South American aerospace industry

[F-14ATomcat]

IACIT, a Brazilian company that is a reference in technology applied to defense and air traffic control, and the FAB (Brazilian Air Force), through DECEA (Department of Airspace Control) and Ciscea (Commission for the Implementation of the Airspace Control System), officially signed the contract for the development of the OTH 0200 Skywave Over-the-Horizon Radar on Tuesday (1), during LAAD Defense & Security 2025.

The signing ceremony was attended by the Commander of the Air Force, Air Force Lieutenant-Brigadier Marcelo Kanitz Damasceno; the Director-General of DECEA (Department of Airspace Control), Air Force Lieutenant-Brigadier Maurício Augusto Silveira de Medeiros; and the President of CISCEA (Commission for the Implementation of the Airspace Control System), Major-Brigadier Alexandre Arthur Massena Javoski.

The partnership represents a significant step forward for Brazil’s technological sovereignty. With this contract, IACIT becomes the only Brazilian company to develop and manufacture this advanced technology, consolidating its position as a reference in the long-range radar sector.

“This contract reinforces IACIT’s commitment to advancing defense technology in Brazil. The OTH 0200 Skywave Radar represents a major leap forward for national security, enabling continuous, real-time surveillance in strategic areas. We are proud to lead this innovative project that will strengthen the country’s technological autonomy,” highlighted Luiz Teixeira, CEO of IACIT.

National Defense

The OTH 0200 Skywave Radar is an innovative technology that enables the detection of targets thousands of kilometers away, far beyond the horizon.

Using an advanced system of reflected waves in the ionosphere, the equipment enables continuous, real-time monitoring of large areas of the ocean and airspace.

With the signing of the contract, Brazil is among the few countries in the world capable of developing and operating this cutting-edge technology.

The OTH 0200 Skywave Radar significantly expands the surveillance capacity of borders and airspace. The technology is essential for detecting aircraft flying at low altitudes and in regions not covered by conventional radars, increasing the deterrent capacity against potential threats.

Strategic partnership

CISCEA, responsible for the implementation and modernization of the Brazilian Airspace Control System, has played an essential role in strengthening the country's defense infrastructure.

The partnership with IACIT reinforces Brazil's commitment to innovation and the development of strategic solutions for air and maritime security.

For Luiz Teixeira, CEO of IACIT, this contract is very significant for the company and for the national defense sector.

“With the work of DECEA through various agencies, such as CISCEA, Brazil has been continuously advancing, ensuring increasingly efficient and protected operations and moving towards becoming one of the three best in the world in airspace security,” declared the CEO of IACIT.

IACIT assina contrato com a FAB para desenvolver radar de Além do Horizonte - DefesaNet

IACIT assina contrato com a FAB para desenvolver radar de Além do Horizonte

www.defesanet.com.br

Embraer announces selection of the Super Tucano as the new air platform for Panama's National Naval Air Service
Ricardo Fan
April 4, 2025
Aviation, Defense, Featured, Embraer, EMBRAER, LAAD 2025

Embraer anuncia a seleção do Super Tucano como nova plataforma aérea do Serviço Nacional Aeronaval do Panamá - DefesaNet

Embraer anuncia a seleção do Super Tucano como nova plataforma aérea do Serviço Nacional Aeronaval do Panamá

www.defesanet.com.br

Country : Brazil

Year : 1986

Two-seater training and sports aircraft

Variants
Fournier - RF-9 / RF-10 - 1977 - France
Aeromot - Ximango - 1986 - Brazil
Aeromot Ximango. Modifications

View: https://www.youtube.com/watch?v=nqo4F519g0E

"Aeromot Industrie MECANICO-METALURGICA" is one of the most important elements of the industrial group "Aeromot", which appeared in Brazil in 1967. The company "Aeromot lndustria" began its life with the design and production of seats for the EMBRAER aircraft. In addition, it was engaged in the design and production of seats, as well as other components for civil aircraft of the companies "Airbus", "BOEING", "Fokker" and "McDonnell Douglas". In July 1985, the company acquired the assets of the Aerostructure (Fournier) motor glider factory in France and obtained all rights to produce the RF-10 motor glider. The Brazilian company then adapted and modified it to produce three versions (sports, training and paramilitary aircraft). The first in this series was the Aeromot AMT-100 Ximango (a minimally modified version of the RF-10), which received its flight certificate in June 1986. The Ximango is a low-wing cantilever monoplane built entirely of GFRP (glass fiber reinforced plastic), with the exception of the main spar and the air brakes on the upper wing surface. The cockpit was closed by a canopy that folded up and back, and contained two seats (for the pilot and co-pilot or passenger). The outer wing tips could be folded upwards and inwards, reducing the size of the glider to 10.15 m on the ground. The landing gear included a steerable tail wheel and main landing gear legs that retracted in flight into the wing roots. The Ximango was powered by a Limbach L 2000 EO1 four-cylinder piston engine producing 80 hp. This glider was offered to customers in both a basic version and two sub-variants designed for more specific uses of the machine. The AMT-100P Ximango was intended for the army and police, the AMT-100R Ximango for use as a general-purpose reconnaissance aircraft. Both had a transparent canopy with good visibility, as well as provisions for attaching a fairing under the fuselage, inside which up to 100 kg of ammunition or reconnaissance equipment could be placed. The RF-10, upgraded in Brazil, was named the AMT-200 Super Ximango. This motor glider made its maiden flight in July 1992 and was certified in February 1993. The AMT-200 is a significantly upgraded AMT-100 with a new 80 hp Rotax 912A four-cylinder piston engine. The AMT-200 was further developed into the AMT-300 Turbo Ximango, later renamed the AMT-300 Turbo Ximango Shark. It featured improved aerodynamics and was equipped with a Rotax 914F3 turbocharged engine. The new machine debuted on June 29, 1998. It was almost immediately followed by a new version of the AMT-200, the AMT-200S, which was certified in 2000. It was equipped with a 100 hp Rotax 912S engine. s.

