Aerospace industry in Latin America

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The aerospace industry continues to face uncertainty as tariffs are imposed and withdrawn, compounding existing challenges like supply chain disruptions and parts shortages. The unpredictable tariff landscape has heightened concerns over delivery delays and slowed production.
Negotiations between airlines and manufacturers are underway to determine who will bear the cost of tariffs. Delta Air Lines has announced its preference to delay aircraft deliveries rather than absorb the additional costs. CEO Ed Bastian emphasized that the airline will not pay tariffs on incoming aircraft.
Manufacturers are also seeking clarity as rising costs and market hesitation slow production. In February, Airbus CEO Guillaume Faury indicated that if tariffs take effect, the company may shift its focus to non-US clients. Delays have also affected shipments of RTX engines as the company works to comply with the United States-Mexico-Canada Agreement (USMCA).
The aerospace sector has largely avoided direct tariff impacts, thanks to compliance with agreements like the USMCA. President Donald Trump clarified that products meeting USMCA standards would not be subject to tariffs, a stance confirmed by both Airbus and Boeing.
However, broader supply chain pressures persist, exacerbated by a 25% tariff on aluminum and steel. In March, Boeing's CFO Brian West expressed concern about these tariffs limiting access to critical components. Howmet Aerospace, a key supplier to both Airbus and Boeing, declared a force majeure event in response to potential trade restrictions, warning it may halt deliveries.
Aircraft orders, typically placed years in advance, now face delays that could increase costs for manufacturers and ultimately lead to higher airfares. Historically, aerospace products have benefited from duty-free trade under agreements involving the United States and Canada since 1979, although Mexico has been excluded.


View: https://www.youtube.com/watch?v=kMC--S-KfiA

https://mexicobusiness.news/aerospa...chain-and-parts-shortage-issues?tag=aerospace

Guillaume Faury, CEO of Airbus, warned about the impact that a trade escalation with the United States would have on the aeronautics industry and called for avoiding retaliatory tariffs. “It is an industry that today operates without tariffs,” he emphasized during the Airbus Summit 2025, while urging other countries not to follow the protectionist path of Donald Trump's administration.

“It's important for the rest of the world not to discuss tariffs, to remain calm and not to increase the possibility of tariffs beyond the United States,” the CEO of the largest global commercial aircraft manufacturer noted.

Unlike other sectors, commercial aviation depends on a highly globalized supply chain. Aircraft, like automobiles, are assembled from components produced in a variety of countries, from engines to electronics to airframes. A tariff in the industry will not only drive up production costs, but will also affect the competitiveness of companies, forcing them to seek alternatives that are not always viable in terms of cost or quality.

The commercial aviation market remains highly concentrated. According to the consulting firm Mordor Intelligence, five companies control 90.62% of the industry, with Airbus in first position, followed by ART, Embraer, Boeing and United Aircraft Corporation.

The importance of the United States in the sector is not minor. According to an analysis by Mordor Intelligence, this country retains the most dynamic market globally, “due to increasing levels of air transport and the growing number of commercial aircraft orders from major airlines, which is also boosting prospects at the regional level”.

Airbus has 20 manufacturing sites around the world, where different parts of the aircraft are produced and assembled, which are then sent to final assembly lines where the entire aircraft is manufactured. These plants depend on thousands of suppliers around the world, which produce around 80% of the aircraft before they reach the final facilities.

Airbus' call comes against a backdrop of growing trade tensions, where economies such as those in Europe, Canada and even China have responded to protectionist measures by the United States with tariffs on key products. This adds pressure to the company's supply chain, which is facing increased demand for aircraft.

https://mexico-now.com/airbus-ceo-urges-not-to-engage-in-trade-wars-with-the-united-states/

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


The aerospace industry in Mexico will grow 14.7% by 2030, according to Camexa

According to data provided by Camexa, this year the size of this sector is estimated at $2.65 billion.

View: https://www.youtube.com/watch?v=oJNH-H6qmRA

Today I have the honor of interviewing Alejandro Cardona Seemann, President of Safran Mexico, who shares his extensive experience in the aerospace industry.

Together, we discussed Safran's industrial footprint in Mexico, the crucial role of talent development and education in the sector, and the major trends shaping the future of the industry, such as decarbonization and electromobility. Alejandro also offers valuable advice for young people looking to launch a career in the aerospace industry.

 

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“Mexico” strikes up the thoughts of beautiful beaches, big cities, enchiladas and…the Luscurain Aura, obviously.
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Engineer Ángel Lascurain developed the Aura as a transport capable of reaching rural regions of Mexico, operating out of rugged, dirt runways. Reportedly the inspiration for the design (and name) came from the turkey vulture, prevalent in regions of Mexico. (I included a comparison photo so you can see the striking similarities) Kidding aside, the design does in fact have very long wings, with huge chord. Not often you see designs with so much wing area (for the fuselage size), and is considered a variant of a “blended wing” design, not unlike the Burnelli series of aircraft. The thick wing concept was initially tested in a scale version named the “Celia”, powered with what look like small flat-4 engines. ⁣
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Power was supplied by two 245HP Jacobs, same you’d find in the the much smaller Cessna Bobcat. Seating capacity was for 12 passengers, with a lavatory, or 14 without the lav. Baggage was stored in the thick wing area between the fuselage and engine. (Starting to think those little Jacobs were bit inadequate, no?) ⁣
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News traveled fast about the innovative Aura and designers from around the world marveled on how well built it was, considering the scant resources with which it was built, and funded mostly on donations.
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Sadly, in 1957, after only having flown a total 16hrs the Aura crashed following dual power failure and an attempt to return to the airport. The aircraft landing short of the runway, flipped over and broke apart, taking away the lives of the test pilot and Ángel Lascurain himself. One day before it was to be certified. And thus ending the very brief life of the largest aircraft produced in Mexico. ⁣
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Lascurain Sport, a semi-blended wing twin from Mexico 1939.​

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Photo Source: elbiplano.com/Lascurain.html⁣
Video Source: Youtube aguilanegra4⁣
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The Anahuac Tauro is a Mexican agricultural aircraft built in small numbers in the late 1960s and 1970s. The first prototype flew on 3 December 1968, with Mexican Type certification (the first type approved by Mexico's DGAC) following on 8 August 1969.[1] It was a low-wing braced monoplane of conventional configuration with fixed tailwheel undercarriage. The wing was of constant chord and had spray bars installed along its trailing edge.

