• The CRJ series pioneered regional jet travel starting in 1992, while Embraer’s E-Jets redefined passenger comfort with wider 2-2 cabin seating from 2004 onward.
• Bombardier exited the regional jet market in 2020 when it sold the CRJ program to Mitsubishi, leaving Embraer as the dominant force in this segment.
• U.S. scope clauses directly shaped which aircraft regional airlines could fly — and why the 76-seat E175 became one of the most important aircraft in American aviation.
• The E195-E2 offers a range of up to 4,815 km, significantly outpacing older CRJ variants and positioning Embraer at the top of the regional-to-mainline transition market.
• Keep reading to find out which aircraft airlines actually prefer today — and why the Airbus A220 is now threatening both families.

Regional aviation has never been a simple story, and the rivalry between Bombardier’s CRJ series and Embraer’s E-Jet family sits at the very center of it. These two aircraft families have defined how millions of passengers travel between smaller cities and major hubs — and the differences between them go far deeper than seat count.

If you’re an aviation enthusiast trying to understand the technical and commercial forces that shaped today’s regional fleets, this guide walks you through every key comparison across capacity, range, cabin design, and fleet strategy. Whether you’re tracking liveries at a regional airport or analyzing airline economics, knowing the CRJ from the E-Jet is essential knowledge.

Two Families That Shaped Regional Aviation

For roughly three decades, two manufacturers competed for every regional jet order placed by airlines around the world: Bombardier with its CRJ series, and Embraer with its ERJ and then E-Jet families. These weren’t just competing products — they were competing philosophies about what a regional aircraft should be. Bombardier built its case on early-mover advantage and deep relationships with North American carriers. Embraer bet on cabin comfort and scalability.

Together, they filled the critical gap between turboprops and full-size narrowbodies like the Boeing 737 and Airbus A320. Routes that couldn’t justify a 150-seat jet but needed something faster than a propeller-driven aircraft were the sweet spot — and both manufacturers fought hard to own it. The aircraft families they built to do that job remain in wide service today, even as the competitive landscape has dramatically shifted.

The CRJ Series: Bombardier’s Regional Pioneer

Bombardier didn’t invent the regional jet, but it was the manufacturer that made the category commercially real. The CRJ program launched in 1992 with Lufthansa as the launch customer, establishing the template for what a modern regional jet could look like. Over the following two decades, Bombardier developed and stretched the platform into four major variants that covered everything from tight 50-seat scope clause flying to routes demanding over 100 seats. For more on Bombardier’s aircraft, explore the comparison of Gulfstream vs. Bombardier business jets.

CRJ100 and CRJ200: The 50-Seat Foundation

The CRJ100 was the aircraft that started everything. A 50-seat jet with a range of 3,056 km, it arrived at exactly the right time — U.S. airlines were aggressively replacing turboprops on thin routes, and the CRJ100 offered jet speed at a regional price point. The CRJ200 followed shortly after, keeping the same fuselage and passenger capacity but upgrading to more fuel-efficient CF34-3B1 engines. That single change made a meaningful difference in operating costs, and the CRJ200 quickly became the dominant 50-seat aircraft in North American regional aviation.

At the peak of the 50-seat era, these aircraft were everywhere. Carriers like SkyWest Airlines, Mesa Air, and ExpressJet operated hundreds of CRJ200s under major airline banners including United Express, Delta Connection, and American Eagle. The aircraft’s narrow cabin — a 2-1 seating arrangement across a fuselage originally designed for the Canadair Challenger 600 business jet — was never luxurious, but it was fast, reliable, and economical to operate on thin regional routes.

CRJ700, CRJ900, and CRJ1000: Scaling Up

Bombardier stretched the CRJ platform significantly through the 2000s, producing three larger variants that moved the aircraft into genuine competition with Embraer’s growing E-Jet lineup.

• CRJ700: 70 seats, range of 2,553 km — the first stretch, offering a more usable cabin while retaining CRJ commonality for existing operators
• CRJ900: 76 to 90 seats, range of 2,876 km — the most commercially successful of the larger CRJs, directly competing with the Embraer E175
• CRJ1000: Up to 104 seats, range of 3,004 km — the final and largest variant, operated by carriers including Air Nostrum in Spain and Garuda Indonesia

The CRJ900 in particular became a staple of U.S. regional flying. Its 76-seat configuration fit neatly within pilot union scope clauses that governed how many seats a regional operator could fly, making it commercially attractive to Delta Connection and United Express partners looking to upgrade from 50-seat jets.

