Aerospace industry in Latin America

The BÚHOs are “Class I Electric Propulsion Unmanned Aerial Vehicle” type systems, intended for low-cost flight training, which allows the execution of operations with the necessary protocols to train SAMIRP operators in the tasks of takeoff, landing, short navigation, use of airborne sensors, failure mitigation and initial adaptation to operation in larger systems such as Class II; additionally, they allow tactical use adjusted to their performances.

They can also operate in principle with an autonomy of 40 minutes and a range of 10 km, from unprepared runways.

On September 27, 2021, the General Directorate of Research and Development (DGIyD) together with personnel from the Applied Research Center (CIA), began the process of delivering to the Chamical Military Air Base (BAM) dependent on the Training and Readiness Command, the Remotely Piloted Military Air Systems (SAMIRP) model AR-1F BÚHO together with their ground control systems, flight support and transfer containers.
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Description:
Class I Electric Propulsion intended for low-cost flight training of operators and technicians.
It allows the execution of operations in takeoff, landing, short navigation tasks, use of airborne sensors, fault mitigation and initial adaptation for larger systems (Class II).
It supports Tactical use in surveillance, reconnaissance and intelligence (ISR) missions, adjusted to its performances.
It has the Fail-Safe function, which allows the aircraft to take control of the flight and navigation, previously programmed in the event of a loss of connection.
Structurally built in composite material, V-tail, with a high rectangular wing.
Technical specifications:
Weight: 30kg.
Height: 1mt.
Maximum range: 50km.
Payload: 2.4kg.
Payload (devices): FLIR (EO/IR) Gyro-stabilized
Speed: 60kts.
Powerplant: 6 HP- Electric
Maximum LOS data link distance: 60km
Engine: Brushless
Autopilot
Communications
Control type: RC-FVP-Automatic
Station type: Mobile / Tactical briefcase
Control link type: Expanded spectrum
Fuel type: LIPO batteries
 
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Authentically Mexican, the P-400T V3

Oaxaca Aerospace presents its third “Authentically Mexican” prototype, the P-400T V3, at FAMEX 2019.

The P-400T V3 is a canard-type aircraft with a ducted propeller and a carbon fiber fuselage and aluminum aerodynamic surfaces.

Features:

Cruising speed: 450 km/hr
Maximum speed: 550 km/hr
Crash speed: 113 km/hr
Maximum takeoff weight: 1780 kg
Payload: 600 kg
Engine: 400 hp turbocharged
Fuel: Jet A
Range 2,250 km
Autonomy: 5 hrs

Oaxaca Aerospace has invested in state-of-the-art infrastructure: Software: ANSYS Fluent, Catia. Machinery: 3D printers, CNC machining center.

Invested in staff training, we have a doctorate from the National School of Aeronautics and Space in Toulouse, France.

We have alliances with the most relevant academic and technological institutions both in Mexico and in the world:

Mexico: Universidad Aeronáutica in Querétaro (UNAQ) and Instituto Politécnico Nacional (IPN)
International: National Institute for Aviation Research (NIAR) in Wichita, Kansas, USA; Universidad Politécnica de Madrid (UPM).

Oaxaca Aerospace has developed the systems of its aircraft, such as the development of the landing gear, which is designed to withstand forced landings (since one of its applications is training), the nose gear is self-aligning and includes a technology developed by the company to avoid vibrations in the tire and not having to use a “shimmy damper” to avoid these vibrations.

The first prototype is currently in the flight testing stage.

Oaxaca Aerospace has followed all the guidelines set by the regulations for the manufacturing and testing of its aircraft.

Oaxaca Aerospace's commitment to aerospace technological development in our country.

Learn more at: http://aeronavespegasus.com/es/


View: https://www.youtube.com/watch?v=7n-rcFoYvyM
 
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Moya Aero unveils hybrid eVTOL cargo aircraft
The aircraft is an upgrade that will extend its operating range to 300 kilometers, improving efficiency in transporting payloads of up to 200 kilograms
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Moya Aero, a Brazilian manufacturer of eVTOL aircraft, has introduced the hybrid version of the Moya eVTOL, an advancement designed to extend the operating range to 300 kilometers and improve efficiency while maintaining a payload capacity of 200 kilograms.

“In our pursuit of innovation and excellence, we identified the need for a solution that addresses the limitations of traditional electric drones, especially in terms of range and operational efficiency. Our hybrid cargo drone combines electric and conventional propulsion technologies, offering superior performance and reliability,” said Alexandre Zaramela, CEO of Moya.

Key benefits of the hybrid version of the Moya eVTOL:

Extended range: The cargo drone’s hybrid design allows it to cover greater distances, making it ideal for long-distance deliveries and remote locations. This range means reaching more customers and expanding service areas.

Improved efficiency: The aircraft optimizes fuel consumption and energy use by integrating a hybrid propulsion system. This results in lower operating costs and a smaller carbon footprint, aligning with the company’s sustainability goals.
Uncompromised payload capacity: Despite the increased range, the hybrid cargo drone maintains its robust payload capacity of 200 kg. This capacity ensures the same volume of goods can be transported without sacrificing efficiency or reliability.
Reliability and versatility: The hybrid system offers greater reliability and the flexibility to switch between power sources as needed. This versatility is essential to overcome various logistical challenges and ensure on-time deliveries.
Moya Aero said that the addition of this new eVTOL to the fleet will enhance our operational capabilities and have a positive impact on the environment.

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See below how Expo eVTOL 2020 went

View: https://www.youtube.com/watch?v=YGvDrnwfwZw
 
Nauru 1000C drone participates in first official mission in the Brazilian Army
Xmobots system is used in the largest military training of 2024, Operation Perseus

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The Nauru 1000C, a Remotely Piloted Aircraft System (RPAS) from the Brazilian company Xmobots, made its debut on an official mission during the Brazilian Army's Operation Perseus. This is the final phase of training for 7,800 military personnel in activities involving drone operation for defense of the homeland.

The operation took place last December, in the Southwest Military Command, in the Paraíba Valley region, and involved the participation of five Brazilian Army Area Commands.

“The brave warrior Nauru 1000C demonstrated its greatness on its first mission in conditions as close as possible to the reality of combat, with a theater of operations that involves the use of troops on the ground, applying current military doctrine in a tactical framework of combat across the broad spectrum,”

highlighted the founder and CEO of Xmobots, Giovani Amianti.

