Embraer Pushes KC-390 Tanker Transport Aircraft for US Air Force with Local Production
{loadposition bannertop}
{loadposition sidebarpub}
Embraer is positioning the KC-390 Millennium for the U.S. Air Force’s Next Generation Air-refueling System, responding to recent NGAS RFIs and scouting a potential U.S. assembly site. A domestic line, pegged around a $500 million investment, per company indications, could strengthen “Buy American” eligibility and competitiveness for tanker and airlift roles.
The U.S. Air Force has been gathering industry inputs for its Next Generation Air-refueling System (NGAS), with Air Mobility Command leaders emphasizing that all tanker concepts, from conventional to blended-wing and business-jet derivatives, are on the table. In parallel, Embraer confirmed it is developing options to assemble the KC-390 in the United States as it tailors the aircraft for U.S. requirements, including a boom-equipped tanker variant. Company signals suggest a prospective investment of the order of $500 million to support local content and eligibility, contingent on U.S. sales.Follow Army Recognition on Google News at this link
The KC-390 is a medium-sized jet transport powered by two high-bypass turbofans, optimized for operations on short or semi-prepared runways and fitted with a rear cargo ramp for rapid loading. (Picture source: Embraer)
The company highlights its existing industrial footprint in the United States. Embraer says more than half of the aircraft’s material content already comes from 59 U.S. suppliers. The point is to make the transition to local assembly less difficult and to address a recurring concern in Washington that focuses not only on the production site but also on content origin. The previous U.S. teaming arrangement paired Embraer with L3Harris on a tactical tanker variant, a path that has since closed. Industry sources now mention Northrop Grumman as a potential partner, although no official announcement has been made as of the cited dates. The main change is a stated intent to anchor production on U.S. soil and to align a supplier base that meets domestic content rules from the outset of any competition.
The KC-390 is a medium-sized jet transport powered by two high-bypass turbofans, optimized for operations on short or semi-prepared runways and fitted with a rear cargo ramp for rapid loading. Data published by Embraer places maximum payload at 26 metric tons for concentrated loads and 23 metric tons for distributed loads, with about 23.9 metric tons of usable wing fuel. The aircraft cruises up to 470 KTAS, around Mach 0.80, and has a service ceiling of 36,000 ft, with cabin altitude limited to 8,000 ft at maximum ceiling. The cargo hold accepts NATO-standard pallets in configurations of 6 regular pallets or 7 pallets of the 463L type, up to 24 CDS bundles measuring 48 by 48 inches, 3 to 4 light vehicles or 1 to 2 heavy vehicles, and one Black Hawk-size helicopter. The avionics are fully digital, and fly-by-wire provides flight-envelope protection and gust alleviation. The cargo handling system is designed to reduce turnaround times, and the communications architecture provides digital situational awareness and interoperability with other platforms and allies. The tanker configuration adds underwing refueling pods and fuel management that can support top-offs for fighters and helicopters as well as larger transfers to transports and special-mission aircraft. Designed to stringent requirements, the aircraft uses a reinforced structure to operate from austere or damaged runways and in extreme environments, from humid Amazon conditions to polar climates and hot, sandy deserts.
At the systems level, the airframe is wired for survivability and self-protection equipment. Aids include radar and missile warning, along with expendables, and the electrical architecture and integration reserves allow for additional electronic warfare equipment. Fly-by-wire improves precision during air refueling and low-level flight, and the mission systems support precision airdrop for cargo and paratroops. From the outset the KC-390 was intended to be multi-mission. It covers tactical transport, airdrop, and medical evacuation with modular layouts, up to 80 litters depending on configuration, or combinations such as 36 passengers and 50 litters, and up to 74 litters with 8 attendants. Personnel transport layouts reach 80 occupants, and the aircraft can carry 64 paratroopers ready to jump. For a U.S. proposal, Embraer emphasizes growth margins. A U.S. assembly line would facilitate integration of U.S. radios and data links, cryptographic systems, locally sourced electronic warfare suites, and, if required, a refueling configuration tailored to NGAS specifications.
