The Embraer EMB-210 Formigáo is an extensively redesigned and enlarged version of the EMB-200.
Built in prototype, power was a 400 hp Lycoming IO-720-A1A engine with a three-blade constant propeller.
EMBRAER EMB-210 Formigáo
Aircraft
EMBRAER EMB-200 / EMB-201 Ipanema / EMB-202 / EMB-203
Design of an agricultural aircraft, to a specification laid down by the Brazilian Ministry of Agriculture, was initiated in May 1969 by the Departmento de Aeronaves of the nation’s Centra Te’chnico de Aeronautica. Following the establishment of EMBRAER on 2 January 1970, responsibility was transferred to EMBRAER.
The first prototype, registration PP-ZIP, was flown for the first time on 31 July 1970, at Embraer’s headquarters in São José dos Campos, State of São Paulo.
Designated originally EMBRAER EMB-200 Ipanema (the name was chosen in honor of the Ipanema farm, located in Iperó, 128 km (80 miles) far from the city of São Paulo), the aircraft was a cantilever low-wing monoplane of all-metal construction with fixed tailwheel landing gear and power provided by a 260 hp / 194kW Avco Lycoming O-540-H2B5D engine, fixed-pitch propeller, hydraulic spraying system, and a 580 liter hopper.
Brazilian type certification was gained on 14 December 1971 and initial production versions were the EMB-200 and EMB-200A which differed by having fixed-pitch and variable-pitch propellers respectively. The Corsário de Aviação company from the State of Goiás, ordered ten aircraft, in March 1971, and was the Ipanema’s first customer. In February 1972, the first airplane, registration number PT-GBA, was delivered and entered service in the fight against pests that threatened cotton crops.
In 1974, after 73 EMB-200 series aircraft had been built, production of an improved EMB-201 began; this latter differed by having a 224kW IO-540 engine with a constant-speed propeller and detail improvements.
In November 1973, the 100th airplane was delivered to Serviços Agro Aéreos do Sul. In 1975, Uruguay’s Ministry of Agriculture and Fishing ordered ten Ipanemas, along with five EMB 110 Bandeirantes, marking Embraer’s first exports. A total of 200 EMB-201s was built.
In 1977, the updated EMB-201A first flown on 10 March, entered production. This introduced a new wing profile, improved systems and revisions in cockpit layout.
In 1980, Embraer acquired Indústria Aeronáutica Neiva, a company founded in 1954 and that produced small airplanes. With the merger of the two companies, the Ipanema’s production was transferred to Botucatu, São Paulo, in 1982. A total of 355 had been ordered by 1990, bringing total Ipanema sales to more than 630. In 1988, by which time 600 had been delivered, a further improved Ipanema was launched, but without a new designation, and options include a three-bladed Hartzell propeller, larger wheels, more powerful 300 HP engine, tail wheel with a larger diameter, new shock absorbers and wing profile, among others.
The EMB-201R is a single-seat glider-tug aircraft for the Brazilian Air Force. Three were built for the Air Force Academy gliding club. Brazilian Air Force designation U-19.
Certified in November 2015, the EMB-203 with a 320 hp Lycoming engine, has a wingspan of 13.3 m and its winglets redesigned, increasing control and improving the efficiency of spraying.
By August 2010, the Ipanema is the leader of Brazil’s agricultural aviation, with more than 1,100 planes delivered and 75% of the fleet in operation, nationwide.
On 15 March 2005, the 1000th Ipanema was delivered. Coincidentally, that was also the first model with the 320 HP ethanol-powered engine, which is the same fuel developed in Brazil used mainly by the nation’s automobiles. The project was developed in a partnership with the Department of Aerospace Science and Technology (Departamento de Ciência e Tecnologia Aeroespacial – CTA). From that point on, Embraer began to offer ethanol conversion kits for the airplanes powered by aviation gasoline (AvGas). Currently, around 25% of the Brazilian fleet uses ethanol.