PERFORMANCE CHARACTERISTICS

Aeromot AMT-100 Ximango and AMT-200 Super Ximango

Type: two-seat training and sports aircraft
Power plant: for AMT-100 - one four-cylinder piston engine Limbach L 2000 E01 with a capacity of 80 hp; for AMT-200 - one four-cylinder piston engine Rotax 912A with a capacity of 80 hp.
Flight characteristics of AMT-100: maximum cruising speed 190 km/h, economical speed 180 km/h; initial rate of climb 132 meters per minute; service ceiling 5000 m; flight range 1380 km; flight endurance 7 hours
Flight characteristics of AMT-200: maximum cruising speed 205 km/h; initial rate of climb 180 meters per minute; service ceiling 5000 m; flight range 1250 km; flight endurance 6 hours 30 minutes
Weight of AMT-100: empty 600 kg; maximum takeoff 800 kg
Weight of AMT-200: empty 605 kg; maximum takeoff 850 kg
Dimensions: wingspan 17.47 m; length 7.89 m for AMT-100 and 8.05 for AMT-200; height 1.93 m; wing area 18.70 sq. m

Aeromot Ximango

aviadejavu.ru

 

[F-14ATomcat]

Embraer and Denel Sign Cooperation Agreement for the KC-390 Millennium

A21 Editorial / Monday, April 7, 2025 - 01:00
THE MEMORANDUM OF UNDERSTANDING LAYS THE FOUNDATION FOR A COLLABORATION FOCUSED ON THE MANUFACTURING OF AEROSTRUCTURES AND MRO SERVICES FOR THE MILITARY TRANSPORT AIRCRAFT
Embraer MoU
Embraer and Denel, a South African defense and aerospace company, officially signed a Memorandum of Understanding (MoU) during the LAAD Defense and Security trade fair in Brazil.

The document, signed by Chris Boshoff, CEO of Denel's Aerospace business, and Fabio Caparica, Vice President of Contracts at Embraer Defense & Security, establishes the framework for a potential future collaboration around the KC-390 Millennium aircraft, focusing on aerostructure manufacturing as well as maintenance, repair, and overhaul (MRO) activities.

“We are excited to strengthen our ties with Denel, an established player in the South African aerospace industry, as the country seeks to replace its current military fleet. We look forward to providing South Africa with the most advanced aircraft in its category and cooperating with its defense industry,” said Fabio Caparica, Vice President of Contracts at Embraer Defense & Security.

For his part, Chris Boshoff, CEO of Denel's Aerospace business, expressed his enthusiasm for partnering with a company globally recognized for its quality and excellence, such as Embraer.


“Our relationship goes back several decades, and this collaboration will only strengthen it. Denel has the technical and industrial capabilities necessary to undertake the tasks envisaged in this cooperation, which will also significantly strengthen the strategic air support capability on the African continent,” he added.

The KC-390 Millennium is a next-generation military transport aircraft, particularly suited for operations in South Africa. Its versatility, ease of reconfiguration between missions, and ability to operate from unprepared runways make it an ideal and cost-effective aircraft for modern armed forces on the African continent.

This aircraft has already been acquired by eight countries: Brazil, Portugal, Hungary, South Korea, the Netherlands, Austria, the Czech Republic, and an undisclosed customer. It has also been officially selected by Sweden and Slovakia to modernize their air forces.

Firman Embraer y Denel acuerdo de cooperación para el KC-390 Millennium

Embraer y Denel, compañía sudafricana de defensa y aeroes

a21.com.mx

Embraer Delivers 30 Aircraft During Q1 2025A21 Editorial / Friday, April 4, 2025 -

EmbraerEmbraer reported that during the first quarter of 2025, it delivered 30 aircraft, representing 20% growth compared to the same period last year, when it delivered 25.“ Compared to the same period in 2024, Business Aviation volumes remained stable in the quarter, with seven aircraft delivered (4 E175s and 3 E195 E2s),” the Brazilian manufacturer explained.“Business Aviation volumes were higher year-over-year: 23 jets were delivered in 1Q25 compared to 18 in 1Q24, representing a 28% increase.”In Business Aviation, deliveries were divided between 12 Phenom 300s and 2 Phenom 100s in the light jet segment; in midsize jets, there were 6 Praetor 600s and 3 Praetor 500s. Embraer projected between 77 and 85 deliveries in Business Aviation during the year (midpoint 10% higher year-over-year) and between 145 and 155 in Business Aviation (midpoint 15% higher year-over-year).In the Defense and Security segment, no deliveries of either the C-390 Millennium multi-mission aircraft or A-29 Super Tucano helicopters were recorded.During 2024, Embraer delivered 206 aircraft, of which 73 were commercial aircraft (47 E2s and 26 E1s), 130 were executive jets (75 Phenoms and 55 Praetors), and three C-390 Millennium aircraft.This figure represented a 14% increase compared to the 181 deliveries in 2023.

