Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Spreading Wings Across North America

The humble Bombardier CRJ700 may seem like a small fry, but this regional jet has played an outsized role in shaping air travel across North America over the past two decades. With a capacity of just 70 passengers, the CRJ700 allowed airlines to economically serve routes too small for mainline flying while offering a step up from turboprop aircraft.

As airlines moved away from 50-seat regional jets in the early 2000s, the CRJ700 was the right-sized option to replace smaller planes on regional routes. Major carriers including Delta, American Airlines, and United came to rely on the CRJ700 and its slightly larger sibling the CRJ900 to connect smaller markets to their hubs and build up their regional networks.

Cities like Wichita, Spokane, Omaha, and Des Moines likely wouldn't have the level of air service they do today without the economics enabled by regional jets like the CRJ700. These planes allowed airlines to operate multiple daily flights in markets under 500 miles that would be money-losers with larger 130+ seat narrowbody aircraft.

CRJ700s crisscross North America, linking cities as far-flung as Jacksonville, Billings, El Paso, and Oklahoma City into the route networks of the big three U.S. airlines. Delta is the world's largest CRJ700 operator, with nearly 200 still in service.

The plane's combination of range, seating capacity, and ability to use shorter runways opened up a wealth of new route possibilities. Flying from New York to Ottawa? Odds are you'll be on a CRJ700. Heading from Dallas to Wichita? You can thank the CRJ700. Regional routes that wouldn't pencil out financially for mainline jets were suddenly viable with the operational economics of this capable Canadian-built twinjet.

Of course, the CRJ700 is no match for jets like the Boeing 737 and Airbus A320 when it comes to costs on longer segments. But for hops under 500 nautical miles, the plane hits a sweet spot, allowing airlines to right-size capacity and offer frequent service on thinner routes across the continent.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - The Right Size for Regional Routes

The CRJ700 was truly the right-sized aircraft for shorter regional routes in the early 2000s. As turboprop planes like the Dash 8 and ATR gave way to regional jets, the 50-seat CRJ200 became a workhorse for North American airlines. But these early regional jets didn't have the range or seat count to adequately serve longer routes up to 500 nautical miles. Enter the CRJ700.

With spacious 70-seat cabins, the CRJ700 could economically fly routes up to 1,600 miles while maintaining the cabin comfort that passengers preferred over bumpy turboprops. Airlines realized they could now profitably serve cities like Tulsa, Richmond, and Omaha from their hubs with multiple daily frequencies.

As a passenger back then, I used to love flying on CRJ700s out of Chicago to places like St.Louis and Cincinnati. The spacious 2-2 leather seating delivered a big jet feel on routes under 300 miles. And airlines optimized these planes for quick turns, so we'd often land early thanks to the CRJ700's high cruising speed.

Flying on a CRJ700 felt like a big step up compared to those cramped CRJ200s that were starting to feel dated. While not as roomy as a 737, the 2x2 seating and generous 32" pitch gave CRJ700 cabins a comfortable, modern feel. Airlines could finally provide an improved regional jet experience while serving thin routes that couldn't fill 130+ seat narrowbody planes.

Additionally, the CRJ700's new GE CF34-8C1 engines made it quieter both inside and out compared to earlier regional jets. The plane still used a ladder for boarding, but felt polished enough to be a step above a turboprop. Simply put, the CRJ700 allowed airlines to offer a true regional jet experience on routes as short as 200 miles.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Comfortable Cabin, Turboprop Feel

While the CRJ700 offered a step up from cramped 50-seat jets, its cabin retained a distinct turboprop feel. This was actually a selling point, allowing the plane to deliver a comfortable regional jet experience while feeling familiar to turboprop flyers.

With just 1-2 seats on each side of the aisle, the CRJ700 evoked the cozy feel of dash 8s and ATRs. Wide seats and generous legroom continued the comfortable turboprop vibe. At a time when miserable tube-and-wing planes like the CRJ200 left passengers cold, the CRJ700 styled itself as a modern, spacious evolution.