EMB-200
Engine; 1 x Avco Lycoming IO-540-H2B5D, 260hp
Wingspan: 36 ft 9 in / 11.20 m
Length: 24 ft 4.5 in / 7.43 m
Max payload norm: 1212 lb / 550 kg
Max payload restricted: 3963 lb / 1800 kg
Cruise 67%: 114 kt / 131 mph / 211 kph
ROC SL: 705 fpm / 215 m/min
Max range: 507 nm / 584 mi / 941 km
Seats: 1
Hopper capacity: 149.5 ImpG / 680 lt
Cockpit length: 3 ft 11.25 in / 1.20 m
Cabin width: 2 ft 9.5 in / 0.85 m
Cabin height: 4 ft 4.5 in / 1.34 m
EMB-200A
Prop: CS VP
EMB-201
Engine; 1 x Avco Lycoming IO-540-K1D5, 300hp / 224kW
Prop: CS VP
EMB-201A
Engine; 1 x Avco Lycoming IO-540-K1J5D, 300hp / 224kW
Max take-off weight; 1800 kg / 3968 lb
Empty weight; 1011 kg / 2229 lb
Wingspan; 11.20 m / 36 ft 9 in
Length; 7.43 m / 24 ft 5 in
Height; 2.22 m / 7 ft 3 in
Wing area; 19.94 sq.m / 214.63 sq ft
Max. speed; 225 km/h / 140 mph
Cruise speed; 204 km/h / 127 mph
Ceiling; 3470 m / 11400 ft
Range; 877 km / 545 miles
EMB-202
Powerplant: 1 × Textron Lycoming IO-540-K1J5D, 224 kW (300 hp)
Wingspan: 11.69 m (38 ft 4 in)
Length: 7.43 m (24 ft 5 in) (tail up)
Height: 2.20 m (7 ft 3 in) (tail down)
Wing area: 19.94 m2 (214.6 sq ft)
Aspect ratio: 6.9:1
Empty weight: 1,020 kg (2,249 lb)
Max takeoff weight: 1,800 kg (3,968 lb) (restricted category)
Fuel capacity: 264 litres (70 US gal; 58 imp gal) usable fuel
Hopper capacity: 950 litres (250 US gal; 210 imp gal) liquid or 750 kilograms (1,650 lb) dry
Maximum speed: 230 km/h (140 mph, 120 kn)
Cruise speed: 213 km/h (132 mph, 115 kn) (75% power)
Stall speed: 92 km/h (57 mph, 50 kn) (power off)
Never exceed speed: 272 km/h (169 mph, 147 kn)
Range: 938 km (583 mi, 506 nmi)
Service ceiling: 3,470 m (11,380 ft)
Rate of climb: 4.7 m/s (930 ft/min)
Take-off run to 15 m (50 ft): 332 metres (1,089 ft)
Landing run from 15 m (50 ft): 412 metres (1,352 ft)
Crew: 1 pilot
EMB-203
Engine: 320 hp Lycoming
Wingspan: 13.3 m
EMBRAER EMB-121 Xingu
The pressurised EMBRAER EMB-121 Xingu featured a reduced-span version of the EMB-110P wing, a fuselage of circular cross-section similar to that of the Brasilia, and followed the same general configuration with twin turboprop engines and retractable tricycle landing gear, but differed by having a cantilever T-tail.
The first pressurized twin turboprop general purpose transport to be built in Brazil, it had accommodation for a crew of two and nine passengers.
The prototype Xingu (PP ZXI) flew for the first time on 10 October 1976, followed by the first production aircraft just over six months later.
The Xingu has PT6A 28 engines, six psi pressurisation, an anticipated cruise of 265 knots at 12,000 feet, a five to nine place cabin and max gross of 11,000 pounds.
The original version, designated EMB-121A Xingu I, was powered by two Pratt & Whitney Canada PT6A-28 turboprop engines. From this was developed the EMB-121A1 Xingu II with 559kW PT6A-135 turboprops, these being available also as retrofits for the Xingu I. Thirty-two earlier machines were later reworked to this standard.
A prototype of the EMB-121V Xingu III was flown. It was generally similar to its predecessors except that it had the fuselage lengthened by 0.89m, and was powered by two 634kW PT6A-42 engines. Seating the same number of passengers but in greater comfort, the Xingu III featured an optional ‘club’ layout for seven passengers, with folding tables and a galley.