Entrega Embraer 30 aeronaves durante el 1Q del 2025

Embraer informó que durante el primer trimestre del 2025

a21.com.mx

View: https://www.youtube.com/watch?v=dGWOhClXH1U

Cicare CH-14 Aguilucho tandem, two-seat helicopter prototype LV-X333 performs a demonstration on November 22, 2007, the day before it was officially presented to military officials at Campo de Mayo. The helicopter, the first to be indigenously developed in Argentina, was produced by local company Cicare following a proposal to the Ejercito Argentina (Argentine Army) and wears Ejercito titles.

Cicare CH-14 Aguilucho

aviadejavu.ru

 

[F-14ATomcat]

Akaer develops the first 100% Brazilian Aerotactical Training platform
Ricardo Fan
April 8, 2025
Aviation
Akaer develops the first 100% Brazilian Aerotactical Training platform
Reinforcing its position as a reference in technology for the aerospace sector, Akaer has developed the first 100% Brazilian Aerotactical Training Platform independent of vertical anchoring. The equipment was designed to simulate real conditions of air operations, aiming at the training of military personnel, special forces and rescue teams.

The project recreates the complete structure of a helicopter attached to a metal tower, but which allows for swing movement (a technology unprecedented in Brazil), simulating real situations and providing greater efficiency to tactical training, training and safety of air operators in critical missions.

The platform will be installed at CIOPAER-MT (Integrated Center of Air Operations of Mato Grosso). Its construction required an intense development cycle, with five months dedicated to the project and seven months to manufacturing, ensuring high standards of quality and precision.

Technology

The platform is equipped with advanced lifting mechanisms, including a linear and rotary gear system (rack) and anti-fall brake, which simulate conditions of operations carried out in flight.

The equipment recreates, in real scale, the cabin of an AS350 helicopter (Eurocopter), allowing training with specific techniques. Among these, the transport of cargo and people stands out, including the Bambi-bucket, a flexible bucket suspended by a cable used in fighting forest fires; the basket, designed for the safe transport of materials and rescue of people; and the McGuire, a single rope used for evacuation and air rescue.

In addition, it allows training for embarking and disembarking operators with techniques such as Rappel, which allows rapid disembarkation by means of a rope; the Mata-leão, where the operator attaches himself externally to the aircraft using his arms for support; and the Sloth, in which the operator holds onto the aircraft with his arms and legs, ensuring stability during the operation.

As it is a fixed structure or adapted for simulation, it allows operators to train safely before performing these maneuvers in real aircraft, which is essential to reduce risks during operations and ensure that teams are prepared to act with precision.

The entire project and integration of the platform were developed by Akaer, ensuring a superior quality standard aligned with technical and safety requirements. “We are happy to contribute to the advancement of tactical aeronautical training in Brazil. This platform represents a leap in quality, ensuring greater safety and efficiency for air operators,” highlighted Francilio Graciano, executive director of Business in Special Equipment and Automation.

With the delivery of this unprecedented model, Akaer once again demonstrates its capacity for innovation and cutting-edge engineering applied to the real needs of operational forces. The project reinforces the company's commitment to safety and advanced training for professionals in the sector.

Akaer desenvolve primeira plataforma de Treinamento Aerotático 100% brasileira - DefesaNet

Akaer desenvolve primeira plataforma de Treinamento Aerotático 100% brasileira

www.defesanet.com.br

Country : Brazil

Year : 1983

A medium-range transport aircraft with a crew of two

Variants
Embraer - EMB-120 Brasilia - 1983 - Brazil
Embraer / FMA - CBA-123 - 1990 - International
EMBRAER EMB-120 Brasilia

The success of the Bandeirante program prompted the Brazilian aircraft manufacturer to begin developing a new, stretched version of this aircraft. Work on the new machine began in 1979, and the aircraft, called the EMB-120 Brasilia, made its first flight on July 27, 1983. The aircraft had a crew of two and could take on board up to 30 passengers. The aircraft received Brazilian certification in May 1985, with a power plant consisting of two Pratt & Whitney Canada PW115 engines with a shaft power of 1,590 hp. (1195 kW). The first new aircraft were received by Atlantic Southeast Airways (USA) in June 1985, and by mid-2010 the company had delivered 350 aircraft of this type to customers. The aircraft has been withdrawn from serial production, but can be ordered under a special scheme. The Brazilian Air Force became the first military customer of the EMB-120 - in 1987-1988, five VC-97 aircraft in VIP configuration were received (one was written off after a flight accident in July 1988). The VC-97 is almost identical to the EMB-120RT (Reduced Take-off) - the basic modification, which went into production starting with the fourth aircraft - and was equipped with two PW118 engines with a shaft power of 1,800 hp (1,342 kW), working on four-bladed Hamilton Standard propellers. In 1986, a version for operation in hot climates and high altitude conditions was also introduced, which was equipped with PW118A engines. Customers were also offered all-cargo, cargo-passenger and convertible versions of the aircraft.
The all-cargo EMB-120FC could take on board a payload of up to 1814 kg, the cargo-passenger modification EMB-120 Combi - 19 passengers and 1100 kg of cargo, and the convertible EMB-120QC - 30 passengers or 3500 kg of cargo.
The EMB-120ER Brasilia Advanced aircraft with an increased flight range appeared in 1994, it was distinguished by an increased maximum takeoff weight and did not require major changes to the design of the machine. As a result, early production aircraft were re-equipped to this standard.