Why Bombardier Exited the Market in 2020

Bombardier’s exit from commercial aviation wasn’t sudden — it was the result of years of financial pressure, compounded by the enormous cost overruns associated with its CSeries program (later acquired by Airbus and rebranded as the A220). In June 2020, Bombardier sold the CRJ program to Mitsubishi Heavy Industries, and production officially ended in December 2020. The maintenance, support, and type certificate operations transferred to Mitsubishi, which now markets the aftermarket support under its own brand. No new CRJ aircraft have been produced since.

The Embraer ERJ and E-Jet Families

Embraer’s path into regional jets started with turboprops and military aircraft, which gave the Brazilian manufacturer a foundation in robust, cost-efficient design before it ever entered the commercial jet market. When Embraer unveiled its first regional jet concept at the Paris Airshow in 1989, it signaled an ambition that would take years to fully materialize — but ultimately reshape the entire regional segment.

ERJ135, ERJ140, and ERJ145: The First Generation

The ERJ145 entered service in 1997 and became an immediate success in the United States, where regional carriers needed 50-seat jets to comply with scope clause agreements. Powered by Rolls-Royce AE 3007 engines and seating 50 passengers in a 2-1 layout, the ERJ145 competed directly against the CRJ200. Its extended-range variant, the ERJ145XR, pushed range out to an impressive 3,706 km — meaningfully farther than the CRJ200’s 3,056 km.

Embraer also produced two shortened variants to target even tighter scope restrictions:

• ERJ135: 37 seats, designed for routes where scope clauses capped aircraft at fewer than 40 seats
• ERJ140: 44 seats, bridging the gap between the ERJ135 and the full-size ERJ145

Production of the entire ERJ family ended in 2020. However, as of May 2024, 651 ERJ aircraft remain in active service globally. U.S. regional airlines are the largest operators, with Envoy Air (American Airlines), CommutAir (United Express), and Piedmont Airlines among the leading fleets. Embraer produced a total of 1,227 ERJ aircraft across all variants.

One key distinction between the ERJ145 and the CRJ200 was aerodynamic configuration. The ERJ145 used rear-mounted engines and a straight low wing, whereas the CRJ200 carried its engines mounted at the rear of the fuselage with a T-tail. Both configurations had trade-offs in ground clearance, noise characteristics, and maintenance access — and both attracted fierce loyalty from the airlines that operated them.

E170, E175, E190, and E195: The E-Jet Generation

In 2004, Embraer introduced an entirely new aircraft family that changed the regional jet conversation permanently. The E-Jets — starting with the E170 at LOT Polish Airlines — were not stretched versions of the ERJ. They were clean-sheet designs with wider fuselages, 2-2 seating across the cabin, and passenger comfort levels that rivaled mainline narrowbodies. That 2-2 layout eliminated the dreaded middle seat problem that plagued the narrow-body CRJ and ERJ cabins, and passengers noticed immediately.

The E175 became the family’s breakout success in the United States. Its 76-seat configuration fit within U.S. pilot union scope clauses at major carriers, and its combination of cabin quality, operating economics, and range made it the preferred upgrade aircraft for regional operators transitioning away from 50-seat jets. Airlines including SkyWest and Republic Airways ordered the E175 in large numbers for Delta Connection and United Express operations. For more insights into the regional aircraft battle, explore this detailed analysis.

The E2 Program: Embraer’s Next Step

Launched as the next-generation evolution of the E-Jet family, the E2 program brought re-engined variants of the E175, E190, and E195 with Pratt & Whitney PW1000G geared turbofan engines. The results were dramatic in terms of fuel efficiency and range. The E195-E2, the largest variant, seats between 132 and 146 passengers and offers a range of 4,815 km — figures that move it well beyond traditional regional jet territory and into direct competition with the lower end of the Airbus A220 and Boeing 737 MAX 7 markets. Embraer positions the E2 family as the future of the efficient, right-sized jet for routes that don’t need 180 seats but demand mainline performance.

Capacity: How Many Passengers Can Each Aircraft Carry?