A total of 111 were built, including six for use by the special transport group of the Brazilian air force under the designation VU-9 as a VIP transport. Other users include the French navy and air force with 41 aircraft as multi-engined trainers and liaison aircraft, and five others serve with the SABENA pilot training school.
Production of the Xingu 121 ended in 1986.
EMB-121A Xingu I
Engines: 2 x Pratt & Whitney Aircraft of Canada PT6A-28 turboprops, 507kW
Max take-off weight; 5670 kg / 12500 lb
Loaded weight; 3620 kg / 7981 lb
Wingspan; 14.45 m / 47 ft 5 in
Length; 12.25 m / 40 ft 2 in
Height; 4.74 m / 15 ft 7 in
Wing area; 27.5 sq.m / 296.01 sq ft
Max. speed; 450 km/h / 280 mph
Cruise speed; 365 km/h / 227 mph
Ceiling; 7925 m / 26000 ft
Range; 2270 km / 1411 miles
EMB-121 Xingu II
Engine: 2 x P&WAC PT6A.
Installed pwr: 1120 kW.
Span: 14.4 m.
Length: 12.2 m.
Wing area: 27.5 sq.m.
Empty wt: 3710 kg.
MTOW: 5670 kg.
Payload: 780 kg.
Cruise speed: 465 kph.
Initial ROC: 550 m / min.
Ceiling: 8540 m.
T/O run: 580 m.
Ldg run: 560 m.
Fuel internal: 1720 lt.
Range/payload: 1630 km with 780 kg.
Capacity: 7 pax.
EMB-121V Xingu III
Engine: 2 x 634kW PT6A-42
Length: 13.09 m.
Span: 14.4 m.
Wing area: 27.5 sq.m.
Capacity: 7 pax.
EMBRAER EMB-120 Brasilia
Encouraged by the successful penetration of the commuter airline market by the EMB-110 Bandeirante, EMBRAER initiated design studies for a completely new and pressurised twin-turboprop regional airliner in September 1979.
EMBRAER EMB-120 Brasilia Article
Designated the EMBRAER EMB-120 Brasilia, the prototype flew for the first time on 27 July 1983 and certification was achieved by May 1985. Primary design objective was to carry a full 30-passenger payload for up to three 185km sectors without refuelling. The fuselage has an interior diameter of 2.28m and a cabin height of 1.76m, the aisle being offset by the two-and-one seating arrangement. In cargo configuration the Brasilia has a maximum available cabin volume of 31.1cu.m and is fitted with a cargo door in the starboard side of the rear fuselage.
Powered by advanced-technology Pratt & Whitney Canada PW118 turbo-props driving four-bladed Hamilton Standard 14RF-9 propellers, the engines can be ground-run without turning the propellers to facilitate speedier turn-rounds, thus obviating the need to shut down during loading or unloading. The starboard engine can act as an auxiliary power unit, to provide ground electrical power and cabin air-conditioning, but a conventional APU is optional. Composite materials equivalent to ten per cent of the aircraft’s basic empty weight have been used in the construction of the Brasilia.
Deliveries began in June 1985 and by 1990 more than 500 orders and options had been recorded, for operators in three continents. In addition to airline use, the EMB-120 Brasilia is in service with the Forca Aerea Brasileira as the C-97 and VIP VC-97.
By early 1991 more than 200 had been delivered and the production rate was six per month.
The EMB 120ER model is the basis for Embraer’s regional jets.