A modification of the EMB-120ER, which featured longer landing gear, was developed under the designation EMB-120X since 1992, and was also sometimes referred to as the Improved Brasilia. The aircraft featured new avionics, a modified cockpit, and a number of other elements. The last two Brasilia variants, the EMB-120EW and EMB-120RS, were planned as military aircraft: the EMB-120EW was an AWACS aircraft equipped with an Ericsson Erieye side-looking radar, the antenna of which was located in a long fairing on the top of the fuselage, protected radio communications, new avionics and flight control system, and also featured an increased fuel capacity (the Brazilian Air Force ordered five of these machines as part of a project to monitor the Amazon River basin), while the EMB-120RS was considered as a supplement to the EMB-120EW and was intended primarily to provide target designation for ground control points or other aircraft. Initially, the Air Force ordered three of these aircraft, which had the same design improvements as the EMB-120EW, but were equipped with a Canadian MacDonald Detwiler IRIS (Integrated Radar Imaging System) synthetic aperture radar, the antenna of which was located in the ventral fairing and could be used to study natural resources, river pollution and terrain mapping. However, both contracts were later canceled - in favor of purchasing aircraft based on the ERJ-145 regional airliner.



PERFORMANCE CHARACTERISTICS

EMBRAER EMB-120ER Brasilia Advanced

Type: medium-range transport aircraft with a crew of two
Powerplant: two Pratt & Whitney Canada PW118A turboprop engines with a shaft power of 1,800 hp. (1,342 kW) Performance: Maximum speed at 6,095 m - 608 km/h; Cruising speed at 7,620 m - 555 km/h; Initial rate of climb 762 m/min; Service ceiling 9,755 m; Range with 20 passengers - 3,017 km
Weight: Empty 7,560 kg; Maximum takeoff 11,990 kg
Dimensions: Wingspan 19.78 m; Length 20.07 m; Height 6.35 m; Wing area 39.43 m2
Payload: Up to 30 passengers in the context of a maximum payload of 3,340 kg

Embraer EMB-120 Brasilia

aviadejavu.ru

View: https://www.youtube.com/watch?v=mKVRe5q01mI
Country : Brazil

Year : 1995

Regional airliner with a crew of three to four people

Variants
Embraer - ERJ-145 / ERJ-140 / ERJ-135 - 1995 - Brazil
Embraer - R-99 / E-99 / ERJ-145RS / ERJ-145SA - 1999 - Brazil
EMBRAER ERJ and Legacy 600

As part of the Paris Air Show held in June 1989, EMBRAER announced work on the creation of a regional airliner based on the turboprop EMB-120 Brasilia, with a capacity of 45/48 seats, equipped with turbofan engines.
The design changes to the aircraft were minimal, and at first the aircraft was even given the designation EMB-145 Amazon. It had a fuselage lengthened compared to its predecessor and a new power plant consisting of two Allison AE3007 turboprop engines with a thrust of 31.14 kN each and placed in nacelles installed on the wing, in its root section (the air intakes protruded slightly beyond the leading edge of the wing). This concept - with minimal changes - was aimed at reducing the cost of developing a new machine, as well as ensuring a level of operating costs at the level of turboprop airliners of similar dimensions of that period. It was assumed that the Amazon would have 70-75 percent compatibility with the Brasilia. Wind tunnel tests conducted in 1990 showed that the project needed to be reworked, which was carried out between October 1990 and March 1991. Changes affected the wing, chassis and power plant. A test program was then carried out at the CTA Research and Test Laboratory in São José dos Campos and then at Boeing's Wind Tunnel 8 in Seattle. Based on the data obtained, additional changes were made to the design in April 1991: the new wing was shorter and stiffer, had a supercritical profile and a sweep of 22.5°; the engines were placed in nacelles suspended on pylons under the wing; the forward part of the fuselage was lengthened, which made it possible to install a longer nose landing gear. In October 1991, additional changes to the design were announced - the engine nacelles were moved to the tail section, where they were installed along the sides of the fuselage. Wind tunnel tests at subsonic and transonic speeds confirmed the correctness of this decision, which improved the characteristics of the airliner. In July 1992, the project was approved (the first flight of the aircraft was initially planned for the end of 1991).
In February 1993, the American "Parker-Hannifin" and the Spanish "GAMESA" joined the program as a risk-sharing partnership: the former was responsible for the control surfaces and on-board systems, and the latter for the development and production of the wing and engine nacelles. Later, the program was also joined by the companies "Sonaca" (Belgium; central and rear fuselage sections, engine nacelle pylons), "ENAER" (Chile; tail unit), "Norton" (USA; nose cone) and "C&D Interiors" (USA; passenger cabin and baggage compartment trim).
The prototype took to the air on August 11, 1995, and in addition to the prototype, three production aircraft also took part in the flight and certification test program (1,100 flights were performed). By December 1996, testing was completed, certification was passed, and the first EMB-145 entered service with the American company "Continental Express". In 1997, the EMB-145 was redesignated ERJ-145, and then ERJ 145. By mid-2010, the number of orders for the aircraft exceeded a thousand, of which 890 were placed by airlines. There are six civil sub-variants of the ERJ 145: ERJ 145EU with an increased maximum takeoff weight; ERJ 145ER with an increased range; ERJ 145EP with an even greater takeoff weight; ERJ 145MR with more powerful AE3007A1 engines; ERJ 145LR with greater range and greater fuel capacity, and AE3007A3 engines with a thrust of 33.05 kN; ERJ145XRC with a range of 3,700 km.