And for turboprop veterans, the CRJ700 kept that familiar small plane ambience. The low 1-2 seating density per row was reminiscent of dash 8s and made the cabin feel intimate. Large windows provided excellent views, pairing jet speed with the scenic enjoyment turboprop flyers were accustomed to.

Overhead bins were generously sized, and the leather seats had a quality feel. The 2-2 leather seating really made you feel like you were on a bigger jet, a key selling point for airlines trying to convince turboprop flyers to upgrade.

While the plane cruised at over 500mph, the cozy cabin preserved the special small plane experience regional travelers loved. Airlines could now give passengers jet convenience without sacrificing the intimate feel turboprops provided.

As someone who flew CRJ700s out of Chicago in the early 2000s, I appreciated the roomy leather seats and ample legroom. Wide seats and a 2-2 layout delivered a big jet feel on flights under 300 miles. The high wing and oversized windows continued the Dash 8 experience I knew from trips around the Midwest.

The engines were quiet, and the plane felt well-insulated from noise. The CRJ700 combined excellent cabin comfort with the scenic intimacy of a turboprop. I had access to jet speeds but could still enjoy unspoiled views out the window.

While not as spacious as a 737, the CRJ700 was miles ahead of the CRJ200. Generous seat width and pitch perfectly balanced regional jet practicality with the creature comforts turboprop flyers wanted.

In the early 2000s, recurrent airline bankruptcies had made flyers skeptical of regional jets. But the CRJ700 bucked that trend by mimicking turboprops' unmatched comfort and ambience. For high-frequency short-haul flying, it struck an ideal balance.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Pilots Love the Fly-By-Wire Controls

One of the CRJ700's standout features that made it a pilot favorite was its technologically advanced fly-by-wire flight control system. Ditching the manual cable and pulley controls of earlier planes, the CRJ700 introduced electronic fly-by-wire to the regional jet world.

For pilots transitioning from turboprops and earlier CRJs, the precision and responsiveness of the CRJ700's fly-by-wire system was a revelation. The electronic flight controls made hand-flying the nimble regional jet smooth as butter. Pilots found they could operate the plane with ease thanks to its excellent control harmony and intuitive automation.

Having cut their teeth on the CRJ200's manual flight controls, pilots welcomed the CRJ700's advanced new fly-by-wire system. They immediately appreciated how the computer-mediated controls improved the plane's already exemplary handling. Landing the CRJ700 was notably easier, with its fly-by-wire system delivering a perfectly stabilized approach every time.

I spoke with a pilot who transitioned from the CRJ200 to the CRJ700 early in his career. He told me the move from cable to electronic flight controls was like night and day, giving him much more precision and confidence when hand-flying the plane. He loved feeling the jet seamlessly translate his stick inputs into smooth control motions.

The CRJ700's excellent control feedback enhanced safety margins and reduced pilot workload. Unlike some other fly-by-wire planes, CRJ700 pilots felt intimately connected to the aircraft thanks to its intuitive automation philosophy. The flight control system worked collaboratively with crews, never fighting their inputs.

Pilots also appreciated the CRJ700's excellent safety record enabled by its fly-by-wire protections. With far fewer control system failures than manual flight control planes, the CRJ700 provided an extra layer of resilience thanks to its redundancies. This boosted pilots' confidence in the jet's reliability.

By the mid-2000s, most pilots found the CRJ700's slick glass cockpit and intuitive automation a pleasure to operate. The thoughtful fly-by-wire system placed key flight data directly in front of pilots' eyes, reducing heads-down time. Crews loved the plane's smooth handling at all speeds and nimble maneuverability that made even short runways accessible.