Embraer EMB 120 Brasilia
Engines: 2 x Pratt & Whitney Aircraft of Canada PW118 turboprops, 1342kW / 1,800 shp
Props: 4 blade
Length: 65 ft 7 in / 20.0 m
Height: 20 ft 10 in / 6.4 m
Wingspan: 64 ft 11 in / 19.8 m
Wing area: 424.102 sqft / 39.4 sq.m
Max take off weight: 25357.5 lb / 11500.0 kg
Weight empty: 15589.4 lb / 7070.0 kg
Max. weight carried: 9768.2 lb / 4430.0 kg
Max. speed: 328 kts / 608 km/h
Landing speed: 87 kts / 162 km/h
Cruising speed: 260 kts / 482 km/h
Initial climb rate: 2125.98 ft/min / 10.80 m/s
Service ceiling: 29806 ft / 9085 m
Wing loading: 59.86 lb/sq.ft / 292.00 kg/sq.m
Range: 945 nm / 1750 km / 1087 miles
Crew: 2
Payload: 30pax
EMB-120RT
EMBRAER EMB-110 Bandeirante / EMBRAER YC-95 / EMBRAER EMB-111
In 1965 a government initiative to develop a light twin turbo-prop for the Brazilian Air Force led to the formation of Embraer four years later. Though initially this design requirement was for a military transport of only 7-9 seats, it was quickly realised that a substantial civil market also existed.
Designed under the guidance of French designer Max Holste, the first of three prototypes, designated YC-95, flew for the first time on 26 October 1968. Though initially still only a 7-9 seater, the final design had the development potential to be stretched to meet the larger 15-seat and upward commuter market.
The first EMB.110 flew on August 9, 1972, and deliveries to the Brazilian Air Force began in February 1972.
EMBRAER EMB-110 Bandeirante Article
In early 1973 the first three production EMB-110 Bandeirantres were formally delivered to the Brazilian Air Force.
At about this stage an airworthiness certificate was also granted for the 15-seat civil version, the EMB-110C and later that year a further three were delivered to the private domestic airline Trans Brazil. Powered by twin 680 shp Pratt and Whitney PT-6A-27 turboprops with reversible pitch and auto feathering capability, these first Bandeirantes had a range of around a thousand miles and speeds up to 220 knots. Seating was for 15 passengers and two crew. However it was not until 1975 that the Bandeirante achieved its first real breakthrough, when the Brazilian Government established a third-level network. Though in part this was to release the major carriers from the necessity to continue servicing uneconomical routes with large aircraft, the other result was to provide a vastly extended market for the Bandeirante. Over the next few years a number of third-level carriers re-equipped with Embraer’s commuter-liner until some 45 Bandeirantes were in service throughout Brazil on the regional network.
Embraer produced the P1 and P2 variants, specifically designed for the export market. Both aircraft engined with the PT6A-34 of 750 shp, and carry up to 21 passengers in three-abreast seating. Each model is identical, except for their door arrangement. The P1 Bandeirante being designed as a quick change airliner with airstairs at the front and big top-hinged cargo door at the rear. The P2 version comes with dual airstairs front and rear, for fast whistlestop turnarounds. Both aircraft are designed for a 30,000 hour life cycle.
France issued airworthiness certfication in late ‘77. U.S. and United Kingdom certification followed in August 1978.
A cantilever low-wing monoplane, primarily of metal construction, the Bandeirante has a conventional fuselage and tail unit, retractable tricycle landing gear and power provided by two Pratt & Whitney Aircraft of Canada PT6A-34 free-turbine turboprops in wing-mounted nacelles. The two Pratt & Whitney PT6A turboprop engines are flat-rated at 750 shp maximum continuous power at 2,200 propeller rpm. The propellers are three-blade Hartzells with automatic synchronization and full beta-control reversing. Seating varies according to role, but the EMB-110P2 has accommodation for a maximum of 21 passengers. There’s a crew/passenger door at the front and passenger/baggage door at the rear, both on the port side.
By the beginning of 1979, 219 Bandeirantes of various models had been sold to some 40 operators around the world. The Bandeirante was available in more than 14 versions, differing in their equipment for specialized missions.
The EMB-110B1 Bandeirante was specially developed for aerophotogrammetric missions. Gyro-stabilised camera platform, electrically-operated ventral sliding camera hatch and dark-room cum toilet, all make for a specialised aircraft which can nevertheless still be easily reconverted back to a basic transporter.
Other specialist use versions include the EMB-110S1 for geophysical survey. Equipped with the more powerful PT6’s from the P1 and P2 aircraft, and with increased fuel capacity, the S1 has up to nine hours endurance.