Capacity is where the CRJ and E-Jet families diverge most dramatically — not just in raw seat numbers, but in how those seats are arranged and what the experience feels like for the passenger sitting in them. The CRJ series tops out at 104 seats in its largest CRJ1000 configuration, while the E-Jet E2 family reaches up to 146 seats in the E195-E2. But seat count alone doesn’t tell the whole story.

The more important distinction is cabin width. CRJ aircraft use a narrow fuselage inherited from the Canadair Challenger business jet, resulting in a 2-1 seating arrangement where every passenger either sits next to a window or in the aisle — but the overhead bins are famously small, and the cabin feels tight. E-Jets use a wider fuselage purpose-built for airline operations, delivering a 2-2 seating layout with genuine overhead bin space and noticeably more shoulder room. On a 90-minute regional hop, that difference matters more than most passengers expect.

50-Seat Class: CRJ200 vs. ERJ145

At the 50-seat level, the CRJ200 and ERJ145 are the closest head-to-head match in regional aviation history. Both carry exactly 50 passengers in a 2-1 cabin configuration, both entered widespread U.S. service in the late 1990s, and both were shaped by the same pilot union scope clauses that capped regional jets at 50 seats for much of that era. The practical differences came down to range, engine choice, and operator preference. The ERJ145XR stretched the range advantage to 3,706 km versus the CRJ200’s 3,056 km — a meaningful edge on thinner long-distance regional routes.

70–90 Seat Class: CRJ900 vs. E175

This is the matchup that defined regional aviation in the 2010s and continues to shape U.S. regional fleets today. The CRJ900 seats between 76 and 90 passengers depending on configuration, with a range of 2,876 km. The Embraer E175 seats 76 to 80 passengers in typical U.S. regional configurations, with a range of approximately 3,735 km in standard fit — giving it a significant range advantage over the CRJ900.

But the real differentiator isn’t range — it’s the cabin. The E175’s 2-2 seating means no passenger is stuck in a middle-seat-adjacent position in a 2-1 row, and the wider fuselage allows for larger overhead bins that actually accommodate a standard carry-on roller bag. For passengers, that translates to a materially better boarding experience and less gate-checked baggage. Airlines noticed too — the E175 consistently outperforms the CRJ900 in passenger satisfaction metrics on U.S. regional routes.

How U.S. Scope Clauses Shaped Seat Counts

Scope clauses are labor agreement provisions negotiated between major U.S. airlines and their mainline pilot unions that restrict what regional partners can fly — including limits on seat count, maximum takeoff weight, and the number of regional aircraft in a carrier’s feed system. For years, a strict 50-seat cap dominated these agreements, which is precisely why the CRJ200 and ERJ145 were ordered in such enormous numbers through the late 1990s and 2000s. As those agreements were renegotiated through the 2010s, the cap moved to 76 seats at many carriers, opening the door for the CRJ900 and E175 to dominate the next generation of regional fleet planning. The E175 in particular benefited enormously from this shift, becoming the aircraft of choice for Delta Connection and United Express regional flying at the 76-seat threshold.

Range: Which Aircraft Flies Further?

Range in the regional jet world isn’t just a specification — it’s a commercial tool. An aircraft with more range can serve thinner point-to-point markets without a hub stop, open new route opportunities for regional carriers, and reduce the number of fuel stops on longer thin-haul sectors. In this category, Embraer’s aircraft hold a consistent advantage across nearly every comparable size class.

The gap is most visible at the top of each family. The E195-E2 delivers 4,815 km of range, while the largest CRJ variant — the CRJ1000 — manages 3,004 km. Even within the 50-seat class, the ERJ145XR’s 3,706 km range outpaces the CRJ200’s 3,056 km by a margin wide enough to serve transcontinental thin routes that the CRJ200 simply couldn’t reach nonstop. For a deeper understanding of these aircraft, explore the regional aircraft battle between these models.

Short-Haul Performers vs. Extended-Range Variants

For core short-haul regional flying — think 300 to 800 km sectors between a spoke city and a hub — range differences between the CRJ and E-Jet families are largely academic. Both the CRJ700 (2,553 km) and the E170 (3,334 km) have far more range than most regional routes require. The range specs become commercially relevant only when airlines push these aircraft toward thinner long-haul regional markets or use them on routes that bypass major hubs entirely in favor of city-pair flying.