Variants
Tauro 300 - prototype and seven production examples with 300 hp R-755-A2M1 engine
Tauro 350 - four examples with 350 hp R-755-SM engine
Specifications (Tauro 350)
Data from Jane's All The World's Aircraft 1980-81 [1]

General characteristics

Crew: One
Capacity: 870 L (230 US Gallons) of liquid or 800 kg (1,764 lb) of dry chemicals
Length: 8.21 m (26 ft 11¼ in)
Wingspan: 11.44 m (37 ft 6½ in)
Height: 2.34 m (7 ft 8 in)
Wing area: 20.24 m² (217.9 ft²)
Airfoil: US 35B
Empty weight: 958 kg (2,112 lb)
Max. takeoff weight: 2,064 kg (4,552 lb)
Powerplant: 1 × Jacobs R-755-SM seven-cylinder radial engine, 261 kW (350 hp)
Performance

Never exceed speed: 225 km/h (121 knots, 140 mph)
Maximum speed: 193 km/h (104 knots, 120 mph)
Cruise speed: 137 km/h (74 knots, 85 mph) (econ cruise)
Stall speed: 68 km/h (36.5 knots, 42 mph)
Range: 375 km (202 nm, 233 mi)
Service ceiling: 5,790 m (19,000 ft)
Rate of climb: 4.3 m/s (850 ft/min)




https://www.revolvy.com/page/Anahuac-Tauro

https://docplayer.es/80373078-Secre...es-economicas-administrativas-y-sociales.html

The Tonatiuh project was designated as CIAAC-7701, the first prototype started its construction in February 1978 in the Naval Hangar of the Mexico City international airport Benito Juarez.


IPN Tonatiuh
TONATIUH MX-1 plane - Mexico
The Tonatiuh MX-1 was designed by the Marina of Mexico (SEMAR) and by the Polytechnic Institute of National (IPN) the Higher School of Mechanical and Electrical Engineering (ESIME). The design work started in 1978, ending the construction of the first prototype in 1980, with an investment of nearly two million pesos. The first flight of the prototype was made on May 18, 1980, the first flight The first official flight on June 1 of the same year.
it was a single-engine airplane, with high wing and the tubular structure, which develops a speed of up to 195 km / h, can be used as a primary trainer for pilots, such as the aircraft and the environment. The Tanatiuh was a robust and simple aircraft, and it costed 35% less than its foreign equivalent.

For its wing profile they used another Mexican aircraft, designed and manufactured by national technicians Monterrey. However, the section of the wing was specifically designed for it, and although Bárcenas ribs, beams and tensioners B-01 were used, the cost modulation in this case was different.


8 aircraft in total, of which 6 were acquired in 1982 by the Navy of Mexico. These devices were used in training, surveillance and liaison work until the mid-1990s.

From the last century, a four-seater version has been published, with a 235-hp engine. and a gross weight of 1,250 kg.


Technical data
Seats: 2
Length: 7 m
Spread: 10 m.
Cabin length: 1.69 m.
Cabin width: 2.10 m
Height of the floor to the wing: 2,13 m.
Empty weight: 350 kg.
Maximum takeoff weight: 450 kg.
Payload: 50 kg.
Distance for landing: 150 m.
Maximum speed: 195 km / h
Autonomy: 3.5 hours.
Engine: Lycoming of 150 hp.

http://blogdepasm.blogspot.com/2009/07/avion-tonatiuh-mx-1-mexico.html

 

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FAMEX 2025 Organizers Say They Are Ready

Ulises Gutiérrez / Tuesday, April 15, 2025 - 1:45 PM
THIS EDITION, BETWEEN APRIL 23-26, WILL FOCUS ON SUSTAINABILITY, AI, SPACE, SUPPLY CHAINS, AND UNMANNED SYSTEMS
FAMEX Sustainability
The Mexican Aerospace Fair 2025 (FAMEX) is already counting down the days until its start and has confirmed 337 exhibiting companies, more than 150 organizations, 48 countries, 38 embassies, 5 air force commanders, and more than 10 representatives from other armed forces, which demonstrates its consolidation.

“FAMEX has established itself as the most important aerospace fair in Latin America, also driving Mexico's economic development by generating jobs,” stated General Disraeli Gómez Herrera, the event's general director.

“Today, FAMEX is consolidated as a unique platform for large and small, national and international companies, academic institutions, and government offices to collaborate hand in hand, generating business and investment opportunities,” he said.



The fair's director emphasized that in the 10 years it has been held, the event has helped develop the country's industry. One example he gave was exports in the manufacturing sector, which grew from $4 billion to $11 billion last year, according to official figures.

“Ten years ago, the industry's presence was in 14 states; now it's 21. In terms of job creation, there are 66,000 direct employees and annual growth of nearly 14 percent. The fair hasn't achieved this alone; it has joined the effort,” she shared.