Military versions of the EMB.110 are the P1K utility transport and the P1K SAR. The P1K SAR is fully equipped for over-water and overland search and rescue missions, as well as for medevac duties. This has accommodation for observers and a variety of rescue equipment, plus space for up to six stretcher patients. Five are operated by the Brazilian air force under the designation SC-95B. Others are the EC-95B calibration and XC-95B rain research versions.
The EMB-111 was developed as a land based maritime reconnaissance aircraft to meet the needs of the Comando Costeiro (Coastal Command) of the FAéB (Brazilian Air Force) and the first example (2262) flew on 15 August 1977.
Based on the EMB 110 Bandeirante, it differed primarily by the in¬troduction of a nose radome for search radar and the addition of wingtip fuel tanks and began to enter service in April 1978. In use with the Brazilian Air Force and the Chilean Navy.
Powered by a pair of 750 shp (560 kW) Pratt & Whitney PT6A-34 turboprops, the EMB¬111 features a nose-mounted ALL AN/APS-128 (SPAR-1) search radar, a wing mounted searchlight, tip tanks, wing-tip fuel tanks and wing hard-points for the carriage of weapons.
Ordered for the Brazilian air force, which designates them P 95, the first entered service in 11 April 1978 with ten hours endurance.
Examples have been supplied also to the Chilean navy and the air force of Gabon.
When production ceased in 1990, 500 Bandeirantes had been ordered and built, variants including the EMB-110, EMB-110/C-95, EMB-110 A/EC 95, EMB-110B/R-95, EMB-110B1, EMB-110C, EMBHOE(J), EMB-110K1/C-95A, EMB-110P, EMB-110P1K and EMB-110S1. The final production versions, progressive developments of earlier aircraft, included the EMB-110P1/C-95B for quick-change passenger/cargo operations; EMB-110P2/C-95C third-level commuter transport; and two versions corresponding to the foregoing for operations at a higher gross weight which have the respective designations EMB-110P1/41 and EMB-110P2/41 A pressurised version designated EMB-110P3, did not proceed.
EMB-110
Engines: UACL, 600shp.
TBO: 3500hr.
Max cruise: 228mph.
Econ cruise: 183mph.
Fuel cap: 2920lb.
Service ceiling: 25,500ft.
SE service ceiling: 10,000ft.
ROC: 1700fpm.
SE ROC: 300fpm.
Min field length: 1803ft.
Payload with full fuel: 901lb.
Max range: 1109sm.
High speed range: 1020sm.
Max payload: 1966lb.
Range with max payload: 315sm.
Seats: 8.
Gross wt: 12,410lb.
Equipped empty wt: 9380lb.
Useful load: 3030lb.
EMB-110P2
Engines: 2 x P&W PT6A-34, 750 shp / 559kW
Props: Hartzell 3-blade, 93-in.
Seats: 21.
Length: 49 ft 6 in / 15.08 m
Height: 16 ft 2 in / 4.92 m
Wingspan : 50.262 ft / 15.32 m
Wing area : 312.156 sqft / 29.0 sq.m
Wing aspect ratio: 8.1.
Maximum ramp weight: 13,073 lbs.
Maximum takeoff weight: 13,007 lbs.
Standard empty weight: 7955 lbs.
Maximum useful load: 5118 lbs.
Zero-fuel weight: 12,015 lbs.
Maximum landing weight: 12,566 lbs.
Wing loading: 39.9 lbs/sq.ft.
Power loading: 8.3 lbs/hp.
Maximum usable fuel: 2948 lbs.
Best rate of climb: 1660 fpm.
Service ceiling: 22,500 ft.
Maximum single-engine rate of climb: 428 fpm @ 115 kts.
Single-engine climb gradient: 214 ft/nm.
Single-engine ceiling: 11,000 ft.
Maximum speed: 230 kts.
Normal cruise @ 10,000ft: 225 kts.
Fuel flow @ normal cruise: 638 pph.
Endurance at normal cruise: 4.1 hrs:
Stalling speed clean: 92 kts.
Stalling speed gear/flaps down: 73 kts.
Turbulent-air penetration speed: 169 kts.