In 1997, EMBRAER management decided to make greater use of the success achieved with the ERJ 145 program, as a result of which the line of this family was expanded with a regional airliner with a shortened fuselage for 37 seats. Work on the EMBRAER ERJ 135 project was officially launched in September 1997, two prototypes were converted pre-production ERJ 145s. The new aircraft made its first flight on July 4, 1998, and its launch customer was Continental Express, which received its first production aircraft in July 1999 (at that time, EMBRAER had firm orders and options for 139 such airliners).


The ERJ 135 has 90% compatibility with the ERJ 145 - similar wings, tail unit, cockpit and main systems. The main difference is the fuselage shortened by 3.53 m. The layout of the seats in the cabin is the same (2+1). The relationship of both machines allows for simplified flight crew training and maintenance, as well as reduced operating costs. EMBRAER has also attempted to launch
to the market of an intermediate variant - the 44-seat ERJ 140 (first flight on July 27, 2000), but the unfortunate situation on the international air transportation market caused by the terrorist attacks in the USA did not allow achieving success in this direction. The fate of the Legacy 600 business jet, designed to carry 8 passengers, created on the basis of the ERJ 135, was more successful. The aircraft was in demand among civil and military customers.

TACTICAL AND TECHNICAL CHARACTERISTICS

EMBRAER ERJ 145ER

Type: regional airliner with a crew of three to four people
Power plant: two Rolls-Royce AE3007-A1 turbofan engines with a thrust of 31.32 kN
Flight characteristics: max. speed at an altitude of 11,280 m - 823 km / h; economic speed at 9755 m - 680 km/h; initial rate of climb 725 m/min; service ceiling 11280 m; range with maximum payload 1569 km
Weight: empty 11690 kg; maximum takeoff 19 200 kg
Dimensions: wingspan 20.04 m; length 29.87 m; height 6.75 m; wing area 51.18 m2
Payload: up to 50 passengers in the context of a maximum payload of 5410 kg

View: https://www.youtube.com/watch?v=SBQbkRz6TQ0

Embraer ERJ-145 / ERJ-140 / ERJ-135

aviadejavu.ru

 

[F-14ATomcat]

The Brasilia was the basis for the development of military variants - the EMB-120EW and EMB-120RS, but the Brazilian Air Force ordered roughly similar sub-variants based on the EMB-145. The EMB-145SA is an AWACS aircraft. The Brazilian Air Force ordered five of these machines with delivery from 2002 (under the SIVAM program). The aircraft differs in a crew of seven, instead of five, a side-looking Ericsson Erieye radar with an antenna in a long fairing on the upper part of the fuselage, a secure data link, new avionics and flight control system, increased fuel capacity and a number of other improvements. In December 1998, Greece ordered four of these aircraft.
The EMB-145RS (originally EMB-120RS) is an airborne early warning aircraft, which is designed to complement the EMB-145SA AWACS aircraft. The first three aircraft were ordered for delivery from 2001, and these machines had almost the same design improvements as the EMB-145SA. New was the installation of the Canadian integrated radar system MacDonald Dettwiler IRIS (Integrated Radar Imaging System) with an antenna with a synthetic aperture beam, which was located in the underfuselage fairing, a combined Versatron Skyball system (forward-looking TV/IR system) and a Daedalus multispectral system (UV, visible spectrum and IR ranges). The aircraft is designed to solve tasks in the study of natural resources, monitoring the ecology of rivers and mapping the terrain. Aircraft of both variants are currently in service with the Mexican Air Force.

Embraer R-99 / E-99 / ERJ-145RS / ERJ-145SA

aviadejavu.ru

View: https://www.youtube.com/watch?v=bBeREIEEYvw



Embraer has delivered to the Brazilian Air Force (FAB) its fifth EMB 145 AEW&C aircraft, upgraded and designated as E-99M in the FAB. The aircraft has been updated to perform Airborne Early Warning and Control (AEW&C) functions, as well as participate in intelligence, surveillance, and airborne reconnaissance missions.“The delivery of the fifth E-99 is an important milestone for the E-99M project. This is the first aircraft delivered in FOC (Full Operational Capability) configuration, with systems fully certified for use by the Brazilian Air Force for protecting the country and its national sovereignty,” says Bosco da Costa Junior, President and CEO of Embraer Defense & Security. The executive further states, “The four aircraft previously delivered will be upgraded so that they can fully perform all the missions for which they were designed.”Developed utilizing the platform established by the successful ERJ 145 regional jet, the FAB’s E-99 is capable of detecting, tracking. The aircraft conducts airspace surveillance, interception control and management, electronic intelligence, and border monitoring missions.The E-99M aircraft now features an updated Erieye Radar and Command & Control (C2) systems. The aircraft will also include a new Electronic Warfare (Non-Communication – NCOM) systems, a new IFF Transponder, seven software-defined V/UHF radios, a new Mission Audio system with VoIP technology, and a new Mission Audio and Data recorder, as well as a Data Link function adapted to a new architecture. The interior of the aircraft has also seen an update to improve crew comfort and expand the operating capacity with five consoles redesigned and optimized for more efficient use of the upgraded systems.