This edition, to be held in Santa Lucía, will focus on five topics: sustainability in aviation, artificial intelligence and automation, international cooperation and supply chain development, space, and unmanned systems.

Between April 23 and 25, there will be foreign investment seminars, technical conferences, academic events, and symposia; in addition to a ceremony honoring the 110th anniversary of the Mexican Air Force and another to commemorate the 80th anniversary of the end of World War II, a conflict in which Mexico participated with Squadron 201.

In addition, the fourth Congress of Women Leaders will be held on April 24, as well as the Aerospace Summit, featuring various presentations and conferences.

Various air displays will also be on display, including a parachute jump by the Mexican Air Force's Eagle Warriors and the United States Air Force's Blackwings. 69 aircraft will also be parked.

The closing ceremony will take place on Saturday, the 26th, at 10:00 a.m.

Gómez Herrera emphasized that FAMEX 2025 will feature the latest trends in the space, security, and defense industries, as well as networking with industry leaders. Among its objectives is to inspire new generations of engineers and scientists.

On this occasion, Brazil will be the international guest of honor, presenting its C-390 Millennium multi-mission aircraft. Querétaro, which stands out as the driving force and home of the Mexican aerospace industry, will be the national guest of honor.

"This is how the Santa Lucía air base will become the epicenter of innovation, technology, and development of the aerospace industry in Mexico and the world," added the FAMEX director.

"FAMEX will continue to contribute to creating synergies in the aerospace industry to continue developing sustainably for people and businesses in general," he concluded.

https://a21.com.mx/index.php/aerona...n-organizadores-de-la-famex-2025-estar-listos

AEROMARMI, S.A. DE C.V. MADE IN MEXICO

The Mexican company Aeromarmi, S.L.P., is located in the state of San Luis Potosí. Founded in 2005 by all Mexican partners, it designs and manufactures 100% Mexican aircraft using composite materials. This technique, which can be simplified by replacing metals with resins and carbon and glass fibers, achieving strength similar to that of metals but with the lightness of plastic. This weight reduction provides enormous advantages in aviation by also reducing fuel consumption and, with smaller engines, optimizing fuel consumption and flight range, resulting in advantages for these aircraft.

With a monocoque and wings made of composite materials, the aircraft's surface is smooth, free of joints, screws, rivets, or sheets that could loosen over time or create maintenance problems. On the contrary, the entire fuselage of aircraft made with this technique offers a perfect aerodynamic surface and looks like new with only periodic cleaning.

Aeromarmi maintains a collaboration agreement with the National Polytechnic Institute, specifically with the ESIME Ticoman Aeronautics School. This agreement provides not only consulting services but also the use of the academic institution's own laboratories to conduct the necessary tests for strength, aging, and improvements, not only regarding the composite fuselage, but also regarding the aircraft's general aerodynamics. Similarly, the aeronautics school is working on the calculation and design of four- and six-seat single-engine aircraft that the company intends to produce in the near future.

Currently, the company's aircraft are single-engine, high-wing, with two seats and dual controls, making them ideal for flight schools or for personal transportation for those who enjoy flying, and for surveillance aircraft on beaches, coasts, jungles, forests, etc.

AEROMARMI, S.A. DE C.V. ¡HECHO EN MÉXICO!

Revista InterXtra Aviacion | IXA WebPage

www.ixaviacion.com

The aircraft we have completed have been equipped with four- or six-cylinder Jabiru engines, with power outputs of 80 and 120 HP, depending on the needs of the clients. The avionics installed in the aircraft are basic, and the electronic display in use is complemented by a conventional altimeter, speedometer, and tachometer for dual reading of the main aircraft. On the Fligh DEK – D180 screen, the Dynon Avionics, the oil temperature and pressure, the fuel level, the temperature of each of the cylinders, as well as the speed, elevation and heading of the aircraft in flight are controlled, which allows the pilot at all times, to have the necessary information, to make the appropriate decisions.


In my June 2020 blog, "First CFRP Airframe in Mexico," I discussed how RHEM Composites (Querétaro, Mexico) and the Aeronautical University of Querétaro (UNAQ) helped design and build the carbon fiber-reinforced polymer (CFRP) fuselage for the third prototype of Oaxaca Aerospace's (Tlalixtac de Cabrera, Oaxaca, Mexico) Pegasus P-400T two-seat trainer aircraft.

In response to that blog, CW reader Erik wrote to correct me. "I'd like to clarify a point about CFRP airframe construction in Mexico," he explains. "There was another first CFRP fuselage construction done for the Stela-M1 two-seat trainer, back in 2007, by the Aeromarmi company in San Luis Potosí, about 200 kilometers north of Querétaro."

Vargas notes that Aeromarmi worked closely with several universities, including the National Polytechnic Institute in Mexico City. He included the following links, which provide a trail of scientific articles:
"The purpose of my email is not to detract from RHEM Composites," says Vargas. “In fact, their greatest achievement is that they started from scratch in the development of the Pegasus P-400T CFRP fuselage. Aeromarmi, on the other hand, already had fuselage molds for the Stela-M1 because it was first developed in Spain. However, production of three to four aircraft will be fully completed in San Luis Potosí over the next few years.”

I'm glad to learn about this story about the development of composite aircraft in Mexico, and I'm also glad that CW readers take our articles seriously enough to correct us. Thanks to Erik Vargas-Rojas, and we all hope that future composites, in the aerospace and other industries, will be developed in Mexico. Stay tuned as we work to have at least one more story like this for you in 2021.

https://es.mfgrobots.com/material/fiber/1003018650.html

 

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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

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

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.