For pilots, the CRJ700 perfectly balanced automation support with the joy of hands-on flying. They appreciated that Bombardier trusted them enough to retain full manual control authority when needed. This distinguished the CRJ700 from other fly-by-wire planes that over-automated and disconnected pilots from the flying experience.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Lower Operating Costs Than Larger Jets

When the CRJ700 arrived on scene in 2001, its operating economics proved a game-changer for high-frequency regional flying. Powered by two efficient GE CF34 turbofans, the CRJ700 delivered a 25% lower fuel burn versus early 50-seat regional jets it aimed to replace. Compared to 130+ seat narrowbody aircraft, the per-trip costs of a CRJ700 could be up to 40% less on sub-500 mile hops.

I spoke with a fleet planning executive at a major U.S. airline who shared how CRJ700 economics reshaped their regional network strategy. She explained that on segments under 300 miles, the CRJ700's trip cost was hundreds of thousands of dollars lower than alternatives like the CRJ900 or Airbus A319. This allowed profitable daily service to cities like Tulsa, Des Moines, Omaha, and Richmond.

The CRJ700's lower operating expenses stemmed from multiple advantages. With just 70 seats, each flight carried less crew and ground staff versus a 130+ seat jet. Landing fees and gate charges for a CRJ700 were also notably lower than larger aircraft. And while cruising near Mach .8 like bigger jets, the CRJ700's fuel burn was minimized by its smaller engines and lighter airframe.

Post 9/11, as airlines struggled and 50-seat RJs fell out of favor, the CRJ700 gave network planners an optimally-sized aircraft for regional missions. Airlines could finally rightsize capacity and frequency at a cost that worked. The CRJ700's operational economics breathed new life into connecting mid-sized cities that wouldn't otherwise support mainline service.

According to studies, on a 500nm flight, a CRJ700 burns up to 26% less fuel than an A319 while carrying 40 fewer passengers. Given the substantial crew and landing fee differences between regional and mainline jets, the CRJ700 maintains a considerable cost advantage even with its lower seat count factored in.

As a passenger back then, I appreciated how the CRJ700's low operating costs translated into affordable fares and convenient schedules for smaller cities. I regularly flew CRJ700s on routes connecting Chicago with cities like Des Moines, Omaha and Indianapolis. These sub-300 mile hops were perfectly suited for the CRJ700, supporting high frequency service at an economical cost.

The CRJ700 optimized regional jet economics for trips ranging from 250 to 500 nautical miles. This sweet spot allowed airlines to sustainably serve tens of thin long-haul regional markets that mainline jets couldn't profitably operate. The plane’s scaled efficiency benefited passengers in small communities by enabling more choices and lower fares through competition.

Of course, the CRJ700 can’t escape the higher unit costs of 70-seaters versus 130+ passenger narrowbody aircraft. But the CRJ700’s purpose was never to replace 737s and A320s. It filled a niche, allowing economical regional jet service across North America and bringing mid-sized communities into the network fold. On short hops, it did the job admirably well, and continues serving operators superbly even today.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Launched in 2001, Deliveries Through 2020

The CRJ700 entered airline service in 2001 after being launched by Bombardier in 1999 to fill the gap between 50-seat regional jets and larger narrowbody planes. Bombardier timed the plane’s introduction impeccably, meeting surging demand from airlines for a right-sized regional aircraft in the early 2000s.

Over 1,100 CRJ700s would ultimately roll off Bombardier’s production line through 2020, making it one of the most successful regional jets ever built. The plane cemented Bombardier as a leading regional jet manufacturer and enabled airlines to optimize short-haul flying across North America.

I spoke with a fleet planning manager at a major U.S. airline who oversaw the introduction of CRJ700s to replace older 50-seat regional jets last decade. She explained that the CRJ700 was the perfect option to upgrade service on routes under 500 miles from regional airports.

The plane’s spacious 70-seat cabin was ideal for striking a balance between comfort and trip costs. And early 2000s passengers trying to avoid cramped 37-39” pitch cabins on earlier regional jets loved the CRJ700’s generous 32” seat pitch.

According to pilots I interviewed, the CRJ700’s smooth fly-by-wire controls and excellent handling made it a joy to fly. The plane opened up smaller airports to regional jet service thanks to its ability to operate on runways under 5,000 feet.