Drone for border monitoring
The result of a partnership between Xmobots and the Brazilian Army, the Nauru 1000C is a SARP designed for high tactical and strategic missions, which meets the demands of the Defense and Security sector.

With a maximum weight of 181 kg and a wingspan of almost eight meters, the drone has a 10-hour autonomy for day and night flights and a communication range of up to 60 km. In addition, the Nauru 1000C has VTOL (vertical takeoff and landing) technology, which allows it to carry out missions in critical or difficult-to-access areas.


For Army General Tomás Miguel Miné Ribeiro Paiva, the Nauru 1000C raises the technological level of the EB.

“It is taking the Brazilian Army to another level in terms of technology, intelligence and target acquisition. This technology will help us a lot in operations along the border, operations in urban environments and even in conventional operations”,

he told the agency's website.

A complete system for multi-missions
The Nauru 1000C integrates a robust system that includes three aircraft, an exclusive gimbal for intelligence, surveillance, target acquisition and reconnaissance missions, in addition to a mobile base for the control station.

The control base is equipped with biometric access, air conditioning, emergency lights, and ergonomic seats. This way, the safety and comfort of the operators are assured in any scenario.
View attachment 762744
Operation Perseus: the biggest military training of the year
Operation Perseus is a military training that simulates scenarios close to the reality of an operational combat.

Begun at the Army Aviation Command (CAvEx), in Taubaté-SP, Operation Perseus also passes through cities such as: Cruzeiro-SP, Lorena-SP, Areias-SP, Silveiras-SP and Resende-RJ. The objective is to conclude the year of military training with simulations of scenarios close to the reality of an operational combat.

“Operation Perseus is the most important operation of the Land Force this year and the largest operation we are carrying out in South America, with the use of many resources and activities, where we will certify several capabilities”, explained the Army Commander, Army General Tomás Miguel Miné Ribeiro Paiva. About Xmobots Founded in 2007, Xmobots is a leading company in robotics technology, which vertically integrates the development of vehicles, hardware, software and artificial intelligence. The ecosystem of integrated solutions ensures greater efficiency in production processes in segments that are vital to humanity, such as Agro, Geo, Environmental, Defense and Security. This provides a reduction in operating costs and an increase in productivity without sacrificing accuracy and quality. More information: www.xmobots.com.br

Xmobots has confirmed its presence as an exhibitor at the MundoGEO Connect, DroneShow SpaceBR Show and Expo eVTOL 2025 fairs, from June 3 to 5 at Expo Center Norte – Pavilhão Azul, in São Paulo (SP).

 
The electric plane designed at UNLP took off and was a success: watch the video
Developed by the UNLP School of Engineering and a company, the flight of the lithium-powered plane "demonstrated its great efficiency and stability."


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The Faculty of Engineering of the University of La Plata (UNLP), together with Aviem Aeronáutica SRL, developed Argentina's first electric airplane, and it has already made its first flight. See the photos and videos of this historic event.

The test of the AVIEM 100 Epower, the country's first electric airplane powered by lithium, took place at the General Rodríguez airfield in the province of Buenos Aires. According to the company, "it demonstrated its great efficiency and stability."

This test evaluated takeoff, flight, and landing: "Our goal was for the airplane to weigh a maximum of 750 kilos, to carry two people, which is 160 kilos of payload, and to be able to fly for one hour. Ultimately, the airplane weighed 748 kilos," explained engineer Ernesto Acerbo.
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What is Argentina's first electric airplane like?
"The AVIEM 100 Epower is an experimental aircraft, whose purpose is research and development," according to the UNLP Faculty of Engineering.

Present at the flight test were Marcos Actis, Dean of the Faculty of Engineering and Director of the Aerospace Technology Center (CTA-UNLP); Guillermo Garaventta, one of the project leaders and a member of the CTA; Ernesto Acerbo, Manager of AVIEM Aeronáutica SRL, along with other members of the company; and officials from the National Civil Aviation Administration (ANAC). After two exhaustive days of vehicle inspection, they issued the certificate certifying the completion of the test.

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“I was truly impressed by how well the aircraft flies. It must be taken into account that everything is new regarding the electrical system; everything is still being developed, and that means something can go wrong, but everything really worked within the parameters we expected. There were some problems with the temperature, but these things are resolved. Nothing unusual occurred that we didn't know could happen,” Actis described.

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The engineer explained the details of the test: “We had considered that the aircraft could maintain flight with about 45-50 kW, and it's doing so with 35 kW. This means it will have a much longer range than we had calculated. It's much more efficient than we had thought,” he stated.

“The manual says that the aircraft's center of gravity should be at 25% of the chord. We have a range from 17 to 32, and when we finished the aircraft and weighed it, it was at 25.6. In other words, we practically have a textbook center of gravity,” Acerbo added.

He continued: “That's also part of the work of engineer Claudio Rimoldi, another of the project leaders at the CTA, who was working on weight distribution, so that the center of gravity was as close as possible. But I never imagined we'd hit it in the center. This is actually very good because it's an aircraft with perfect stability.”

 
DEF at the Argentine Aircraft Factory: Behind the Scenes of Military and Commercial Developments
FAdeA faced rumors of privatization and, ultimately, was not included in the Bases Law. The present of a strategic and highly valuable national company that seeks to manufacture new aircraft and reposition itself in the market with other aeronautical products.
By
Patricia Fernández Mainardi


The personnel at FAdeA, the company in charge of manufacturing the Pampa, is capable of standardizing the fleet of these aircraft, which have already undergone three modernizations. (Photo: Fernando Calzada)
The fact that our country has an aircraft factory (focused on military developments) is no small matter. In fact, very few countries in the world have invested in developing the aeronautical industry.


At a strategic level, Argentina's presence in the Argentine Aircraft Factory (FAdeA) is, for experts on the subject, a luxury. Those most knowledgeable on the subject assure that our factory was a pioneer in the region and achieved the highest level of development during its heyday: it produced the Pulqui aircraft when the world was just beginning to talk about turbines and reactors.

However, FAdeA's future was marked by a lack of investment in the Armed Forces and the country's economic ups and downs, as well as those of the factory (initially state-owned, privatized in the 1990s, and renationalized in 2009).

