8C engines. In fact, the CRJ700 retained only 15 percent of the original CRJ200 airframe.
The prototype made its maiden flight on May 27, 1999. Commercial service began two years later with Brit Air. The design proved so versatile that it spawned further variants, including the stretched CRJ900 and the ultra-efficient CRJ550 conversion.
Core Specifications and Performance
The CRJ700 was built for performance on short-to-medium sectors. Here is a breakdown of its core metrics:
- Passenger Capacity: 68 to 78 passengers in a standard four-abreast configuration.
- Cruising Speed: Mach 0.82 (approx. 515 mph or 827 km/h).
- Maximum Range: Roughly 1,702 to 2,032 nautical miles depending on the standard or extended range (ER) variant.
- Powerplant: Two General Electric CF34-8C1 turbofan engines, each producing roughly 13,790 pounds of thrust.
- Maximum Takeoff Weight (MTOW): 72,750 pounds for the baseline model, scaling up to 75,000 pounds for the ER variant.
The cabin features a four-abreast layout (2x2 seating), meaning every passenger gets either a window or an aisle seat. There are no middle seats.
The Scope Clause Factor and the CRJ550
A major driver of the CRJ700 family's success in the United States involves pilot union scope clauses. Major US legacy carriers signed agreements with their pilots restricting how many regional jets with more than 50 seats could be outsourced to regional partner airlines.
To bypass this restriction while offering premium cabin space, Bombardier and United Airlines collaborated to introduce the CRJ550. Certificated as a modified CRJ700, the CRJ550 limits seating to 50 passengers. This clever redesign packs first-class, economy plus, and standard economy seats into a wide-body style regional frame while complying strictly with union scope rules. SkyWest Airlines and United Express operate these configurations to upgrade the passenger experience on regional hops.
Maintenance Realities and Economic Lifespan
Airlines love planes that spend time in the air rather than the hangar. The CRJ700 earned a reputation for mechanical durability. According to industry data, mature maintenance schedules for the aircraft historically required A-checks every 800 flight hours and C-checks every 8,500 hours.
However, running regional cycles takes a physical toll. Frequent takeoffs and landings strain the landing gear and pressurization seals. While the Federal Aviation Administration oversees rigorous safety directives for aging airframes, many operators have transitioned toward newer generation aircraft or heavy overhauls to keep operating costs predictable.
The End of Production and Competitors
Bombardier manufactured the CRJ series for over two decades before selling the program. Mitsubishi Heavy Industries acquired the regional jet program in 2020, primarily to absorb its extensive maintenance and support network. The final CRJ rolled off the assembly line in early 2021.
Its primary market rival has been the Embraer E-Jet family, specifically the E170 and E175. Embraer countered Bombardier with slightly wider cabins and larger overhead bins, driving intense competition across regional hubs. Despite this, thousands of flights daily still rely on the legacy infrastructure built around the CRJ series.
Frequently Asked Questions
Why did production of the CRJ700 stop?
Bombardier divested its commercial aviation divisions to focus on private jets, and Mitsubishi acquired the program in 2020 to integrate its service network before halting new production. Market shifts toward larger narrowbody jets also reduced demand for new regional builds.
Does the CRJ700 have middle seats?
No. The cabin features a 2x2 layout, meaning every passenger is seated next to either a window or an aisle.
How does the CRJ700 differ from the CRJ200?
The CRJ700 is a completely redesigned, stretched aircraft. It features a new wing with slats, upgraded GE engines, a wider cabin cross-section, and a significantly higher passenger capacity compared to the older 50-seat CRJ200.
What airlines still fly the CRJ700?
Major regional carriers such as SkyWest Airlines, PSA Airlines, and Endeavor Air operate variants of the CRJ700 family on behalf of major network partners like Delta, American, and United.