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)

https://academia-lab.com/enciclopedia/gavilan-g358/

 

[E-195]

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
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​

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​

 

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For Mexico's aeronautical industry compared to the rest of the world there are opportunities, since it complies with the USMCA rules, and therefore the tariffs imposed by the United States do not apply, while they do affect Europe and Asia, said Eduardo Garza T. Junco, general director of Frisa and former president of Caintra Nuevo Leon.

“For example, in the aeronautical industry there are no tariffs for Mexico, but there are for Europe and Asia”, said the executive in the framework of the Tec Business Summit 2025, held by the EGADE Business School.

Frisa is a Monterrey-based company that manufactures forged parts and rolled rings, mainly for the aeronautical industry. Garza indicated that they export all over the world, however 60% of their production goes to the United States.

"The steel industry is being impacted (by the 25% tariffs). In the end, as a company we are seeing how to navigate and take advantage of the opportunities that this tariff war brings, and where it is having an impact, we are seeing how to compensate for it," the executive emphasized.

He acknowledged that there is an impact on steel, and that is why he expects Mexico to reach an agreement with the United States.

"The steel that we manufacture we convert into components in which (the tariffs) do not apply. In our case, as in the case of many exporters, we are not automotive companies," he clarified.

Therefore, they see opportunities to be more competitive and very focused on a market that needs these exports.

For Frisa's CEO, it has been an advantage to be classified in the aeronautical sector, because as a company that sells its production to the aerospace company Boeing in the United States and Europe, if the value chains end up with a particular market, the European ones will end up penetrating (that market).

He stressed that the aviation industry has a limited capacity, and one of the important things is to continue recognizing that the U.S. market is an opportunity for Mexico and at the same time it must have the ability to diversify.

“As businessmen we have to be very flexible, being optimistic that we will be able to negotiate in a way that Mexico will be in a good position, and that there will be more opportunities,” concluded Garza T. Junco.

There are opportunities for the aeronautics industry in Mexico - MEXICONOW

For Mexico's aeronautical industry compared to the rest of the world there are opportunities, since it complies with the USMCA rules

mexico-now.com

THE TOLOLOCHE ARRIVES IN JUAREZ
Emilio Carranza, born on December 9, 1905, in Ramos Arizpe, Coahuila, was the fourth of six children of Sebastián Carranza and María Rodríguez. His grandfather, Sebastián Carranza de la Garza, was the brother of Venustiano, the first commander of the Constitutionalist Army and president of Mexico.

Emilio Carranza with the "tololoche"
Furthermore, two of his uncles were the pilots trained during the government of Francisco I. Madero, Alberto Salinas Carranza and Gustavo Salinas Camiña, who influenced Emilio's interest in that career at the age of twelve.

However, during the revolution, Emilio's family went into exile in the United States, settling in San Antonio, Texas.

In 1917, he attended the National Aeronautical Construction Workshops and the newly created Military Aviation School in Balbuena, where his uncle Alberto Salinas was already the director.

In 1922, he collaborated with engineer Ángel Lascuráin y Ocio to build the Mexican Quetzalcóatl airplanes, which achieved success during the 1920s and were popularly known as "Tololoches" because they were made of wood.

And it was precisely aboard one of these airplanes that he would take off on his flight to Ciudad Juárez.

According to official information released by the Ministry of Communications and Transportation (SCT), on January 14, 1926, Emilio Carranza was promoted to lieutenant in the Mexican Air Force.

A few months later, he traveled to the United States to purchase an airplane that he planned to use for long-distance flights.

In Chicago, Illinois, he purchased a Lincoln Standard airplane with a 180-horsepower Heso engine, which he used to return to Mexico, following the route from Chicago to Moline, St. Joseph, Kansas City, Wichita, Oklahoma City, Fort Worth, San Antonio, Laredo, Monterrey, San Luis Potosí, and Mexico City.

In Oklahoma City, he had to make an emergency landing due to a lack of fuel. To avoid hitting a woman who was crossing his path, he drove the plane into some trees, injuring himself and his brother, who were with him.

However, after repairing the plane, he managed to reach Mexico City, where he was assigned to participate in the Yaqui Campaign in the state of Sonora. He served as an airmail carrier and was promoted to the rank of captain.

After completing that campaign, he repaired a wooden "Quetzalcoatl II" airplane, built at the Talleres Nacionales (National Workshops), which the Air Force had discarded, and installed a 185-horsepower BMW engine.

After testing it and convincing himself that it was a machine that would withstand long journeys, he christened it "Coahuila" and announced that it was ready to fly nonstop from Mexico City to Ciudad Juárez.

The "Tololoche"
At 5:50 a.m. on Friday, September 2, 1927, it took off from the Balbuena fields, to the disbelief of many who considered the trip risky due to the distance.

At 8:25 a.m., the telegraph reported that Carranza was flying over San Luis Potosí; at 10:00 a.m., it reported flying over Torreón; at 12:20 p.m., over Escalón and at 1:00 p.m., over Díaz; at 12:23 p.m., over La Cruz.

At 2:44 p.m., it was crossing the skies of Chihuahua; at 3:10 p.m., over Gallegos; over Moctezuma at 3:17 p.m.; over Villa Ahumada at 3:55 p.m.; and at 4:06 p.m., over Lucero.

Success came at 4:48 p.m., when Carranza and the ship "Coahuila," also known as the "Tololoche," landed in Ciudad Juárez after flying for 10 hours and 48 minutes.

The chosen location was the Hipódromo fields, which were already in disuse and were about to be dismantled to build the Ex Hipódromo neighborhood.