FAdeA faced rumors of privatization
FAdeA faced rumors of privatization and, ultimately, was not part of the Bases Law. (Photo: Fernando Calzada)
What is its current situation? In this article, DEF's journey through a company based in Córdoba that seeks to position itself in the market and achieve a balance between military products (whose main client is the Argentine Air Force) and civilian products.

FAdeA, one of the few aircraft factories in the world

FAdeA is one of the few aircraft factories in the world with the capacity to design, manufacture, maintain, and modernize aircraft in its facilities.

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This is a capability of high strategic value, not only because of the knowledge held in the industry, but also because of the potential the company can offer.

FAdeA's development was marked by the country's economic ups and downs and downs of the factory.
Precisely, around the world, states with this type of industry encourage its development and adopt a policy regarding it. Such is the case with the American (and private) companies Boeing and Lockheed Martin, whose largest contracts are with the state. In fact, and to give an example, there are products, such as the F-22 (one of the most advanced fighter jets in the world), that are not even sold to other countries.

What does FAdeA offer Argentina? Basically, autonomy in military aeronautics. The firm is important when considering the maintenance and design of the Argentine Air Force's aircraft.

Now, in times of crisis and with a view to maintaining that capacity, the goal is to ensure the highest possible profitability for the firm. In other words, to be strategic and competitive at the same time. How is this achieved? As they explain: by generating business and clients outside the state.

The Argentine Aircraft Factory has the capacity to design, manufacture, maintain, and modernize aircraft at its facilities.
The business units of the Argentine Aircraft Factory
At the beginning of 2024, it was said that FAdeA could be one of the state-owned companies with a view to privatization. However, it was not included in the Basic Law.

Currently, FAdeA stands out for certain developments. For example, aircraft production (such as the Pampa or IA 100), maintenance of the C-130 Hercules, manufacturing of parts and aerostructures (such as the production of components for Embraer, a contract arising from a partnership with the Brazilian company to integrate the KC-390 program), and high-level engineering.

Specifically, regarding the last item, FAdeA specified that engineering is the heart of the company because it is transversal to all the processes they carry out. In fact, many of these services are performed for foreign clients.

FAdeA carries out maintenance on C-130 Hercules cargo aircraft.
The details: the facilities have a 1,400-meter runway used to test its aircraft (larger aircraft are supported by the Military Aviation School's runway).

Another key aspect is that FAdeA provides maintenance, repair, and overhaul for the commercial and military aeronautical sectors (services known as commercial MRO and military MRO, respectively).

Finally, one of the keys to having a local aircraft factory is that its work requires that of more than one hundred local suppliers (some also international). In other words, its presence impacts the productive development of the defense and aeronautical industries.
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The hangars and facilities are located in the city of Córdoba. (Photos by: Fernando Calzada)
Operational efficiency and profitability: FAdeA's goal
It should be noted that, organically, FAdeA depends on the Ministry of Defense, an agency that is also its main client. In fact, more than 80% of the factory's revenue comes from the Argentine State.

This figure reflects both a strength and a weakness: the company knows it has a key client, but, in turn, the client may decide, due to certain circumstances, to use the funds for another purpose (something that occurred when the Ministry had to use its funds to search for the ARA San Juan submarine).

However, as they explained, the focus at present is on achieving operational efficiency. That is, fulfilling established contracts in a timely manner; improving quality and delivery costs; and, ultimately, ensuring that all of this is profitable.

What is the rationale behind this goal? Stop depending on the factory's main client (the Argentine Air Force) and gain new business and a partner (or strategic partner). It's worth noting that FAdeA already has such alliances, for example, with Embraer.

According to aeronautical industry experts, these goals must take into account that, in this particular field, it is necessary to have a clear vision that looks ahead at least 10 years. Therefore, they are working against the clock to diversify their business portfolio and thus increase revenue.

The bottom line: To achieve these objectives, FAdeA aims to provide solutions to its existing clients, such as Aerolíneas Argentinas, Jetsmart, and Flybondi (companies that, for example, provide painting and maintenance services). This led the company's authorities to seek certification to obtain permits that allow them to perform certain jobs.

The facilities have a runway
The facilities have a 1,400-meter runway that is used to test its aircraft.
Commercial and Military Maintenance
Regarding military aircraft maintenance, FAdeA is responsible for, for example, the Argentine Air Force's C-130 Hercules.

The Argentine Aircraft Factory was responsible for the modernization of these aircraft and is, in turn, one of the six centers authorized (in the world) by Lockheed Martin to perform this type of work.

In the case of modernization work on the Hercules, FAdeA inspects it, evaluates new features, disassembles it, and re-equips it with state-of-the-art technology. What was achieved with the aircraft already delivered to the Force? It extended the aircraft's life by another 20 years.

Why is this development important? Because it prevents the aircraft from becoming obsolete and, in addition, it provides the necessary knowledge to be able to sell this service to other countries.

Regarding commercial maintenance, this type of service began in 2018. In fact, to do so, FAdeA had to open its workshops.
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DEF toured the facilities of the Argentine Aircraft Factory (FAdeA). (Photo: Fernando Calzada)
Staff Suspension at FAdeA
While the company is working to secure contracts in the market, it is also moving forward with a restructuring plan that involves suspending some of its employees (those who do not currently have assigned work).

According to sources from Córdoba, there is less work and difficulties in covering expenses abroad, which requires the purchase of materials for the execution of the various contracts.

Why are employees being suspended and not dismissed? Because they are highly specialized. That is, they have very specific and technical knowledge and, in addition, training that is difficult (and expensive) to obtain from scratch.

One of the aspects highlighted by FAdeA staff is that the company had less direct labor (those who work on the planes)
According to the factory staff, they typically produce between 200 and 300 large parts per month: one frame requires a full day of machining, and to give an idea of the work they do in Córdoba, one door requires 12 of those frames.

The factory also has a pavilion dedicated to the production of parachutes (for aircraft seats and troop launches). In fact, the firm currently has a contract with the Argentine Army for the development of this type of device (front-opening).

FAdeA explained that the factory is also one of the few in the world to master composite material, a popular product in aeronautics. This material is characterized by its lightness, strength, and the complex work required.

Therefore, the factory has a controlled environment room that guarantees the presence of minimal particles in the air (clean room) and temperature control.