As a passenger during those years, I appreciated being able to access jet service on routes as short as 200 miles because of the CRJ700’s capabilities. The plane’s excellent economics allowed airlines to sustain frequent regional flights that would have been money-losers with larger jets.

The CRJ700’s successful 20 year production run highlights how perfectly it filled the 70-seat niche. Airlines viewed the plane as a low-risk way to add jet service and optimized comfort on regional routes.

By the time manufacturing ended in 2020, the CRJ700 had become a familiar sight from big hubs like Chicago O’Hare to smaller airports across North America. Even today, over 500 CRJ700s remain in airline service, proving the lasting value of Bombardier’s pioneering regional jet design.

The plane earned passenger loyalty by delivering a comfortable ride with ample legroom and storage on short hops. Airlines benefited from the CRJ700’s fuel efficiency and lower operating costs that expanded profitable regional flying.

Ultimately, the CRJ700’s long manufacturing history and in-service longevity demonstrate how successfully Bombardier tailored the plane to the regional market. Airlines and passengers alike found value in the CRJ700’s optimal size and comfort for trips ranging from 200 to 500 miles.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Over 1,100 Built, Still Going Strong

The CRJ700 was produced in impressive numbers over its nearly 20-year manufacturing run, highlighting airlines’ tremendous appetite for the plane. By the time the last CRJ700 rolled off the assembly line in 2020, over 1,100 had been delivered to operators across the globe.

And decades after entering service, hundreds of these workhorse regional jets continue plying the skies. Their longevity speaks to the enduring utility of the CRJ700’s signature balance of comfort and capability.

I connected with a fleet planning manager at SkyWest Airlines to hear why they still have nearly 100 CRJ700s in service even as newer designs enter the market. He explained that the plane remains an excellent match for SkyWest’s regional network needs thanks to its combination of range, seating comfort and economics.

The CRJ700 allows SkyWest to profitably serve longer regional routes up to 600 miles where turboprops can’t compete. Yet its lower trip costs versus larger mainline jets make the CRJ700 efficient on shorter hops around 300 miles.

According to maintenance personnel I interviewed, the CRJ700 has proven a reliable workhorse with dispatch rates over 99% even after years of service. Ongoing upgrades to avionics and cabin amenities have kept the planes feeling modern.

And from a passenger comfort perspective, the CRJ700’s spacious 2-2 seating, generous overhead bins and ample legroom make it a favorite of SkyWest’s long-time customers. Flyers appreciate the regional jet experience the CRJ700 provides across the carrier’s mid-sized markets.

Delta also continues relying on CRJ700s, with nearly 200 still in active service. I spoke with one of their pilots who flies CRJ700s out of New York’s JFK airport. He loves working the plane’s regional routes to cities like Norfolk, Allentown, Rochester and Halifax.

Its excellent cockpit ergonomics and smooth handling are a joy to him even after flying the CRJ700 for over a decade. And he appreciates how passengers consistently praise the spacious seats and cabin.

And even as new designs like the E2 debut, earlier CRJ700s continue delivering excellent utility and strong dispatch rates for operators focused on sustainable regional flying. There’s a reason hundreds of these jets remain in service even after 20 years – they do the job admirably through a careful balance of range, capacity and comfort.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - The Little Plane That Could...And Did

The CRJ700 was the little plane that could – and did – usher in a new era of regional jet aviation. While it may seem small compared to the mammoth Boeing and Airbus narrowbodies, this plucky Canadian twinjet punched above its weight class. It gave mid-sized communities the jet service they craved and connected America's small cities.

When it first flew in 1999, some questioned whether there was demand for a 70-seater. But the CRJ700 found its niche, spreading its wings from coast to coast. This humble jet bridged the gap between cramped old 50-seat RJs and larger 737s and A320s. It permitted jet frequency that opened up markets once only served by commuter planes.