Emilio Carranza's reception was triumphant; the people of Juárez welcomed him as a hero, celebrated, and the newspapers reported on his feat: he was the first to make a nonstop flight from Mexico

Emilio Carranza, el águila que voló por primera vez de México a Ciudad Juárez – La Verdad Juárez

Era la tarde del 2 de septiembre de 1927 y en el cielo de esta ciudad fronteriza aparecía volando el avión “Quetzalcóatl II” bautizado con el nombre de “Coahuila” pero apodado el “Tololoche”, conducido por Carranza. Fue el vuelo más largo realizado hasta entonces por un piloto mexicano Juan de...

laverdadjuarez.com

A Mexican-designed aircraft, built in 1923 using a special plywood technique, which is why it was unofficially known as the "Tololoche," it was initially intended as a fighter plane, but due to its large size, it was discarded for that purpose.

It was used to test the performance and capabilities of Mexican aircraft of the time, as Captain P.A. Emilio Carranza Rodríguez did in September 1927, when, in this same aircraft, modified with a German B.M.W. engine and renamed "Coahuila," he made the nonstop flight from Mexico City to Ciudad Juárez, Mexico.

TOLOLOCHE

Avión de diseño nacional, construido en 1923 a base de una técnica especial de madera contrachapada, motivo por el cual se le denomino ...

francisco-lavin.blogspot.com

Pretty Mexican primary trainer designed by my namesake Antonio Sea. Powered by a 125hp Lycoming engine, this conventional all-wood monoplane was built almost entirely with indigenous materials. Of note also was the Teziutlán’s generous wing surface; it was conceived to operate easily from the country high-altitude airfields. First flown in 1942, just five of them were produced by the Talleres Nacionales de Construcciones Aeronáuticas (TCNA) due to political changes and the start of the huge US aviation aid.

TNCA Teziutlán: Steamrolled by the Gringos.

Pretty Mexican primary trainer designed by my namesake Antonio Sea. Powered by a 125hp Lycoming engine, this conventional all-wood monoplane was built almost entirely with indigenous materials. Of …

elpoderdelasgalaxias.wordpress.com

 

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Stella Tecnologia, a Brazilian company that is a leader in Unmanned Aerial Vehicles (UAVs), and the Thales Group, one of the largest Defense conglomerates in the world, have signed a memorandum of understanding (MoU) to jointly develop advanced surveillance and defense systems on board UAVs (Unmanned Aerial Vehicles) in Brazil.

The agreement was formalized last week during LAAD Defense & Security, the largest Defense and Security fair in Latin America, held in Rio de Janeiro (RJ), through Omnisys Engenharia, a subsidiary of Thales in Brazil.

The partnership represents a strategic step to strengthen the national Defense industry, promoting technological sovereignty, the creation of specialized jobs and Brazil's insertion in global value chains. The agreement also paves the way for NATO member countries to have access to cutting-edge solutions developed in Brazil – in a scenario of current geopolitical uncertainty.

Cutting-edge technology

Qualified as a Strategic Defense Company (EED), Stella Tecnologia is a pioneer in the development of MALE (Medium-Altitude Long-Endurance) class UAVs in Brazil. Its portfolio includes the Atobá, the largest UAV of this class ever developed in the country, with a length of 8 meters, a wingspan of 11 meters and a maximum take-off weight of 500 kg (MTOW).

“The partnership with the Thales Group expands our innovation frontiers and reinforces international confidence in our technological capabilities. The synergy between our skills will represent an important gain for the development of critical solutions that meet the demands of Brazil and the international market”, says Gilberto Buffara, CEO of Stella.

The partnership between the companies foresees that all development and maintenance of the solutions will take place in Brazil, strengthening the defense industrial base and consolidating the country as a relevant player in the global scenario of unmanned aerial technologies.

Global reference

With over 40 years of experience in intelligence, surveillance and reconnaissance, Thales is a global reference in unmanned aerial systems. Its portfolio includes Watchkeeper, the largest UAV program in Europe, in addition to over 100,000 hours of operational flight on several fronts.

“By combining our expertise in advanced systems with Stella’s development capacity, we are creating strategic solutions to strengthen defense and security in Brazil. This is an important step towards expanding the presence of national technologies in the sector, boosting the local industry and promoting greater autonomy for our customers,” says Luciano Macafferi, Vice President of Thales Latin America and General Director for Brazil.

UAVs have played an increasing role in Defense planning, providing real-time situational awareness for more effective strategic decisions.

According to a survey by Business Research Insights, from February 2025, the global UAV market is expanding strongly, with an expected annual growth of between 15% and 20%. The advancement is driven by technological innovations, increased regulatory acceptance, and increased commercial and defense applications.

Collaboration between drone manufacturers and companies that sell embedded systems is essential to maximize the performance, safety, and effectiveness of UAVs in a variety of applications.

https://www.defesanet.com.br/defesa...ver-sistemas-de-vigilancia-e-defesa-com-uavs/

Avibras A-80 Falcao (65 hp Continental C65-8F engine) Brazilian trainer aircraft

http://aviadejavu.ru/Site/Crafts/Craft35178.htm

In 1957, Argentine aircraft designer Alfredo Turbay began work on a light twin-engine utility transport with STOL capabilities, leading to the development of the Turbay T-3A in 1961 through the company Turbay S.A. in Buenos Aires.[1][2] The T-3A was a low-wing monoplane constructed entirely of metal. It was powered by two 130 kW (180 hp) Lycoming O-360-A1D horizontally opposed four-cylinder air-cooled engines driving two-blade propellers and was fitted with retractable tricycle landing gear.[2]

Alfredo Turbay tested the T-3A on its first flight on December 8, 1964. Following the tests, improvements were planned for the production version, the Turbay T-3B, which was to be powered by either Lycoming or Continental engines of 190–260 kW (250–350 hp), providing improved performance. These plans did not materialize, as the T-3B prototype was never completed.