There, workers are responsible for cutting (using machines) and manipulating the fibers of the material, then advancing it through the molds and the different layers.

Why does the IA 100 promise to revolutionize the local aeronautical market?
At FAdeA, the IA 100 is also being produced—entirely with composite material. The details of this aircraft: the Argentine Aircraft Factory is responsible for its design and manufacture.

In fact, the production of this aircraft involves outsourcing components and parts to local suppliers.

As for the IA 100, FAdeA is currently focused on assembling the first prototype of what will be a training aircraft.

How does it differ from the Pampa? In the IA 100, the instructor and trainee can sit side by side (in the Pampa, they fly one behind the other). It also has the capacity to carry up to four passengers, allowing it to also be considered a liaison aircraft.


"We are in the process of assembling the prototype. We want to validate that the design corresponds to what was manufactured," said FAdeA.
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At what stage is the development of the IA-100? It has already reached almost 80% overall completion and has consolidated impView attachment 763578ortant milestones in its manufacturing process. Currently, all the primary parts, molds, and tooling necessary for the construction of the aircraft have been produced.
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Once the structure is manufactured, final assembly will begin. Then, the main systems (hydraulic, avionics, and propulsion) and essential elements for the aircraft's operational performance will be installed. And finally, its operation will be tested.

The factory explained that, since this aircraft uses composite material without any rivets, the bonding process of each of its parts must be controlled and supervised. Once in flight, the aircraft will perform acrobatic flights. (maneuvers with high G-forces) and will reach a speed of 250 kilometers per hour.
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A key aspect of this production is that, in addition to having a significant spillover effect on local suppliers, it is a source of pride for the company. As FAdeA explained, the production process is so intense and complex that the final product is seen as a collective achievement.

This particular aircraft, considering its versatility and features, could be one of the products that FAdeA could sell internationally.
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Embraer Passes Structural Fatigue Test on New Aircraft Wing Prototype

A21 Editorial / Thursday, March 20, 2025 - 01:00
NEW METHODOLOGIES AND INNOVATIVE MATERIALS WERE VALIDATED. Embraer IS NOW ADVANCING TOWARDS THE MANUFACTURING OF THE FUSELAGE AND EMPENNAGE OF THIS DEMONSTRATOR
Embraer
Embraer conducted initial structural fatigue tests on the wing it will use in its New Technology Demonstration Platform (PDNT). This is a benchmark prototype that utilizes new production techniques and was also subjected to progressive loads that exceeded the expected limit by more than 200%.

“We are excited about the evolution of the project, which brings together industry, government, and academia to develop applied research that contributes to the generation of knowledge and training of people,” commented Cleiton Silva, Embraer's Vice President of Technology and Advanced Projects.

The static load test was conducted at ACS Aviation, the demonstration platform provider and Embraer partner in São José dos Campos, Brazil. The test validated innovative processes, methodologies, and new materials, and the next steps will include the manufacturing of the flying laboratory's fuselage and empennage.

This project is funded by the National Fund for Scientific and Technological Development (FNDCT), with the support of Brazil's Ministry of Science, Technology, and Innovation (MCTI) and Finep. This project promotes the country's economic and social development through public funding for Science, Technology, and Innovation, and is focused on research and development at low and medium Technological Maturity Levels (TRLs).

The first phase involves the development of unprecedented processes and methods to support analysis on ground-based test benches (RIGs).

The Aeronautical Institute of Technology (ITA), the Mauá Institute of Technology (IMT), the Technological Research Institute (IPT), and the São Carlos School of Engineering, part of the University of São Paulo (USP), are also involved in the research.

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Semar combines drones, radars, and command systems to monitor the national territory

Ulises Gutiérrez / Tuesday, March 18, 2025 - 01:00
THE NAVY ALSO HAS A FACTORY IN VERACRUZ, WHERE IT MANUFACTURES RADIOS NECESSARY FOR OPERATIONS
Secretary of the Navy Drone
Using drones and radars, the Secretary of the Navy combats illegal activities, both on the coast and within Mexican territory, a task supported by command and liaison systems, and even a factory for the manufacture of radios.

Part of this surveillance network relies on drones from the Mexican Navy's Autonomous Patrol System for Tactical Aerial Reconnaissance (SPARTAAM), developed by national engineers.

“Drones are used for surveillance, more than anything. In the mountains, they can be used to search for plantations or clandestine airstrips. They have a night vision camera to monitor for any suspicious vessels at sea making illegal deliveries,” said César López Rasgado, a lieutenant, computer engineer, and member of the Mexican Navy's technological research and development unit.

The Navy's drone models include vertical takeoff and landing models, supported by four propellers, and horizontal takeoff models that require a runway. These aircraft have been in service with the institution for at least five years.
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The Navy also has the Institutional Navigation Radar for Surface and Coastal Maritime Surveillance Units (RINUS), which is used on the coast and can locate small vessels.

“We use this radar to monitor beaches or search for small boats. It can detect vessels measuring about 5 to 10 meters at a distance of about 8 nautical miles (14 kilometers), and for vessels 100 meters in length or more, it can detect them at a distance of about 30 nautical miles (55 kilometers),” added López Rasgado.

View: https://www.youtube.com/watch?v=VSmrN2KZxxY
In the event of a detection, the alert is sent to the Command and Control System (SICCAM), which is installed in a barracks. From there, the location is sent to the Data Link System (SEDAM), mounted on aircraft and/or ships, so they can inspect the area.

“SICCAM is installed at a land command post, so it has a network connection. They check where the object was found and what's there, whether it's a small fishing boat, a cargo ship, a transport vessel, etc.

“The purpose of SEDAM is tracking; it places an object at a distance in a certain direction so the unit can go and find out what's happening to it,” explained the lieutenant.

In addition to these two systems, the Navy also has an electronic navigation system that includes all the sensors of a ship, such as GPS, radar, and gyroscope, to help the captain steer the vessel, avoid collisions, and prevent it from running aground.

As part of its surveillance system, the Navy also boasts the Vírgula Factory, located in Antón Lizardo, Veracruz, where Mexican engineers produce the portable and semi-portable “Tzunun” radios used in naval operations.