ERJ145XR and E195-E2 Range Advantages

Two aircraft stand out specifically for their extended-range performance. The ERJ145XR — the “XR” standing for Extended Range — was designed precisely to serve long, thin routes where a 50-seat jet needed intercontinental-adjacent reach. Its 3,706 km range allowed operators to use it on sectors that would otherwise require a larger, more expensive aircraft. The E195-E2 operates on an entirely different level: its 4,815 km range, combined with seating for up to 146 passengers, puts it firmly in competition with the lower end of the Airbus A220-300 and even some Boeing 737 MAX 7 missions. Embraer markets the E195-E2 directly as a right-sizing solution for routes that consistently fill 130 to 146 seats but don’t justify a 180-seat narrowbody.

Head-to-Head Specs: CRJ vs. E-Jet at a Glance

Comparing these two families side by side reveals just how much both manufacturers achieved within the regional jet category — and where each family’s strengths and limitations sit most clearly. For further insights into aviation comparisons, you might find this helicopter comparison interesting.

Which Aircraft Do Airlines Actually Prefer and Why?

Fleet preference in regional aviation is rarely decided by a single specification. Airlines weigh seat economics, maintenance costs, pilot training and type rating commonality, manufacturer support, and how well a given aircraft fits within the scope clause constraints of their mainline partner agreements. On all of those dimensions, the competitive picture between CRJ and E-Jet has shifted significantly over the past decade.

In the current market, Embraer holds a commanding advantage — largely by default following Bombardier’s 2020 exit, but also because the E175 and E2 family genuinely outperform older CRJ variants across most commercial metrics. The E175 remains the most-ordered regional jet in U.S. aviation today, with SkyWest Airlines and Republic Airways operating the largest E175 fleets under Delta Connection and United Express banners. No new CRJ orders are possible, which means airlines still operating CRJ fleets face an inevitable transition decision as their aircraft age out of economical service life.

Fleet Strategy and Manufacturer Relationships

Airlines don’t choose regional aircraft in isolation — they choose them as part of a system. A carrier operating CRJ900s under a Delta Connection agreement benefits from fleet commonality with other CRJ operators in the same network, shared maintenance infrastructure, and pilot type ratings that allow crew flexibility across the regional system. That same logic applied in reverse has been a powerful accelerant for E175 adoption: once SkyWest committed to large E175 orders, the economics of training, spares pooling, and network optimization reinforced every subsequent order. Fleet strategy compounds over time, and switching costs are high enough that most regional operators stay loyal to a manufacturer for decades unless forced to change.

Embraer’s Growing Dominance After Bombardier’s Exit

When Bombardier handed the CRJ program to Mitsubishi in 2020, Embraer became the only game in town for new regional jet orders. That structural shift gave Embraer pricing power it had never previously enjoyed in the segment, and the company has used it to accelerate E175 and E2 deliveries to a growing list of operators. Republic Airways alone has placed orders for 80 E175 aircraft for its United Express operation, with options for additional units. SkyWest’s fleet plan involves hundreds of E175s operating across its Delta, United, Alaska, and American connections — the largest regional fleet in the United States built almost entirely around a single Embraer type.

The transition away from CRJ fleets isn’t happening overnight. Aircraft like the CRJ900 have long service lives, and many regional carriers are flying CRJs well into their second decade of operation. But the pipeline of new orders tells the real story: every new regional jet contract signed today involves an Embraer aircraft, and the CRJ’s market share in new deliveries is permanently zero.

What’s interesting is that many operators are running mixed fleets during the transition — CRJ700s and CRJ900s alongside E175s — which creates real operational complexity. Pilot type ratings don’t cross between the two families, so airlines carrying both types need separate training programs, separate simulators, and separate maintenance streams. That cost is a powerful argument for accelerating the CRJ phase-out rather than letting the transition drag on.

The A220 Is Now the Biggest Threat to Both Families

The Airbus A220-300 seats up to 160 passengers, offers a range exceeding 5,920 km, and burns significantly less fuel per seat than any CRJ or first-generation E-Jet variant. Originally developed by Bombardier as the CSeries, it was acquired by Airbus in 2018 and has since become one of the most strategically important aircraft in commercial aviation — precisely because it occupies the space between regional jets and full narrowbodies that neither the CRJ nor the original E-Jets could efficiently serve.