In employment, the aircraft sits between small tactical transports and the large tankers and strategic airlifters already in U.S. service. It can move fuel forward to fighters, provide small fuel top-ups to helicopters, or support special operations aircraft without committing a heavy platform. It can also carry cargo on the same sortie, then switch to medical evacuation or humanitarian relief without major reconfiguration, which contributes to overall productivity. This flexibility matters when planners expect a mix of contested and permissive environments. For NGAS, survivability requirements will be higher. The U.S. Air Force’s vision anticipates operations in more hazardous airspace in the 2030s, which implies low-observable features, stand-off refueling options, or both, as well as reinforced self-protection suites. Embraer presents the KC-390 as a baseline that can take on additional sensors and protection in line with this trajectory, while acknowledging that program thresholds and objectives are still being refined.
Industrial and political dimensions are central. NGAS has about 13 million dollars allocated in fiscal year 2026, indicating an early stage. Expected competitors are well established. Boeing produces the KC-46A and has a deep U.S. footprint. Lockheed Martin could reenter the tanker space through partnerships, and Airbus draws on the A330 MRTT export record. For a non U.S. prime, local assembly, jobs, and domestic content share are prerequisites. Embraer appears to accept this approach, having already built a U.S. industrial base around its regional and business jets. The difference here concerns defense and the scale of a tanker program. Congress will examine where factories and suppliers are located and how quickly a new line can reach maturity.
The wider picture also matters. Several European and Asian air forces operate or have ordered the KC-390, offering operational data the U.S. Air Force can review. Brazil and the United States have previously cooperated on defense technology, and Brasília would view a U.S. line as a way to strengthen the type’s credibility while reducing policy friction tied to import rules. For Washington, a second source in the tanker transport niche could add resilience if costs and performance align and if the aircraft meets the survivability aims NGAS is shaping. The objective is demanding. At this stage, the information is that a manufacturer is moving early, selecting sites, and preparing to meet domestic content law, since without those steps, there would be no path to a credible bid.
{loadposition bannertop}
{loadposition sidebarpub}
Embraer is positioning the KC-390 Millennium for the U.S. Air Force’s Next Generation Air-refueling System, responding to recent NGAS RFIs and scouting a potential U.S. assembly site. A domestic line, pegged around a $500 million investment, per company indications, could strengthen “Buy American” eligibility and competitiveness for tanker and airlift roles.
The U.S. Air Force has been gathering industry inputs for its Next Generation Air-refueling System (NGAS), with Air Mobility Command leaders emphasizing that all tanker concepts, from conventional to blended-wing and business-jet derivatives, are on the table. In parallel, Embraer confirmed it is developing options to assemble the KC-390 in the United States as it tailors the aircraft for U.S. requirements, including a boom-equipped tanker variant. Company signals suggest a prospective investment of the order of $500 million to support local content and eligibility, contingent on U.S. sales.
Follow Army Recognition on Google News at this link
The KC-390 is a medium-sized jet transport powered by two high-bypass turbofans, optimized for operations on short or semi-prepared runways and fitted with a rear cargo ramp for rapid loading. (Picture source: Embraer)
The company highlights its existing industrial footprint in the United States. Embraer says more than half of the aircraft’s material content already comes from 59 U.S. suppliers. The point is to make the transition to local assembly less difficult and to address a recurring concern in Washington that focuses not only on the production site but also on content origin.
The previous U.S. teaming arrangement paired Embraer with L3Harris on a tactical tanker variant, a path that has since closed. Industry sources now mention Northrop Grumman as a potential partner, although no official announcement has been made as of the cited dates. The main change is a stated intent to anchor production on U.S. soil and to align a supplier base that meets domestic content rules from the outset of any competition.