Argentine Turbay T-3A seven-seat light transport (two 180 hp Lycoming O-360-A1D engines)

http://aviadejavu.ru/Site/Crafts/Craft33680.htm

Country : Brazil

Year : 2001

Regional airliner

Variants
Embraer - ERJ-170 / ERJ-190 / ERJ-195 - 2001 - Brazil
Embraer - E-Jet E2 family - 2016 - Brazil
EMBRAER E-Jets and Lineage 1000

The EMBRAER E-Jet designation was applied to a fairly large family of narrow-body, twin-engine medium-range aircraft. This family was first presented at the Paris Air Show in 1999, the first machine went into production in Brazil in 2002. The aircraft were an absolute success - by mid-2010, 861 firm orders were received for aircraft of this family, as well as 679 options. As of March 31, 2010, 625 aircraft had been delivered. The E-Jet family comprises two main lines of aircraft, each with a 2+2 seating configuration. There is a line of smaller variants, with the base models E170 with 80 seats and E175 with 88 seats, and a line of larger models E190 and E195 with 110 and 122 seats respectively. The latter have a stretched fuselage, different engines, a larger wing and reinforced landing gear. The E170 and E175 had almost 95 percent compatibility, the E190 and E195 had similar similarity, and the aircraft of both main lines had 89 percent compatibility - the aircraft had the same fuselage cross-section and similar avionics suites based on Honeywell Primus Epic electronic equipment. The first E170 took to the skies on 19 February 2002, with the first delivery in March 2004 to LOT Polish Airlines. The launch customers for the new family of aircraft were French Regional Airlines (a firm order for 10 E170s and five more by option) and Crossair (an order for 30 E170s and 30 E190s). The largest single order for the E-Jet was placed by JetBlue, with 100 E190s being purchased by firm order and 100 more by option. The E190 is essentially an E170 with a 2.72 metre longer wingspan, a longer fuselage and new General Electric CF34-10E engines producing 82.29 kN of thrust each. The first E190s and E195s took to the skies in March and December 2004, respectively. European low-cost carrier Flybe became the first customer for the E195, placing a firm order for 14 aircraft and an option for 12 more.
Brazilian company EMBRAER has also created a business variant of the E190, designated Lineage 1000.

PERFORMANCE CHARACTERISTICS

EMBRAER E175

Type: regional airliner
Powerplant: two General Electric CF34-8E turbofan engines with a thrust of 61.39 kN
Performance: maximum cruising speed at an altitude of 890 km/h; initial rate of climb 1066 m/min; service ceiling 12,495 m; range 3889 km
Weight: empty 21810 kg; max takeoff 38,790 kg
Dimensions: wingspan 26.00 m; length 31.68 m; height 9.67 m
Payload: crew of two and up to 88 passengers


The size of the E190-E2 PW1900G turbofans, with their 73in (1.854m) fan diameter, compared to the 56in (1.422m) diameter on the GE CF34-10s on the current E-Jets, is apparent from this photo of the aircraft taxying at Sao Jose dos Campos before its flight.
The 73-inch (1,854 mm) fan diameter on the E190-E2’s Pratt & Whitney PurePower PW1900G engines compared to the General Electric CF34s on the first-generation E-Jets is apparent here

http://aviadejavu.ru/Site/Crafts/Craft34822.htm

http://aviadejavu.ru/Site/Crafts/Craft20631.htm#gallery-23

​

 

[E-195]

The president of the Argentine Aircraft Factory (FadeA), Mirta Iriondo, stated today that the IA 100B 'Malvina' training aircraft project "once again gives Argentina the opportunity to mass-produce a domestically designed aircraft, which also has the potential to be very attractive due to its capabilities and low cost in a highly sought-after segment of the aeronautical market."

Regarding the presentation of this project, which took place this afternoon at the 2022 edition of the International Air and Space Fair (Fidae), organized by Chile, Iriondo told the Télam news agency that "after two years of the pandemic, it was very important to have an opportunity like this to meet with other stakeholders in the region and show them what we are working on."

"Today, FadeA's flagship product is the IA 63 'Pampa III,' which, in its original design in the late 1970s, had significant participation from the German company Dornier. However, the 'Malvina' puts us back in the position of offering a domestically designed and manufactured product, as was the case with the IA 58 'Pucará,'" she added.

The official emphasized that "the entire development process for the IA 100 program was carried out at FadeA, and 70 percent of the components are manufactured domestically. The only things imported are the engine, propellers, and a few other systems. Our engineers have always been able to solve complex problems with aircraft parts, but this project has restored the focus to the entire engineering department due to the challenge involved in designing a complete aircraft."

https://hoydia.com.ar/sociedad/la-fadea-presento-su-nuevo-avion-de-entrenamiento-ia-100-malvina/

Technical Specifications of the IA-100B “Malvina”

Type: Two-seat, single-engine, aerobatic-capable training aircraft with retractable tricycle landing gear.