The A220’s threat to the E-Jet E2 family is real but nuanced. The E195-E2 at 132 to 146 seats competes directly with the A220-100’s capacity range, and Embraer has positioned it aggressively on operating cost per seat. Independent analysis from airline economics consultancies has generally found the two aircraft closely matched on trip cost, with the A220 holding a slight edge on longer sectors and the E195-E2 offering better economics on thinner short-haul routes where its smaller size is an advantage rather than a limitation.

For the CRJ family, the A220’s arrival essentially accelerated its commercial obsolescence at the upper end of the size range. The CRJ1000, Bombardier’s largest variant at 104 seats, was always a stretch of a platform designed for 50-seat flying — and airlines operating it knew they were accepting compromises in cabin comfort and operating efficiency that a purpose-built aircraft like the A220 simply didn’t require. The fact that Bombardier itself developed the A220 while simultaneously trying to sell CRJ1000s is one of the more striking contradictions in recent aviation history.

Looking forward, the A220 and E2 family are likely to define the 100-to-160-seat market for the next 20 years. Neither Boeing nor Airbus has a convincing answer below the 150-seat A220-300, and neither has announced a purpose-built replacement for the lower end of the range. That leaves Embraer’s E190-E2 and E195-E2 in a structurally strong position for airlines that need right-sized jets but can’t justify 180-seat narrowbody economics on thinner routes.

Frequently Asked Questions

Aviation enthusiasts and frequent flyers consistently ask the same core questions when comparing the CRJ and E-Jet families. The answers cut across history, engineering, airline economics, and passenger experience — so here’s a direct breakdown of the most important ones. For those interested in the broader context of aviation regulations, check out FAA regulations insights for aviation professionals.

Understanding these aircraft families matters beyond just spotting them on the ramp. The commercial decisions that shaped which jets got ordered, which routes they fly, and which manufacturers survived tells you a great deal about how the entire airline industry works — from labor agreements to manufacturer strategy to the economics of thin-route flying.

Whether you’re a frequent regional flyer wondering why your seat feels narrow, or an enthusiast tracking fleet transitions at your home airport, these answers cover the ground most comparisons miss. For those interested in the broader aviation industry, you might want to explore how Gulfstream and Bombardier business jets compare in terms of cost and performance.

What is the main difference between the CRJ and E-Jet series?

The single biggest difference between the CRJ and E-Jet series is cabin width and seating configuration. CRJ aircraft use a narrow fuselage derived from the Canadair Challenger business jet, resulting in a 2-1 seating layout across most variants. E-Jets use a purpose-built wider fuselage with 2-2 seating — meaning every passenger has a window or aisle seat with no middle seat. That difference defines the passenger experience more than any other single specification.

Beyond the cabin, the families diverge on range, production status, and commercial trajectory. E-Jets are still being produced in updated E2 form, while CRJ production ended in December 2020. The E-Jet family also scales higher — up to 146 seats in the E195-E2 — while the CRJ topped out at 104 seats in the CRJ1000, a configuration that never achieved widespread commercial success. For a deeper dive into similar aircraft comparisons, check out this analysis on Gulfstream vs. Bombardier business jets.

The two families also differ in their engine architecture. CRJ aircraft across most variants use General Electric CF34 turbofans mounted at the rear of the fuselage. E-Jets use underwing-mounted engines — GE CF34s on the original E-Jet family and Pratt & Whitney PW1000G geared turbofans on the E2 variants — which offer better ground clearance for airport operations and contribute to lower noise profiles.

Operationally, the CRJ and E-Jet families require separate type ratings, separate maintenance certification, and separate spare parts ecosystems. Airlines that have operated both types simultaneously — like SkyWest — absorb real cost premiums to maintain that dual-fleet complexity. It’s one of the reasons the industry trend has moved firmly toward Embraer standardization as CRJ fleets age out.

From a purely historical standpoint, both families were commercially successful in their eras. The CRJ200 and ERJ145 together accounted for thousands of aircraft that transformed North American regional aviation in the late 1990s and 2000s. The E175 and now the E2 family are doing the same for the 2020s and beyond — just with Embraer as the sole remaining manufacturer in the space.

Which aircraft has a longer range, the CRJ900 or the E175?

