Embraer’s E1 E-Jet platform continues to remain robust, growing with new orders and secondary operators worldwide
- staff writers
- Nov 18, 2025
- 3 min read
Updated: Nov 19, 2025
Embraer’s E1 E-Jet platform continues to remain robust, growing with new orders and secondary operators worldwide
First-generation Embraer E-Jets are experiencing a robust second life with global airlines, especially those in developing markets or low-cost sectors. Fleet data from CH Aviation shows that 149 first-gen E-Jets that flew for former operators are now actively flying for 29 distinct new operators that had never owned or operated the aircraft before. Furthermore, 13 operators that have flown 483 E-Jets since initial delivery have actively added 111 supplemental first-gen E-Jets to their fleets that originally flew for other operators.
In-Service E-Jets Worldwide:
Category | # of Operators | # of Original Fleet | # of Secondary Fleet | Total |
|---|---|---|---|---|
Original Only | 34 | 740 | 0 | 740 |
Added Used | 13 | 483 | 111 | 594 |
Secondary Only | 29 | 0 | 149 | 149 |
Total | 76 | 1,223 | 260 | 1,483 |
Embraer’s vice president of global leasing and strategy, Maximo Gainza, described the secondary E1 market as “buzzing” during a panel at the ISTAT EMEA conference in Berlin last September. Gainza said lessor penetration for the E190/E195 is similar than for Airbus and Boeing narrowbodies, “so you just have a natural flow of lease expiries every year.” Further, he noted that “Older E175, E190, and E195 jets are being acquired by lessors like Azorra and TrueNoord from airlines that are phasing them out, such as JetBlue. Azorra is buying 13 E190s and engines from JetBlue, while TrueNoord is also placing orders for newer E-Jet models, but has options for E175s. This activity indicates that older E-Jets are entering the leasing market for continued operation by new airlines.”
This continuing popularity is driven primarily by their significantly lower operating, acquisition and leasing costs compared to both newer variants and larger mainline aircraft. For carriers seeking to expand their fleet and launch new routes without the immense capital expenditure of new planes, this affordability offers a critical competitive edge. The used E-Jets provide an efficient and cost-effective way to "right-size" capacity on moderate-demand routes, allowing airlines to avoid flying larger, half-empty aircraft.
This flexibility makes the E-Jets ideal for serving secondary cities, increasing flight frequencies, and strategically developing hub-and-spoke networks. The aircraft are also known for their proven reliability, spare part availability and mature systems, which reduces maintenance costs and operational risk for new operators.
Despite being older – with an average fleet age of 12 years – the first-generation E-Jets still offer a superior passenger experience compared to many regional competitors. The 2x2 seating configuration, with no middle seats, and a stand-up headroom cabin provide a comfortable, "big jet" feel that helps build customer loyalty. As original operators upgrade to the E2s, a healthy supply of well-maintained E1s is freeing up, enabling new and expanding airlines to acquire these capable and affordable regional jets.
In the United States, where scope clauses limit weight and seating capacities for non-mainline jets, the E1, especially the E-175 continues to be the backbone of the regional fleets for United, American and Delta, with almost 200 E1 aircraft on order.
Top 10 airlines operating secondary/used first-generation E-Jets:
Airline | Secondary/ Used E-Jets | Total E-Jet Fleet |
Alliance Airlines | 37 | 37 |
Airlink (South Africa) | 35 | 37 |
Portugália Airlines | 16 | 16 |
S7 Airlines | 16 | 16 |
SAS Link | 15 | 15 |
LOT Polish Airlines | 14 | 39 |
Envoy Air | 12 | 168 |
Aeroméxico Connect | 11 | 32 |
Jazz Air | 9 | 23 |
BA CityFlyer | 8 | 19 |
Sources: Embraer, CH Aviation
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