Takeoff distance (50 ft.): 2,215 ft
Landing distance (50 ft.): 2,790 ft.
Crew: 2
Passenger capacity: 21
EMB-111
Engines: two 750 shp Pratt & Whitney Aircraft of Canada PT6A 34 turboprop.
Wing span: 52 ft 4.5 in (15.96m).
Length: 48.655 ft / 14.83 m
Height: 15.551 ft / 4.74 m
Wing area: 312.156 sq.ft / 29.0 sq.m
Max take off weight: 15435.0 lb / 7000.0 kg
Cruising speed: 172 kts / 318 km/h
Wing loading: 49.41 lbs/sq.ft / 241.0 kg/sq.m
Range: 1458 nm / 2700 km
Crew: 5
EMBRAER / Empresa Brasiliera De Aeronautica Sa
Empresa Brasiliera de Aeronautica SA was founded in August 1969 and began operations in January 1970 to promote the Brazilian industry. Brazil found¬ed its industry on a major program to build 112 Italian Aermacchi M.B.326 jet trainers under license for the air force. Although it was set up with government backing, the state shareholding in Embraer has steadily decreased from over 80 percent in 1970.
Embraer officially commenced operations at the beginning of 1970, with a staff of only 600, all Brazilian nationals. Work at the new company continued on the turbo-prop design until, in August ‘72 the first EMB-110 Bandeirante made its maiden flight. During the same period Embraer also began development of a single-engine agricultural aircraft, to be known as the EMB-200 Ipanema. Further expansion of the Embraer product range soon followed, including Bandeirante variants in profusion and the Xingu executive twin, while a number of different models were also built under cooperative agreements with foreign manufacturers.
In August 1974 signed cooperative agreement with Piper Aircraft Corporation, and in 1975 with Northrop. Work on Tiger II components started 1976. Six of the Piper range were produced by the Brazilian company, while the Xavante military jet trainer is built under licence to Aeronautica Macchi of Italy. By 1980 19 models were in production, and still more in development.
Successful production of the Bandeirante twin-turboprop light transport (first flown October 1968) ended in 1994. Other early production programmes included the pressurized EMB-121 Xingu transport, EMB-111A Patrulha for maritime surveillance, and Xavante (license-built Italian Aermacchi jet trainer and attack aircraft). Privatization completed in December 1994, with the Brazilian Federal Government retaining some 15 per cent of capital.
Production in 1999 included the EMB-312 Tucano turboprop trainer (first flown August 1980), EMB-314 Super Tucano (first flown May 1993) and ALX special application version, EMB-120 Brasilia regional transport (first flown 1983), ERJ135 37-passenger regional jet (first flown July 1998), ERJ145 50-seat regional jet (first flown August 1995), and surveillance versions of the ERJ145. International program is AMX combat aircraft with Aermacchi and Alenia of Italy. Divisions of EMBRAER include Industria Aeronautica Neiva SA.
Embraer was a nearly bankrupt concern when it was restructured and privatised in 1995.
Emblem 1911 biplane
In 1911 Olaf Emblem designed a biplane with two pusher props and a unique V-tail.
The aircraft was built by Arizone Airmobile in the USA.
Emair
In 1970 the Emair division of Emroth Company began production at Harlingen, Texas, of Emair MA-1 agricultural biplane (Boeing-Stearman Model 75 derivative). The type had received FAA certification in Hawaii, though built by Air New Zealand and first flown in that country July 1969. Emair’s production of 25 ended January 1976. More powerful MA- 1B Diablo 1200 flew 1975 and deliveries followed. Special features included new wings and hopper forming integral part of fuselage.
Elson & Pruitt Special
The Elson & Pruitt Special built in 1972 was a single-place cabin, mid-wing monoplane, powered by a 65hp Continental A-65-8.
Engine: 65hp Continental A-65-8
Wingspan: 23’0″
Length: 17’11”
Useful load: 208 lb
Max speed: 140 mph
Cruise: 120 mph
Stall: 55 mph
Range: 320 mi
Seats: 1
Elson & Pruitt
Flint MI.
USA
Built the Elson & Pruitt Special aircraft in 1972.