Sweden Commits To Ordering Four C-390 Cargo Aircraft

Stockholm announced April 1 that it had committed to the purchase of four Embraer C-390s to replace the Swedish Air Force's C-130 transports.

www.overtdefense.com

Sweden’s defense ministry and Brazilian aircraft manufacturer Embraer announced April 1, that Stockholm had committed to a purchase of four Embraer C-390 Millenium tactical cargo aircraft.

The announcement was made during State Secretary to the Swedish Minister for Defence Peter Sandwall’s visit to the LAAD Defence and Security trade fair in Rio de Janeiro in Brazil. Neither the Swedish government nor Embraer disclosed the cost of the project, with Stockholm only saying that it would cost “billions” of Swedish krona.

“We are proud to take a significant step towards the acquisition of this next generation NATO interoperable aircraft. The ability of the C-390 to perform its missions in challenging environments anytime, anywhere, will be a welcome upgrade for Sweden’s defense, ensuring effective operations for the decades to come” said Peter Sandwall, State Secretary to Sweden’s Minister for Defence.

FAdeA Joins Akaer in Manufacturing Components for the Dornier 328eco

It seeks to compete with the ATR 42, the only model in the 30-40 seat segment.

www.aviacionline.com

The Argentine Aircraft Factory (FAdeA) and Brazilian aerospace and defense company Akaer have signed a contract under which FAdeA will manufacture parts and assemblies for an international aviation project over the next 15 years.

FAdeA’s Role in the Project​

Through this agreement, FAdeA will manufacture metallic components, securing its participation in one of the aerospace industry’s most innovative projects.

"This contract marks a milestone in our international expansion and is a key step in diversifying our revenue beyond the state sector. We are proud to be part of this prestigious program through Akaer," said Julio Manco, FAdeA’s President and CEO.

Cesar Silva, President of Akaer, also highlighted the significance of the alliance: "This strategic partnership combines expertise and innovation to drive technological advancements and strengthen our global competitiveness. We believe this collaboration will open new opportunities and promote sustainable growth for both companies."

Boosting the Argentine Aerospace Industry​

FAdeA is already involved in the manufacturing of components for other aircraft, particularly for Embraer, producing parts for the KC-390, including:

• Tail cone
• Spoilers
• Flap fairings
• Nose landing gear door
• Equipment racks
• Cargo door

The partnership with Akaer for the Dornier D328eco will have an immediate economic impact in Córdoba, according to FAdeA. At least ten local suppliers will be involved in manufacturing molds and fixtures, driving investments and creating new jobs in the region.

 

[F-14ATomcat]

Evandro Fileno, from DESAER, and the president of Codemar, Hamilton Lacerda, show the protocol signed on 09APR2025.

The project in partnership with the company DESAER aims to create an innovative aircraft, incorporating advanced technological solutions that will reduce costs in the sector and minimize the carbon footprint

The Maricá Development Company (Codemar) took another important step towards strengthening the local industry by signing, on Wednesday (09/04), a protocol of intentions with the company DESAER (Aeronautical Development). The agreement marks the beginning of negotiations for the installation of an aircraft factory in the city, consolidating Maricá as a new hub of innovation and technology in the Brazilian aerospace sector.

The project in partnership with Codemar aims to develop an innovative aircraft, incorporating advanced technological solutions that will reduce costs in the sector and minimize the carbon footprint. DESAER is a national company focused on the development of aircraft with a focus on innovation, operational efficiency and sustainability.

Codemar is using its legally permitted business opportunities to make a strategic investment in the city, according to Codemar president Hamilton Lacerda.

“The idea has always been to bring high-tech activities and complex production chains, because that way we can generate more jobs in the city, in addition to better salaries. The aeronautical chain, without a doubt, is one of them. This protocol of intentions to bring an aeronautical industry with DESAER here to Codemar is a historic step, a historic moment, and we are sure it will be a success,” celebrated Lacerda.

The president of CODEMAR also said that Maricá will have an aeronautical industry that will create a modern economy, which is meeting the needs of the market, enabling the creation of training courses. “Our mayor Washington Quaquá is a great advocate and has been talking for a long time about the great possibility of establishing an aeronautical industry in the city. We are fulfilling this established goal and I am sure that this dream will become a reality”, stated Hamilton Lacerda.

Arrival with strategy

The company already has studies underway and strategic partnerships in the consolidation phase to make the next stages of the project viable.