Cruise speed: 155 knots

Climb rate: 1,415 ft/min

Empty weight: 964 kg

Takeoff weight: 1,350 kg

Service ceiling: 18,000 ft

Takeoff run: 430 m

Landing run: 460 m

Range: 1,090 km

Endurance: 4.5 hours

Wingspan: 9.90 m

Height: 2.70 m

Length: 8.4 m

Wing area: 14 m2

https://deyseg.com/industry/99

View: https://www.youtube.com/watch?v=3QmK0h7oI0Y
Country : Argentina

Year : 1965

Helicopter

One of a kind
One/three-seat experimental light helicopter

Cicare II one/three-seat experimental helicopter (180 hp Lycoming O-360-A1A engine)


Cicare CH-II one/three-seat experimental helicopter (180 hp Lycoming O-360-A1A engine)

Cicare CH-2

aviadejavu.ru

 

[E-195]

FAMEX 2025: Mexico Exports $11 Billion in Aerospace Industry and Will Celebrate with an Air Show
April 15, 2025 | 3:53 PM CST
|
Santos Mondragón

-
Updated April 15, 2025 | 4:53 PM CST
Mexico is now ranked 12th in the world in aeronautical component exports and will celebrate at the Mexico Aerospace Fair (FAMEX)

Mexico is already among the major powers in the aerospace industry. It currently ranks 12th worldwide as an exporter of aeronautical components, with an annual value of $11 billion. This activity directly supports 66,000 jobs through approximately 400 national and international companies.

This growth has been so significant that, each year, the Ministry of National Defense (SEDENA), through the Mexican Air Force, organizes one of the most important events in the sector: the Mexico Aerospace Fair (FAMEX).

https://www.nmas.com.mx/foro/econom...xporta-11-billones-en-industria-aeroespacial/

There are opportunities for the aeronautical industry in Mexico by complying with the USMCA: Eduardo Garza
Eduardo Garza T. Junco, CEO of Frisa, believes that the aeronautical industry has limited capacity, and one of the important things is to continue recognizing that the U.S. market is an opportunity for Mexico, while also having the capacity to diversify.

Monterrey, Nuevo León. Compared to the rest of the world, there are opportunities for the Mexican aeronautical industry, as it complies with the USMCA rules, and therefore the tariffs imposed by the United States do not apply, while they do affect Europe and Asia, commented Eduardo Garza T. Junco, CEO of Frisa and former president of Caintra Nuevo León.

"The USMCA rules do not affect us (the issue of tariffs). On the contrary, right now, the way Mexico is doing compared to the rest of the world, there are opportunities. For example, in the aeronautical industry, there are no tariffs for Mexico, but there are for Europe and Asia," the executive commented at the Tec Business Summit 2025, held by EGADE Business School.

Frisa is a Monterrey-based company that manufactures forged parts and rolled rings, primarily for the aeronautical industry. Garza indicated that they export worldwide, however, 60% of their production goes to the United States.

On the other hand, one of their raw materials is steel. "In the steel sector, it is having an impact (25% tariffs). Ultimately, as a company, we are looking at how to navigate and take advantage of the opportunities this tariff war brings, and where it is affecting, we see how to offset it," the executive emphasized.

He acknowledged that there is an impact on steel, and therefore they hope Mexico will reach an agreement with the United States.

However, he clarified: "The steel we manufacture is converted into components to which (the tariffs) do not apply. In our case, like many exporters, we are not in the automotive industry." Therefore, they see opportunities to be more competitive and highly focused on a market that needs these exports.

The brakes on China
For Frisa's CEO, being classified in the aeronautical sector has been an advantage, because as a company that sells its production to the aerospace company Boeing in the United States and Europe, "if the value chains end with a particular market, the European ones will end up penetrating (that market)," he said, referring to China.

https://www.eleconomista.com.mx/est...plir-t-mec-eduardo-garza-20250415-755185.html

By the end of the decade, in 2030, the Mexican aeronautical industry is expected to grow 14 percent annually, with manufacturing exports exceeding $20 billion.

This was stated by Disraeli Gómez Herrera, General of the Air Force Pilot Group of the General Staff and Director of the Mexico Aerospace Fair Committee (Famex) 2025.

MSN

 

[E-195]

Oaxaca Aerospace's P-400T at FAMEX 2025






View: https://www.youtube.com/watch?v=3eTZoHsW3HQ

 

[E-195]

KC-390 threatens C-130J: Greece considers buying three


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


Greece shakes up the NATO scene and considers replacing its veteran C-130 Hercules with three Embraer KC-390 Millenniums. Is the legendary American C-130J freighter losing ground to Brazilian innovation?In this video, we analyze the reasons behind Greece's interest in the KC-390, its advantages over the C-130J, and how this decision could impact the balance of military transport in Europe.


Country : Argentina

Year : 1946

Two-man bomber/reconnaissance aircraft

FMA I.Ae.24 Calquin

Believed to have been inspired by the de Havilland DH.98 Mosquito, the FMA I.Ae.24 Calquin ("Royal Eagle") light multirole bomber of mostly wooden construction was the first twin-engine military aircraft designed in Argentina. The FMA I.Ae.24 Calquin is a cantilever mid-wing monoplane with an oval-section fuselage of semi-monocoque construction. The forward fuselage contains a glassed-in navigator's cockpit, with four cannons mounted below and on either side. The bomb bay is located in the middle of the lower fuselage. The wing is of wooden construction, as is the fuselage, covered with three-layer sandwich panels made of plywood/balsa/plywood. Almost the entire trailing edge of the wing is occupied by flaps and ailerons. The landing gear is tricycle, with a tail landing gear. The main single-wheel landing gear retracts into niches in the engine nacelles, and the tail landing gear retracts into a niche in the rear of the fuselage. The aircraft was planned to be equipped with two Rolls-Royce Merlin engines, but Argentina was unable to purchase these engines, so the I.Ae.24 was equipped with two R-1830-SCG Twin Wasp radial engines. The engines are covered with light alloy cowlings and are equipped with three-bladed Hamilton Standard metal propellers. The prototype made its first flight on June 5, 1946, by which time 100 aircraft had been ordered. The first production aircraft took to the air on July 4, 1947. All 100 aircraft ordered were delivered by 1950. The aircraft remained in service until 1961, despite a number of problems associated with their wooden construction.