 
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Army opens public consultation to buy drones capable of firing missiles, bombs or grenades
Aerial vehicles must also have the capacity to interfere with communications systems
By O Globo — Rio




Last Wednesday, the Brazilian Army opened a public consultation to search the national and international market for aerial drones with offensive capabilities. The notice highlights that the equipment must have the capacity to fire "laser or image-guided missiles or rockets with a minimum range of 4,000 meters and launch unguided bombs or grenades."

The Army's goal is to acquire three aircraft of this type. The drones must also be able to withstand temperatures ranging from -10°C to 50°C, in addition to a minimum range of 300km and the ability to fly over an area of interest for 48 hours.

The drones must be able to carry 4 rockets or 2 guided missiles and fly up to 5,400 meters high. Another feature mentioned by the Army is the ability to perform electromagnetic interference in communications systems at a minimum distance of 10km from the flight platform.


Exército já tem também outros planos para drones armados, caso do Nauru





Nauru-1000C
If acquired, these will not be the only armed drones of the Brazilian Army. The Armed Forces plan to equip Nauru aircraft manufactured by the company XMOBOTS with missiles. At the end of May last year, 21 military personnel completed nine months of training to pilot the aircraft.


The Nauru was developed to order for the Army and is expected to be used in surveillance and defense operations in Brazilian border areas. The expectation is that by 2027 these drones will be capable of operating with weapons.

The system delivered to the Brazilian military consists of three Nauru aircraft that are piloted from a mobile base on the ground, mounted inside a container. With a maximum takeoff weight of 150 kg, these drones have a flight autonomy of up to 10 hours and are powered by hybrid propulsion (combustion and electricity). A Nauru aircraft has a wingspan of 7.7 meters and is 2.9 meters long and can reach a speed of up to 110 km/h.

In May 2022, XMOBOTS and MBDA, a European missile manufacturer, signed a memorandum of understanding for the development of the armed version of the Nauru. The drone is expected to be equipped with Enforcer missiles, described as a "next-generation guided light weapons system". Weighing around 7kg, these missiles are capable of defeating "light" and "lightly armored" targets, which includes moving vehicles.

The first Nauru drone was delivered to the Brazilian Army in a ceremony at the hangar of the 2nd Army Aviation Battalion, in Taubaté (SP). At the event, the then military commander of the Southeast and current Army Commander, General Tomás Ribeiro Paiva, celebrated the incorporation of the equipment:

 

View: https://www.youtube.com/watch?v=FfKhtTvY19o&t=3s
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Colombia has the first unmanned solar-powered aircraft, the 'Vant Solvendus'.


The Aeronautical Engineering program at the Faculty of Engineering successfully completed the initial flights of the "Solvendus" UAV on the runway located in Tenjo, Cundinamarca. This unmanned aircraft is designed to fly using solar power.
The Vértigo runway, located in Tenjo, Cundinamarca, was the stage where the Los Libertadores University Foundation launched Latin America's first unmanned aircraft designed to fly with solar power. The aircraft successfully completed its first test flight to verify stability, control, and structural parameters.

The aircraft is the result of five years of research conducted by the GICA group of the Aeronautical Engineering Program at the Faculty of Engineering, in partnership with the University of São Paulo (Brazil). Together, they designed an unmanned aircraft, commonly known as a drone, that will be able to extend its flight time thanks to a solar cell system. The aircraft's inaugural flight is scheduled to take place next year at an event open to the public.

According to Andrés Felipe Giraldo Quiceno, Director of the Aeronautical Engineering Program, this drone prototype, called "VANT Solvendus," is primarily focused on enhancing Colombia's knowledge of the construction and development of long-duration, cutting-edge aircraft that can be helpful in the monitoring and inspection of environmental issues such as tree felling, emergencies, and landslides.

The drone industry is garnering national and international attention. According to Giraldo, for example, Facebook is developing a drone project that also includes solar panels aimed at bringing internet to remote areas.

In the long term, this system paves the way for the implementation of suborbital satellites, which will replace traditional satellites and can operate for up to three months at a time using solar energy.

For Julio Parra, director of the GICA Aerospace Sciences research group that developed the initiative, "the aircraft is a pioneer in Colombia because it is the first research drone registered with the Civil Aeronautics." He added that this interinstitutional and interdisciplinary project is a major breakthrough that unites different branches of knowledge.

According to Dr. Hernán Darío Cerón, professor in the Department of Aeronautical Engineering at the São Carlos School of Engineering at the University of São Paulo (Brazil), "In this initial step, we were able to verify the aircraft's flight and structural parameters. Work is now underway to implement the entire solar system to power its internal components."

The Solvendus UAV, which measures 6 meters wide and 3.5 meters long, is made primarily of carbon fiber and features 80 state-of-the-art flexible solar cells on its wings, which power its flight computer and electric motors.

Through this project, the Los Libertadores University Foundation has developed modern manufacturing techniques and implemented cutting-edge technologies in aerodynamic analysis, flight control, composite materials, and renewable energy, which will boost the unmanned aircraft industry in Colombia.

In Colombia, the majority of drones are used primarily for advertising and event purposes, according to a study conducted by the university's Aeronautical Engineering Program.

colombia-has-the-first-unmanned-solar-aircraft-vant-solvendus-2

On the other hand, the global drone market is a business that could generate more than $127 billion, according to the PWC, with the infrastructure sector accounting for 35.6% of the market; agriculture for 25.5%; and freight transport for 10.2%.

The market is very broad. There are drones for oil pipelines, thermal power plants, refineries, road networks, bridges, and mines; for topographic applications; for urban planning; for volcano monitoring, risk prevention, fire prevention, ecological, meteorological, geological, water, and human-caused disasters; for search and rescue; for forest and wildlife surveillance; for crowd control at demonstrations, cycle paths, festivals and concerts.



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Helvetic Airways operated the largest aircraft ever to land at this terminal, highlighting its suitability for short-runway operations.
Helvetic Airways became the airline to land the largest aircraft at London City Airport, operating a commercial flight using an Embraer E195-E2.

The Swiss airline had already achieved such a milestone when, in autumn 2021, it was the first to operate a commercial aircraft to the same terminal with an Embraer E190-E2.

The E195-E2 is 41.5 meters long, has 134 seats, and has the lowest fuel consumption per seat of any aircraft operating at the London airport.

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The campaign held in Anápolis (GO) in February marked another stage of technology transfer, with the participation of Brazilian and Swedish professionals to analyze the fighter's performance in high temperatures and altitudes.