Aeronautical engineer and CEO of DESAER, Evandro Fileno, thanked Codemar and the entire team involved in the process for the signing of the protocol that marks the beginning of a cooperation that could put Maricá on the map of Brazilian technological innovation.

“I am grateful for the first stage being completed. Our expectation is to have an engineering team here in the next few months. The initial idea is to bring some of my engineers who will be the leaders, and to hire technical staff and engineers from the city. We will have a sponsorship job within the company. Each person who comes will sponsor four or five people from here and provide training. The people will be able to work in the field right away,” he explained.

The project includes feasibility studies, prototyping and validation of technologies, focusing on areas such as aerodynamics, advanced materials, propulsion systems and sustainable digital solutions. In addition to creating a more efficient and competitive aircraft, the initiative seeks to ensure the protection of the technology developed and meet the growing demand for safer and more sustainable air transport.

Codemar assina protocolo de intenções para instalação de fábrica de aeronaves em Maricá/RJ - DefesaNet

DESAER Notifica Autoridades de Portugal sobre cópia do ATL100

www.defesanet.com.br

Country : Brazil

Year : 1965

Two-seat basic trainer

Aerotec A-122 Uirapuru/T-23 and YT-17 Tangara/T-23B

The Brazilian aircraft manufacturer Aerotec was founded in Sao Paulo in 1962. One of its first aircraft was the A-122 Uirapuru, which began as a private project by two engineers who later proposed it to the company.
The A-122 was a low-wing, light-alloy monoplane with tricycle landing gear and two side-by-side seats in an enclosed cockpit. The power plant is a single Lycoming O-235-C1 piston engine with horizontally opposed four cylinders, producing 108 hp (80.5 kW). The A-122 prototype flew on 2 June 1965, and was followed by a second prototype with an uprated O-320-A producing 150 hp (112 kW).
The base model was intended to replace the Fokker S.11 and S.12 as the Brazilian Air Force's first-level trainer.
In October 1967, the military ordered 30 aircraft, and the prototypes were followed by a pre-production series, the first of which flew on 23 January 1968. These were followed by 28 more A-122As (later increased to 68) to production standard with O-320-B2B engines producing 160 hp (119 kW). This model, designated T-23 Uirapuru, entered service with the Air Force Academy at Pirassununga, São Paulo. Two prototypes were later upgraded to production standard. The Brazilian Air Force eventually received a total of 76 A-122As (serial numbers 0940-0999 and 1730-1745). Subsequent military Uirapurus were delivered to the Bolivian and Paraguayan air forces, 18 and 8 respectively. Paraguay then received 12 more ex-Brazilian machines. Of these, approximately eight T-23s remain in Paraguay at the Air Force Academy in Campo Grande and 12 are operated by the Bolivian Air Force Military Aviation College in Santa Cruz. The Brazilian Air Force retired the remaining aircraft from flight training in 1980, but retained a few for various purposes. Aerotec also built 20 civilian examples, designated A-122B, which were delivered to Brazilian state-sponsored flying clubs. Uirapuru production ended in 1977; A total of 155 A-122s were built in two versions. The A-132 was an evolution of the basic A-122 design. It is an aerobatic version powered by a 200 hp (149 kW) Avco Lycoming IO-360-C1C6 horizontal-four piston engine. Other improvements include an increase in wingspan by 0.50 m (1.8 ft), an increase in vertical tail area, an improved canopy, and the ability to install wingtip tanks to increase endurance. The A-132 prototype first flew on 26 February 1981, initially designated the T-23B Uirapuru II. The designation was later changed to YT17 Tangara. A production run of 100 aircraft was planned, but never occurred. However, some elements of the A-132 were used in 45 Brazilian Air Force T-23s modified in 1979-80. Six Tangara trainers were eventually sold to the Bolivian Air Force in 1986, with some remaining in service with the Bolivian Air Force to supplement their T-23s.

PERFORMANCE CHARACTERISTICS

Aerotec A-122A (T-23) Uirapuru

Type: Two-seat basic trainer
Powerplant: One Textron Lycoming O-320-B2B horizontally opposed four-cylinder piston engine producing 160 hp (119 kW)
Performance: Maximum speed 225 km/h (140 mph) at sea level; Cruising speed 185 km/h (115 mph) at 1,500 m (5,000 ft); Initial climb rate 240 m (800 ft) per minute; service ceiling 4500 m; range 800 km
Weight: empty 540 kg; maximum takeoff 840 kg
Dimensions: wingspan 8.50 m; length 6.60 m; height 2.70 m; wing area 13.50 m2

Aerotec T-23 Uirapuru

aviadejavu.ru

 

[F-14ATomcat]

MANUFACTURERS/MRO
CIAC and Airbus boost aeronautical development in Colombia with an innovative design for the SIRTAP
The design, the result of a strategic alliance between Colombia and Airbus, will undergo testing in Spain before production in Bogotá.
The Colombian Aeronautical Industry Corporation (CIAC) and Airbus plan to conduct the first flight of the High Performance Remotely Piloted System (SIRTAP) with a Colombian-made landing gear in September of this year. This component is being produced at CIAC's facilities in Bogotá.


The SIRTAP, an unmanned aircraft, will also be used by the Spanish Air Force and Army. The landing gear, a fundamental element for takeoff, landing, and ground maneuvers, is being developed as part of a strategic alliance between CIAC and Airbus to strengthen the Colombian aerospace sector.