The E175 has a significantly longer range than the CRJ900. The CRJ900’s maximum range is 2,876 km, while the E175 reaches approximately 3,735 km in standard airline configuration — an advantage of nearly 900 km. In practical terms, that difference means the E175 can serve thinner long-haul regional routes that the CRJ900 simply cannot reach nonstop, giving operators meaningfully more flexibility in network planning.

Why did Bombardier stop making the CRJ?

Bombardier’s exit from commercial aviation was driven by severe financial pressure accumulated over years of investment in multiple concurrent aircraft programs. The CSeries — now the Airbus A220 — consumed billions in development capital and nearly bankrupted the company before Airbus stepped in. Facing mounting debt and the need to refocus on its business jet division, Bombardier sold the CRJ program to Mitsubishi Heavy Industries in June 2020, and final CRJ production concluded in December 2020. It was a structured exit rather than a sudden collapse, but the result was the same: no new CRJ aircraft will ever be built.

Are CRJ aircraft still flying commercially in 2024?

Yes — in large numbers. The CRJ200, CRJ700, CRJ900, and CRJ1000 remain in active commercial service with dozens of airlines worldwide. In the United States, SkyWest Airlines operates one of the largest remaining CRJ fleets, including CRJ200s and CRJ700s alongside its growing E175 operation. Internationally, carriers like Air Nostrum in Spain continue to operate CRJ900s and CRJ1000s on Iberia Regional routes across Europe and into North Africa.

The CRJ’s continued service life reflects both the durability of the aircraft and the economics of regional aviation, where capital replacement cycles are long and airlines extract maximum value from existing fleets before retiring types. Mitsubishi’s aftermarket support operation now manages parts supply, maintenance documentation, and technical support for the in-service CRJ fleet — a commitment that should keep the type commercially viable through the early 2030s for well-maintained examples. For a comparison of other aircraft, check out Gulfstream vs. Bombardier business jets.

What replaced the CRJ series in modern regional fleets?

In the United States, the Embraer E175 is the aircraft that has most directly replaced CRJ variants in regional fleet planning. Its 76-seat configuration fits within mainline pilot union scope clauses, its 2-2 cabin delivers a meaningfully better passenger experience than any CRJ variant, and its range advantage over the CRJ900 gives operators more network flexibility. For airlines retiring CRJ200s, the jump to E175 represents a significant capacity step up — but the economics of the larger aircraft have proven attractive enough that carriers have accepted the scope clause negotiations required to make it work.

At the larger end of the market, where CRJ1000 operators are looking for replacements, the picture is more complex. The Airbus A220-100 and Embraer E190-E2 are the natural successors, offering better fuel efficiency, wider cabins, and longer range in roughly comparable seat counts. Several European carriers have already made this transition, with Helvetic Airways being the most aggressive example — retiring older jets in favor of an all-E2 fleet built around the E190-E2 and E195-E2.

Retiring Aircraft	Natural Replacement	Key Advantage of Replacement
CRJ200 (50 seats)	E175 (76 seats)	Better cabin, more range, scope-compliant
CRJ700 (70 seats)	E175 (76 seats)	Range, passenger comfort, production support
CRJ900 (76–90 seats)	E175 / E190-E2	Fuel efficiency, cabin width, manufacturer support
CRJ1000 (104 seats)	E190-E2 / A220-100	Modern engines, full 2-2 cabin, range

The transition from CRJ to E-Jet or A220 isn’t just a fleet refresh — it’s a generational shift in what regional aviation can deliver. Passengers boarding an E175 or E195-E2 today experience a cabin quality that wasn’t available on regional routes as recently as 15 years ago. Overhead bins that fit roller bags, 2-2 seating with no middle-seat penalty, and quieter PW1000G-powered cabins on E2 variants have reset expectations for what short-haul flying should feel like.

For airlines, the math is equally compelling. Newer E2 aircraft burn significantly less fuel per seat than first-generation regional jets, reducing trip costs on routes where fuel often represents 30 percent or more of total operating expense. That efficiency advantage compounds across a fleet of hundreds of aircraft and billions of annual seat miles — which is why the Embraer E-Jet E2 family isn’t just a replacement for the CRJ, it’s the aircraft redefining what regional aviation can achieve commercially.

If you’re tracking where regional aviation is headed — from fleet transitions to route economics to passenger experience upgrades — stay connected with the latest industry analysis and aircraft comparisons to keep your knowledge as current as the fleets themselves.