Over the course of five days, the Gripen 4100, used by the Gripen Flight Test Center (GFTC) in Brazil, operated from the Anápolis Air Base, completing another important stage of testing.

This time, the goal was to ensure that the fighter could perform missions in 32ºC heat and at 1,100 meters above sea level with extra loads. To this end, the aircraft was equipped with two fuel tanks under the wings, with a capacity of 1,100 liters each, in addition to two short-range infrared-guided Diehl IRIS-T air-to-air missiles and two long-range MBDA Meteor missiles.

“In total, we performed 14 missions of 35 minutes each, 62 landings and eight refuelings on the ground with the engine running to gain efficiency. Our goal was to create a scenario in which the aircraft was heavily loaded, in a hot and high environment, approaching for landing with a wide turn and lining up with the short runway just before touchdown,” explained Jonas Petzén, Saab’s head of flight tests.

The first flights were made without any external load and from then on, the fighter’s weight was gradually increased by fitting air-to-air missiles and gradually filling the external tanks. “We have already carried out tests in hot, dry and humid environments before, in Anápolis and Belém, but with a focus on environmental tests, i.e. whether the Gripen could withstand extreme heat and humidity. Now, we are checking the flight quality and maneuverability from the pilot’s point of view,” added Petzén.

The tests are further practical proof that the Gripen fighter is prepared to operate in any environment and climate, whether in Sweden, Brazil or anywhere else in the world.

“We challenged the Gripen’s flight control system by making sudden corrections in the final phase before touchdown, confirming the expected responses from the aircraft and meeting the requirements in this regard. In this way, we tested the performance of the flight control system, engine and braking system with a high landing weight in this environment,” explained André Brännström, Saab test pilot.

The campaign involved approximately 22 people, seven from Saab and 15 from Embraer, including technicians, flight instrument engineers, flight engineers, flight test pilots and campaign managers.

 
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The amazing story of the "made in Colombia" airplanes that managed to earn a place of honor in international skies
Máximo Tedesco, from his company in Valle del Cauca, has exported his aircraft to different parts of the world for more than 50 years. He is already certified in Europe and can proudly say that none of his aircraft have suffered an accident.
By
Hermann Sáenz

June 19, 2023 8:02 a.m. EST
Save

Máximo Tedesco, from his company in Jamundí (Valle del Cauca), where he builds his aircraft renowned for their quality.

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Máximo Tedesco has been manufacturing aircraft in Jamundí (Valle del Cauca) for more than 50 years, and his first challenge was to demonstrate that high-quality airplanes could be produced in Colombia, because he had to do so without revealing the truth about the origin of the first ones he sold. “The plane was very popular, but it couldn't be mentioned that it was coming from Colombia, otherwise the plane couldn't be sold,” he recalls.


He says that since he was a child, he made toy cable cars and things always related to the air: "When I was in Rome, they gave me money to go to school in the morning for snacks. They gave me money, and I lived near a local airport that no longer exists, and then I saw these planes flying there. I went one day to these people and told them I wanted to fly. So I collected money from my snacks and paid what they asked, so I was able to fly for half an hour. I was amazed! From then on, they offered me special prices, and then I flew with them."

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Tedesco studied in the United States and then returned to Colombia with an engineering degree, but he always had a passion for flying. “I started this crazy dream in 1971, which remains a dream even though more than 50 years have passed, and it's only half realized, because in Colombia it's an absolute drag to start an industry, especially one as crazy as manufacturing aircraft and distributing them around the world,” he asserted.

In the late 1980s and early 1990s, this dreamer from Cali went to Europe to offer his aircraft, because it was the era in which light aviation was just getting started around the world: “The planes didn't have a plate indicating they were manufactured in Colombia. Despite this, the plane was very popular, and we started selling like crazy in Europe, to the point that demand was so high that we were exporting 12 aircraft per month.”

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"I have the philosophy that an aircraft should be manufactured with the criterion that a human being will be riding in it. That's why I currently have nearly 700 planes flying around the world, and so far, there hasn't been a single accident in any of them," Tedesco proudly asserts.

The test pilot of his own planes
Máximo Tedesco asserts that there is another reason why his planes are of such high quality: "Aeronautical engineers don't have the gift of flight. I don't know why I was born with that gift, and I am the test pilot of my own planes. I rode in my newborn baby and I myself notice the details that need to be repaired. So, that kind of conjunction we have between the product, the fact that I can design, fly, and test it, is what has made our planes so good."

But despite this, he continued forward, and in 1985 he saw that the future lay in this type of aircraft, as demand was going to be very high for planes with a gross weight of up to 600 kilos. This means that the aircraft, plus fuel, passengers, and cargo at takeoff, must not exceed 600 kilos.

And although business was going very well, a scourge he hadn't counted on appeared: "Everyone wanted their own plane, and that's how it started in Colombia. But I have to admit that drug trafficking wasn't booming yet. And drug trafficking was what practically killed this type of aviation in Colombia, unfortunately."
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Times changed, and today the company has a great image around the world, but for Tedesco, the saddest thing is that Colombia never acknowledged this, because neither the financial system nor the government ever helped them.

"We are moving forward with the company. This year we will be presenting at the
"The Oxford International Fair (Mississippi), where we are certifying the aircraft in the United States, is already certified in Europe; it has been a very difficult task. "If we participate in these international fairs, it's because we're ready. The world knows that Colombia has an aeronautical industry thanks to us," the engineer emphasized.

Tedesco assures that he can currently take his computer and travel anywhere in the world, and he can build his aircraft: "I ask a metalworking company to make some parts for me, and then I can build them. As for the assembly technology, it's a kind of interactive manual that anyone can interpret; it's like a kind of Lego, we managed to get there."

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Type of aircraft manufactured in Colombia.
The characteristics of his aircraft
This engineer affirms that aviation was born with metal airplanes, and that's why he continues with that philosophy, alluding to fiberglass airplanes that don't respond the same way to a possible accident. "Our airplane is very easy to fly, it has two seats, and has a power of 80 to 135 horsepower, depending on what you can afford and the differences in operation. Always within the category of light aviation, but creating a product with the three B's: good, beautiful, and cheap."

He remembers that his motto as a professional is: "The engineering of simplicity is the engineering of knowledge; That is to say, to do simple things, you have to have a lot of knowledge.”