The prototype was presented by the CIAC in collaboration with Airbus, following a design and manufacturing process involving 11 engineers and nine highly qualified aeronautical technicians. These professionals received training from Airbus and worked for two years developing the aircraft's front and rear landing systems.

After passing structural strength tests in Colombia, the prototype will be transferred to the Airbus plant in Getafe, Spain, where additional evaluations will be carried out under extreme environmental conditions and braking tests.

SIRTAP landing gear, Colombia
Image: Colombian Ministry of National Defense
According to Ana Catalina Cano Londoño, Vice Minister of Veterans of the Social and Business Defense Group (GSED), this project reflects the growth of the Colombian aeronautical industry and its integration into the global logistics chain. Cano highlighted CIAC's ability to design and manufacture complex aeronautical components, positioning it as a strategic partner in the sector.

"CIAC has worked hard to promote the growth of the Colombian aeronautical industry, positioning it on the global aeronautical map and facilitating its entry into the global logistics chain. Its ability to design and manufacture highly complex aeronautical components, combined with other important capabilities, has made it a strategic partner for companies such as Airbus," said Vice Minister Cano.

CIAC y Airbus impulsan el desarrollo aeronáutico en Colombia con innovador diseño para el SIRTAP

El diseño, fruto de una alianza estratégica entre Colombia y Airbus, será sometido a pruebas en España antes de su producción en Bogotá.

www.aviacionline.com

In 1952, Aero Mercantil of Bogotá, Colombia, became a distributor for Piper Aircraft and subsequently sold a range of Piper aircraft assembled from kits by Aero Industrial Colombiana SA (AICSA), also in Bogotá. In 1986, development began on a single-engine utility aircraft suitable for production in Colombia.

The resulting design, the Gavilán, is a simple, high-wing monoplane of all-metal construction. It has a square-section, box-shaped fuselage that accommodates a pilot and up to seven passengers, with access through two doors on either side of the cockpit and a large cargo door on the left side of the fuselage. The passenger seats can be removed to allow the transport of cargo, including a full-size coffin. It is fitted with fixed tricycle landing gear designed to withstand continuous operations from the difficult airstrips of South America. It is powered by a 350 hp (261 kW) Lycoming TIO-540-W2A engine, turbocharged to provide sufficient power at Colombia's high altitudes.

The first Gavilán prototype made its maiden flight on April 27, 1990, and testing resulted in lengthening the forward fuselage and wing modifications. However, it was severely damaged in a forced landing due to engine failure in 1992, delaying certification and production. The second prototype did not fly until May 29, 1996. The Gavilán received its type certificate under U.S. FAR Part 23 regulations in May 1998.

In 2012, Cub Crafters purchased the prototype from John Bryerton of GATS.
Customer deliveries began in 1998, and the first of twelve Gaviláns ordered by the Colombian Air Force was delivered on June 25 of that year. Colombia's Gavilán SA was pushing to sell 32 Gavilán 358s to the South African Air Force in April 1998. Gavilán (as Aero Mercantil was renamed in 1992) had received orders for 19 aircraft by November 1999, but it is unclear whether all of them were built, as Flightglobal estimated in 2008 that only about twelve Gaviláns had been completed. At least four of the Colombian Air Force's Gaviláns were still in use in 2004. The Gavilán was retired from the Colombian Air Force in 2007.

View: https://www.youtube.com/watch?v=WzAmhnqR_Mw

Variants

G358 – Standard version
G358M – Military version with rear-door mountable weapons in the ship configuration.
G508T – Turboprop version with 500 hp turboprop, under development.
G508M – Military version of the turboprop version
Operators

Colombia
Colombian Air Force
Colombian Navy
Colombian National Police
Specifications
Data from Brassey's World Directory of Aircraft and Systems 1999/2000

General Characteristics

Crew: One
Capacity: Seven passengers or four stretchers or 444.5 kg (980 lb) cargo
Span: 9.58 m (31 ft 5 in)
Wingspan: 12.8 m (42 ft 0 in)
Height: 3.74 m (12 ft 3 in)
Wing area: 18.95 m2 (204.0 sq ft)
Aspect ratio: 8.65:1
Airfoil: NACA 4412
Empty weight: 1,270 kg (2,800 lb)
Maximum takeoff weight: 2,401 kg (4,500 lb)
Fuel Capacity: 447 L (118 US gal; 98 imp gal) usable
Powerplant: 1 × Textron Lycoming TIO-540-W2A air-cooled six-cylinder piston engine, 260 kW (350 hp)
Propellers: 3-bladed Hartzell, 2.13 m (7 ft 0 in) diameter
Performance

Cruise Speed: 250 km/h (160 mph, 130 kn) at 3,050 m (10,010 ft), 75% power
Standby Speed: 108 km/h (67 mph, 58 kn) (flaps down)
Never-Exceed Speed: 376 km/h (234 mph, 203 kn)
Range: 1,425 km (885 mi, 769 nmi) at 75% power, 30-minute reserve
Service ceiling: 6,860 m (22,510 ft) (with altitude package)
Rate of climb: 4.50 m/s (885 ft/min)

Gavilán G358 _ AcademiaLab

academia-lab.com