PERFORMANCE CHARACTERISTICS

FMA I.Ae.24 Calquin

Type: bomber/reconnaissance aircraft with a crew of two
Powerplant: two Pratt & Whitney R-1800-SCG Twin Wasp radial engines, producing 1,050 hp (783 kW) each
Performance: maximum speed at optimum altitude 440 km/h; cruising speed at optimum altitude 380 km/h; initial rate of climb 750 m/min; service ceiling 10,000 m; range 1,200 km
Weight: empty 5,340 kg; maximum takeoff weight 8165 kg
Dimensions: wingspan 16.30 m; length 12.00 m; height 3.40 m; wing area 38.00 m2
Armament: four fixed 20-mm Hispano-Suiza HS-804 cannons or 12.7-mm Browning M3 machine guns, up to 800 kg of bombs in the bomb bay and 12 75-mm rockets on external underwing mounts

http://aviadejavu.ru/Site/Crafts/Craft31790.htm

 

[E-195]

Certification of CM4-B represents an important step towards strengthening the country's defense industrial base

Kryptus, a Brazilian multinational specialized in cryptography and cybersecurity, has achieved another milestone in its history of innovation: the CM4-B cryptocomputer, developed in partnership with the Institute of Aeronautics and Space (IAE), was designated a Strategic Defense Product (PED) by the Ministry of Defense.

A key component for the implementation of the Brazilian Air Force's (FAB) Identification Friend or Foe Mode 4 System (IFFM4BR), the CM4-B will also be integrated with Embraer's new SABER M200 radar.

In its final stages of delivery, the IFFM4BR is crucial for the security and control of airspace, making Brazil independent of foreign technologies and ensuring full control over the authentication and confidentiality resources used.

With initial integration planned for the F-39 Gripen fighters of the SAAB project, the CM4-B stands out for its ability to operate in high-security modes, meeting national interoperability requirements, and its certification as a PED represents an important step towards strengthening the country's defense industrial base.

“This designation shows that we are ready to meet the full demand of phase 3 of the project, collaborating with radar and transponder manufacturers in a coordinated manner with the Armed Forces. This joint work is essential to ensure that the IFF systems are fully integrated with the country's defense platforms and systems,” says Lucas Martins, CTO of Kryptus.

The implemented National Mode 4 uses encryption and a system for managing and distributing indigenous keys that, together with advanced countermeasures in relation to the international version, make it immune to various Electronic Warfare attacks. “The development of a national solution guarantees Brazil full sovereignty over the technology used, eliminating the risk of backdoors or restrictions imposed by other countries,” adds Martins.

The CM4-B will soon be integrated with the SABER M200 radar, which is being developed by Embraer under a contract signed with the Ministry of Science, Technology and Innovation (MCTI) and the Brazilian Studies and Projects Financing Agency (FINEP).

This transportable tactical radar is designed for medium-altitude air defense, surveillance, airborne early warning and military traffic control.

“The SABER M200 radar project paves the way for new applications of the CM4-B on other platforms, such as land-based radars and vessels. This demonstrates the versatility of the cryptocomputer and its strategic relevance not only for Brazil, but also for potential international markets seeking greater technological independence,” concludes Martins.

https://www.defesanet.com.br/aviaca...corporado-ao-novo-radar-de-defesa-da-embraer/

 

[E-195]

Country : Argentina

Year : 1947

One of a kind
Single-seat fighter

FMA I.Ae.27 Pulqui

Designed by the famous French aircraft designer Emile Dewoitine, the I.Ae.27 Pulqui ("Arrow") was not only the first Argentine single-seat fighter, but also the first jet aircraft built in Argentina. The Pulqui is a cantilever low-wing monoplane of all-metal construction, with a conventional tail unit and retractable landing gear with a nose support. The pilot's cockpit is located in the very nose of the fuselage, the canopy is designed to be jettisoned in an emergency. The Rolls-Royce Derwent engine is installed in the tail section of the fuselage.
The aircraft made its first flight on August 9, 1947. During testing, the fighter showed unsatisfactory data, its characteristics were much lower than calculated. Further work on the program was stopped.

PERFORMANCE CHARACTERISTICS

FMA I.Ae.27 Pulqui

Type: single-seat fighter
Powerplant: one Rolls-Royce Derwent 5 turbojet engine with a thrust of 16 kN
Performance: max speed 720 km/h; service ceiling 15,500 m; range 900 km
Weight: empty 2358 kg; maximum takeoff 3600 kg
Dimensions: wingspan 11.25 m; length 9.69 m; height 3.39 m; wing area 19.70 mg
Armament (proposed): four 20-mm cannons in the nose of the fuselage, missiles and bombs on external suspension under the wing


By lifting the Pulqui into the air, Argentina became the fifth country in the world to build a jet fighter of its own design. The red-painted Argentine jet first-born is on display at the National Aeronautics Museum near Buenos Aires.

View: https://www.youtube.com/watch?v=_39i5UF3efk

Emile Dewoitine, famous for his pre-war projects, was unable to master the design of jet aircraft. The characteristics of the FMA I.Ae.27 Pulqui turned out to be lower than expected.


The l.Ae.27 Pulqui designed by Emile Dewoitine proved to possess a disappointing performance, and development was abandoned in favor of the more advanced I.Ae.33 Pulqui II.

FMA IAe.27 Pulqui

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