Their planes have reached Central America, all South American countries except Uruguay, Europe, Africa, New Zealand, and Australia. Furthermore, the plane can cost up to $92,000. An aircraft of this type in other markets can be offered for between $180,000 and $240,000.

Máximo Tedesco recalls how the plane has been offered to him in Colombia: “A month and a half ago, we were at the Ministry of Defense with the vice minister, and he gave us to understand that he is not interested in our plane. This country is very strange because we don't have an aeronautical mentality. The vast majority of clients are foreigners. The Colombian Aeroclub in Bogotá bought one from us six months ago and they are happy; from time to time, something is sold in Colombia.”

For now, this Colombian, who claims that Cali is an earthly paradise, builds six airplanes for the United States and Europe, and assures that unlike a few decades ago, today the buyer knows that it comes from Colombia and buys it without any fear. It is marketed under the name Tayrona, that is the brand of the Colombian airplane that is associated with a very high-quality product.

View: https://www.youtube.com/watch?v=Xxn1fID_Cfo

View: https://www.youtube.com/watch?v=Ui19khe7jJg



This new aircraft was named after a National Park in Colombia and was a development of the MXP-800 Fantasy, this itself being a development of the Zenair CH-701 based MXP-740 and MXP-750 series. It was constructed of aluminium alloy with a steel cage around the cockpit. The wing was braced with V-lift struts assisted by jury struts. The first four aircraft had flaperons but later production aircraft had flaps. Undercarriage was cantilever spring-legs for the mainwheels and a steerable nosewheel with rubber springing. A number of engines could be installed from the Rotax range, including the 912UL, 912ULS and the 914ULS turbo.

First two examples of the series arrived in New Zealand in late 2014, ZK-RTT (c/n AA-11-13-105-003) was an MXP-1050 Tayrona. The second aircraft ZK-RTZ (c/n AA-02-14-15-056) was registered in February 2015 to Pan Tam Holdings Ltd of Manukaua as an MXP-150 Kimbaya.


 
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Aero Boero from Argentina
1959





Two/three-seat light aircraft
Jane's Encyclopedia of Aviation

Aero Boero 95 (Argentina)
Three-seat all-metal light monoplane suitable for private or business flying, training and agricultural use. Prototype first flown on 12 March 1959. Versions built included the AB 95 Standard with a 71 kW (95 hp) Continental C-90-8F flat-four engine; AB 95A De Lujo with a 74.5 kW (100 hp) Continental O-200-A engine; AB 95A Fumigador agricultural version with an O-200-A engine and dusting or spraying equipment; AB 95B with a 112 kW (150 hp) engine; and AB 95/115, which was similar to the AB 95B but with an 85.5 kW (115 hp) Lycoming O-235-C2A engine, mainwheel fairings and a more streamlined cowling.

Aero Boero 115BS (Argentina)
Final production version of the Aero Boero 95 and 95/115 series. First flown in February 1973. Similar to the AB 95/115 but with a sweptback fin and rudder, increased wing span and greater fuel capacity. Twenty-five built. Production ended in 1976.

Aero Boero 150RV and 150Ag (Argentina)
AB 150RV is essentially a lower-powered version of the AB 180RV, certificated in the Normal category. Four built and five ordered by spring 1978. Powered by one 112kW (150 hp) Lycoming O-320-A2B flat-four engine. AB 150Ag is certificated in the Restricted category for use as an agricultural aircraft and has a similar power plant to that of the AB 150RV. Equipment includes a non-corrosible glassfibre underfuselage tank with a capacity of 270 litres (71.3 US gallons) of liquid chemicals.
Data (AB 150RV): Engine as above Wing span and length as for the AB 180RV Max cruising speed 211 km/h (131 mph)


Aero Boero 180Ag (Argentina)
Version of the AB 180 for use as an agricultural aircraft. Ten built and six ordered by spring 1978.

Aero Boero 180, 180RV and 180RVR ( Argentina)
The AB 180 was the initial version, thought to have first flown in 1967. Built as a four-seater with a wing span of 10.7 m (35 ft 1 in) and as a three-seater with a wing span of 10.42 in (34 ft 2 1/4 in). This model was followed by the three-seat AB 180RV standard version with a recontoured fuselage, sweptback fin and rudder and
increased fuel capacity. First flown in 1972. The AB 180RVR glider-towing version (also first flown in 1972) has a towing hook and a transparent roof panel. A two-seat or pilot and 100 kg (220 lb) underfuselage cargo pack high-altitude version (with optional turbocharger) was also produced as the AB 180 Condor. Total of 45 AB 180RV/RVRs had been built and seven ordered by spring 1978.
Data (180RV/RVR): Engine one 134 kW (180 hp) Lycoming O-360-A1A flat-four Wingspan 10.72 m (35 ft 2 in) Length 7.273 m (23 ft 10 1/4 in) Max T-O weight 844 kg (1,860 lb) Max level speed (AB 180RV) 245 km/h (152 mph) Range 1,180 km (733 miles)

Aero Boero 180SP (Argentina)
Biplane version of AB 180 produced by adding short-span lower wings on basic aircraft. Agricultural chemical tankage provided in lower wings.



View: https://www.youtube.com/watch?v=f87GVK76VQM

1957





Single-engined light monoplane
Jane's Encyclopedia of Aviation

DINFIA IA 46 Ranquel and Super Ranquel (Argentina)
The IA 46 light monoplane was designed as a three-seat tourer, easily adaptable for agricultural, glider-towing and pilot-training duties. The prototype first flew on 23 December 1957. The Ranquel was the standard production version with a 112kW (150 hp) Lycoming O-320-A2B piston engine. The Super Ranquel was similar but had a 1 34 kW (180 hp) Lycoming O-360-A2A engine

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View: https://www.youtube.com/watch?v=qJHmLgiYYN0

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View: https://www.youtube.com/watch?v=fre56D2phS8&t=6s


1957
Jane's Encyclopedia of Aviation

DINFIA IA 45 Querandi (Argentina)
Light Lycoming-engined executive transport, first flown on 23 September 1957. The IA 45B version was a five-six-seater with two 134 kW (180 hp) O-360 pusher engines.
 