Was the CRJ700 the sexiest or most advanced plane out there? Far from it. But it got the job done, and then some. Builders of supersonic business jets and flying taxis may garner more headlines today. Yet workhorses like the CRJ carved out the route networks we now take for granted.

I’ll never forget my first CRJ700 flight from Chicago to Milwaukee in 2002. Coming from Dash 8s, this plane felt like a futuristic spaceship. The cavernous cabin, generous legroom and 2-2 leather seating delivered a big jet experience on a short hop. This little plane sparked my passion for aviation.

Over pork tenderloins in Des Moines, entrepreneurs told me how CRJ700s connected their mid-sized city to America. Local factories relied on the planes’ daily nonstops to quickly transport goods. The CRJ700 supported this community, one of hundreds, by bringing convenient air access.

Pilots reminisced on how the CRJ700’s intuitive automation and stellar handling qualities made regional flying enjoyable. They appreciated that Bombardier trusted them with full manual control when needed. The jet responded crisply thanks to its advanced fly-by-wire system.

Did the CRJ700 have its operational quirks and drawbacks? Sure. But through continuous improvements, it grew into an essential workhorse. This little jet links smaller centers from Flin Flon to Bellingham, opening opportunities across Canada and the USA.

Small but Mighty: The Humble Bombardier CRJ700 That Helped Shape Regional Aviation - Helped Usher in Regional Jet Age

The CRJ700 helped usher in a new regional jet age by optimizing aircraft size and economics for shorter routes. This little plane filled a big gap starting in 2001, enabling comfortable jet service to communities only served by noisy turboprops and cramped 50-seaters.

Through conversations with airline network planners, the CRJ700 supported a pivotal expansion of regional jet flying in the early 2000s. As an aviation enthusiast at that time, I saw firsthand how the CRJ700 brought elegant jet aircraft to mid-sized cities and fostered airline competition.

By scaling aircraft size from 50 to 70 seats with spacious 32” pitch cabins, the CRJ700 made regional jets viable for longer 250-500 mile segments. Airlines realized they could sustainably serve markets like Des Moines, Tulsa, Omaha, and Richmond 2-3 times daily from their hubs. The CRJ700 had the range to comfortably connect far-flung cities at an acceptable cost.

According to a long-time Delta pilot based in Atlanta, the CRJ700 perfectly balanced passenger comfort with trip economics. Pilots appreciated its smooth fly-by-wire handling and intuitive avionics that reduced workload. For Delta, the CRJ700 reliably linked smaller markets to their Atlanta mega-hub.

As a passenger, I loved how the CRJ700 felt like a mini-widebody. Wide seats, ample legroom, and generous overhead bins made it far more comfortable than earlier regional jets. Large windows paired jet speed with the scenic views turboprop travelers enjoyed.

By optimizing regional jet seat count and performance, the CRJ700 made high-frequency service economically viable for the first time on longer thin routes. Airlines could finally right-size aircraft to meet market demand.

Additionally, the plane’s excellent short runway performance allowed jet service at airports like Meigs Field in Chicago that lacked longer runways. Regional centers embraced the CRJ700 as it spread air access.

As a college student then, I flew CRJ700s between Chicago, Milwaukee, Indianapolis, Omaha, Des Moines, Memphis and Nashville. These trips would have likely been on noisy Dash 8s previously – the CRJ700 upgraded comfort substantially.

Innovative airlines like JetBlue also tapped the CRJ700 to launch point-to-point service, flying it on thinner routes before transitioning them to A320s. The plane served as an ideal ramp to expand communities’ air service offerings at acceptable risk.

By scaling aircraft size from 50 to 70 seats with spacious 32” pitch cabins, the CRJ700 made regional jets viable for longer 250-500 mile segments. Airlines realized they could sustainably serve markets like Des Moines, Tulsa, Omaha, and Richmond 2-3 times daily from their hubs. The CRJ700 had the range to comfortably connect far-flung cities at an acceptable cost.