The KC-390 is a medium-sized jet transport powered by two high-bypass turbofans, optimized for operations on short or semi-prepared runways and fitted with a rear cargo ramp for rapid loading. Data published by Embraer places maximum payload at 26 metric tons for concentrated loads and 23 metric tons for distributed loads, with about 23.9 metric tons of usable wing fuel. The aircraft cruises up to 470 KTAS, around Mach 0.80, and has a service ceiling of 36,000 ft, with cabin altitude limited to 8,000 ft at maximum ceiling.
The cargo hold accepts NATO-standard pallets in configurations of 6 regular pallets or 7 pallets of the 463L type, up to 24 CDS bundles measuring 48 by 48 inches, 3 to 4 light vehicles or 1 to 2 heavy vehicles, and one Black Hawk-size helicopter. The avionics are fully digital, and fly-by-wire provides flight-envelope protection and gust alleviation. The cargo handling system is designed to reduce turnaround times, and the communications architecture provides digital situational awareness and interoperability with other platforms and allies. The tanker configuration adds underwing refueling pods and fuel management that can support top-offs for fighters and helicopters as well as larger transfers to transports and special-mission aircraft. Designed to stringent requirements, the aircraft uses a reinforced structure to operate from austere or damaged runways and in extreme environments, from humid Amazon conditions to polar climates and hot, sandy deserts.
At the systems level, the airframe is wired for survivability and self-protection equipment. Aids include radar and missile warning, along with expendables, and the electrical architecture and integration reserves allow for additional electronic warfare equipment. Fly-by-wire improves precision during air refueling and low-level flight, and the mission systems support precision airdrop for cargo and paratroops.
From the outset the KC-390 was intended to be multi-mission. It covers tactical transport, airdrop, and medical evacuation with modular layouts, up to 80 litters depending on configuration, or combinations such as 36 passengers and 50 litters, and up to 74 litters with 8 attendants. Personnel transport layouts reach 80 occupants, and the aircraft can carry 64 paratroopers ready to jump. For a U.S. proposal, Embraer emphasizes growth margins. A U.S. assembly line would facilitate integration of U.S. radios and data links, cryptographic systems, locally sourced electronic warfare suites, and, if required, a refueling configuration tailored to NGAS specifications.
In employment, the aircraft sits between small tactical transports and the large tankers and strategic airlifters already in U.S. service. It can move fuel forward to fighters, provide small fuel top-ups to helicopters, or support special operations aircraft without committing a heavy platform. It can also carry cargo on the same sortie, then switch to medical evacuation or humanitarian relief without major reconfiguration, which contributes to overall productivity. This flexibility matters when planners expect a mix of contested and permissive environments.
For NGAS, survivability requirements will be higher. The U.S. Air Force’s vision anticipates operations in more hazardous airspace in the 2030s, which implies low-observable features, stand-off refueling options, or both, as well as reinforced self-protection suites. Embraer presents the KC-390 as a baseline that can take on additional sensors and protection in line with this trajectory, while acknowledging that program thresholds and objectives are still being refined.
Industrial and political dimensions are central. NGAS has about 13 million dollars allocated in fiscal year 2026, indicating an early stage. Expected competitors are well established. Boeing produces the KC-46A and has a deep U.S. footprint. Lockheed Martin could reenter the tanker space through partnerships, and Airbus draws on the A330 MRTT export record. For a non U.S. prime, local assembly, jobs, and domestic content share are prerequisites. Embraer appears to accept this approach, having already built a U.S. industrial base around its regional and business jets. The difference here concerns defense and the scale of a tanker program. Congress will examine where factories and suppliers are located and how quickly a new line can reach maturity.
The wider picture also matters. Several European and Asian air forces operate or have ordered the KC-390, offering operational data the U.S. Air Force can review. Brazil and the United States have previously cooperated on defense technology, and Brasília would view a U.S. line as a way to strengthen the type’s credibility while reducing policy friction tied to import rules. For Washington, a second source in the tanker transport niche could add resilience if costs and performance align and if the aircraft meets the survivability aims NGAS is shaping. The objective is demanding. At this stage, the information is that a manufacturer is moving early, selecting sites, and preparing to meet domestic content law, since without those steps, there would be no path to a credible bid.