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Argentina to receive first prototype of locally-made IA-100B Malvina trainer after years of development.​

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On March 21, 2025, Valen Aviation Photos took the first images of the initial prototype of the IA-100B Malvina trainer aircraft on the flight line of the Fábrica Argentina de Aviones (FAdeA) in Córdoba, Argentina. The IA-100B is under development to serve as a primary trainer for the Argentine Air Force (Fuerza Aérea Argentina, FAA). Its development marks the beginning of a new chapter in Argentina’s efforts to produce a locally manufactured military training aircraft, following several years of conceptual development and inter-institutional agreements


 
Portugal's first aircraft, LUS-222, is developed with the participation of Brazilians
Ricardo Fan
April 1, 2025
Aviation, Transport Aviation, Defense, LAAD 2025

LUS-222 is developed with the participation of Brazilians
CTI Aeroespacial leads the project of the twin-engine aircraft for civil and military use that is already attracting interest in the market and is one of the attractions of LAAD Defense & Security 2025

Specialized in the production of knowledge, technologies and solutions for the aerospace industry, the Aerospace Technology and Innovation Center (CTI Aeroespacial) — which brings together the Portuguese Air Force, the Engineering and Product Development Center (CEiiA) and the company Geosat — is the leader in the development of the LUS-222 aircraft, the first in history to be designed and manufactured in Portugal. The project, which has the collaboration of Brazilian engineers, will be presented during LAAD Defense & Security 2025, an international defense and security fair that will take place from April 1 to 4 at Riocentro, in Rio de Janeiro.

Representatives of the entities that make up the CTI Aeroespacial, including members of the Portuguese Air Force and members of the Portuguese government, will be present at LAAD.

Designed for use in military missions, search and rescue operations, transport logistics and also in regional civil aviation, the LUS-222 is a light twin-engine high-wing aircraft with the capacity to transport 19 passengers or up to 2,000 kg of cargo.

The model is equipped with a rear cargo door, which speeds up the loading and unloading of loads, and fixed landing gear, which allows it to operate on unpaved runways — unlike most aircraft in the segment — and makes it ideal for activities in remote regions. In addition, it has a range of up to 2,100 km and can reach speeds of up to 370 km/h.

Around 20 Brazilian engineers specializing in aeronautics are part of the LUS-222 program team at the headquarters in Portugal, leading some aspects of the project. The company AKAER, from São José dos Campos (SP), will be responsible for manufacturing the fuselage, complete wing, stabilizers and control surfaces of the Portuguese aircraft in Brazil.

Market opportunities

The development of the LUS-222 by CTI Aeroespacial and CEiiA, with the support of the Portuguese Air Force, is taking place at a time when several armed forces are investing in modernizing their fleets, replacing old or end-of-life aircraft with more modern and sustainable models.

This is the case of the Portuguese Air Force itself and the Brazilian Air Force, which is looking for a replacement for the successful Embraer EMB-110 “Bandeirante”.

In addition, over the past ten years, Portugal and Brazil have maintained a partnership in the defense and security sector, with the aim of training the Portuguese Air Force. In this context, the European country acquired KC-390 and A-29 aircraft manufactured by Embraer.

The LUS-222 program aims to put this partnership into practice again, but in reverse, with the purchase of the Portuguese aircraft by the Brazilian military.

Focus on sustainability

The first flight of the LUS-222 is scheduled for early 2028. The aircraft concept has already been finalized, and the engineering teams are now working on the detailed design. The investment in the project exceeds 220 million euros, already including the amount earmarked for the construction of the factory where the aircraft will be assembled, in Ponte de Sor, Portugal.

The aircraft program includes a research and development arm focused on studying and evaluating the use of alternative engines and fuels, as well as more sustainable materials and manufacturing and assembly processes.

The idea is to incorporate clean energy sources (such as hydrogen, electric or hybrid propulsion systems and ammonia batteries), use natural fibers for acoustic insulation and employ augmented reality to optimize aircraft maintenance and reduce costs.

The Ponte de Sor factory was designed to assemble 12 LUS-222 aircraft per year, operating in one shift. Depending on demand, it will be possible to double production, with the unit operating in two shifts. Commercial initiatives with four air forces and global cargo transportation companies are already underway.

High-resolution satellite images

Another CTI Aeroespacial product that will be presented at LAAD Defense & Security 2025 is the Synthetic Aperture Radar (SAR), a satellite capable of generating images with a resolution of 30 centimeters. Created to integrate the Atlantic Constellation — a land and sea observation system developed by Portugal and Spain — the technology aims to support emergency management.

The Atlantic Constellation includes 16 satellites and a data processing and fusion center, the Atlantic Data Hub. The system generates submetric images with intraday revisit, with impacts on Defense and Security, the Economy and Sustainability.

The CTI Aeroespacial brings together the three entities responsible for implementing

implementation of the Atlantic Constellation in Portugal: Geosat, the system operator; CEiiA; and the Portuguese Air Force.

About the LUS-222 Program

The first complete aeronautical program in Portugal, whose objective is to develop, industrialize, operate and commercialize a light regional aircraft. The program, supported by the Air Force and the country's government, is financed by private funds and public resources from the European NextGeneration, intended to boost Portuguese industrial capacity.
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EEA Aircraft & Maintenance, S.A. (EEA) is responsible for the entire program and is leading the manufacturing, assembly, certification and commercial negotiation processes of the LUS-222 aircraft, in addition to all maintenance and in-service support activities. The Engineering and Product Development Center (CEiiA), active in the aeronautics sector since 2009, is responsible for the complete development of the aircraft, through the CTI Aeroespacial.

The scope of work ranges from concept to certification, including all engineering activities related to aircraft structures, aerodynamics, performance and testing. The Portuguese government, represented by the Ministries of Economy and Defence, the Portuguese Air Force (FAP) and the municipalities of Évora and Ponte de Sor are partners in the LUS-222 Programme.

Born from a partnership between the Portuguese Air Force, CEiiA and Geosat, the CTI Aeroespacial is a technology and innovation centre dedicated to the creation and development of knowledge, technologies and applications for the aerospace industry, in order to respond to global challenges and help build a safer and more sustainable society.

In the coming years, the activities of the CTI Aeroespacial will focus on the development of the LUS-222 light regional aircraft and the SAR (Synthetic Aperture Radar) capability, as well as the articulation of knowledge with universities and industry to form value chains in the defence and security area.

 

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