Latin American aerospace news and aircraft projects

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http://gustavolabala.com.ar/category/turbinas/?isp_page=2


Argentina has designed microturbines, Gustavo Labala designed one applied to aircraft use

Cicare experimental helicopter with Labala Turbine GFL-32

 

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One of the few joint projects made in Latin America, the CBA 123, it was an Argentina and Brazil collaboration project.

 

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Lockheed Azcarate LASA 60 aircraft, it is a license built light aircraft built in Mexico under license by Azcarate from a Locheed Original design

While it might seem Mexico was always behind the reality is in WWI Mexico was more or less at the same level to other air powers of that time here are some examples of fighters built in Mexico in the 1910s and 1920s

Here it is a T.N.C.A series H fighter developed in Mexico circa 1917.

here is a replica of the Series C, another fighter designed and built in Mexico circa 1918

and engine Aztatl designed in Mexico by 1917 by Villasana

Another Early fighter designed in mexico the Series A fighter

 

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Embraer EMB-314 had success with the Tucano, probably the most successful military aircraft made and designed in Latin America

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Other aircraft designed in Latin America that well were less successful are

The Sonora an aircraft of WWI vintage with very limited success, Made and designed by TNCA the Mexican manufacturer.


This is the series E

series A

But while Mexico was pretty advanced in the WWI period; Argentina was very advanced in the 1940s and 1950s




I.Ae-30 was an advanced design made and designed in Argentina in 1948

I.AeDL22

an advanced trainer from Argentina from 1944 with a relative large production number

But Brazil today has the most advanced aerospace industry in Latin America.
KC-390 from Brazil

 

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The Helicopter Sirono designed in Bolivia with no success

AB-32

 

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In the 1940s was designed the Zea Teziutlan in Mexico, it was a simple basic trainer.

An example of an aircraft designed in a country of Latin America used and imported by another Latin American Country, the EMB-145RS/AGS AWAC version, designed in Brazil by Embraer and flown in FAM colors

this is a TNCA Series A fighter aircraft exported to el Salvador air force, an aircraft made and designed in Latin America, in this case Mexico, imported by another Latin American country

http://drsamuelbanda.blogspot.com/2012/11/la-aviacion-en-la-revolucion-mexicana_17.html

 

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The Salinas IV aircraft, made and designed in Mexico in the late 1940s, by TNCA based upon Lascurain Celia

https://www.vuela.com.mx/am/histori...es-del-ing-angel-lascurain-primera-parte.html
The Salinas IV was based on another Mexican designed aircraft, the Celia a design by Lascurain that is below

https://www.vuela.com.mx/am/histori...es-del-ing-angel-lascurain-primera-parte.html

Another early design made and design in Mexico by TNCA from the early 1920s, the 3-E-130 Tololoche

The aeronautical technology that was developed in the TNCA reached a high level of competitiveness and surpassed in some respects the United States. For example, in April 1916 the Tohtli magazine, of the National Aviation School, realized the failures of American and European airplanes by mentioning that, with the exception of one, they worked well up to heights of 1,500 meters above sea level , while the Mexicans were planned to fly up to 2,700 meters.

the next pictures show the TNCA 4-131-E Quetzatcoatl also designed in Mexico in the early 1920s

 

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A few less known aircraft made and designed in Mexico

TIJUANA BAJA CALIFORNIA AIRCRAFT FACTORY
By
Santiago A Flores

In 1927, General Abelardo L. Rodríguez, Compañía Aeronáutica de Baja California S.A., was established in the border city of Tijuana Baja California with the support of the governor of the territory. In November 1927, he would change his name to Cía. Aeronáutica Constructora y de Transporte S.A de Tijuana. The designer of the aircraft was the American Willian J. Waterhouse and the president of the company was Mr. José Flavio Rivera and the vice president Mr. F.E. Van Cleave with Mr. Jack Rand as test pilot. According to the data of the time this factory had two places in the city of Tijuana. This company built three planes of different types

Baja California No.1 Parasol Plane type of observation two-seater 1928-1929?
Baja California No.2 Single-seat parasol plane 1928-1930
Baja California No.3 Parasol aircraft of closed transport cabin 1928-1929

Baja California No.1
It was a reconnaissance aircraft that was tested by the then Captain P.A. Luis Farrell Cubillas, who later flew them to Mexico City, but suffered a mechanical failure that forced him to land in Navojoa Sonora. Captain Farrell became ill and had to be evacuated by air to Mexicali Baja California, the BC-1 was repaired and finished his trip to the Balbuena airfield. According to the historian, Engineer Adolfo Villaseñor the BC-1 was lost in an accident in the state of Jalisco during the 1929 rebellion.

Baja California No.2
A plane that gained fame through its pilot, Major P.A. Roberto Fierro Villalobos who used them on several long-distance flights, one from Mexicali to Mexico City on May 30, 1928 with a time of 14 hours and 20 minutes. Afterwards, Mayor Fierro made a goodwill flight from Mexico to Cuba, Belize, Guatemala, San Salvador, Honduras, Costa Rica, Panama. He returned from Panama in September 1928 with a stage in San Salvador, Puebla and the Balbuena airfield. After that, BC-2 was in the FAM inventory, but it was destroyed on a flight from Mexico to Yucatan in January 1930.

Baja California No.3
High-wing transport plane that was tested by Lt. Corl. P.A. Gustavo G de León, then BC-3 arrived in Mexico City, where it was used as a transport aircraft for the secretary of war and navy, until it was damaged in Jalisco. The BC-3 returned to Tijuana where it was repaired and borrowed to be a flight from the Rosarito Beaches to the Republic of San Salvador. But on November 1, 1929, when he took off, he suffered an accident where the plane was destroyed and then a crew member died to the wounds he received.

the BC-2 Baja California also designed and Made in Mexico

BC-1 Baja California

bc-3

 

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AT-26 Xavante a jet aircraft built in Brazil under licence from the Italian Aermacchi or Macchi MB-326

 

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Embraer has developed an all electric powered aircraft based upon the Ipanema agricultural aircraft

The aircraft’s electric motor and controller are being manufactured by WEG at the company’s headquarters in Jaraguá do Sul, Santa Catarina, Brazil, as part of the scientific and technological cooperation agreement for joint development of electrification technologies.

Advances on the project include a partnership with Parker Aerospace that will be responsible to supply the cooling system for the demonstrator aircraft.

Over the coming months, the companies’ technical teams will continue to test the systems in the labs preparing the integration in the demonstrator aircraft for testing under real operating conditions.

The proposed scientific development program of aeronautical electrification, formalized through the cooperation between Embraer and WEG announced in May 2019, constitutes an effective and efficient instrument for experimentation and maturation of the technologies before they are applied in future products.

The partnership, in the context of pre-competitive research and development, seeks to accelerate the knowledge of the necessary technologies to increase the energy efficiency of an aircraft, considering the use and integration of electric motors into innovative propulsion systems.

A small single-engine aircraft, based on the EMB-203 Ipanema, will be used as test bed, carrying out the initial evaluation of the electrification technology.

The electrification process is part of a series of efforts carried out by Embraer and the aeronautical industry aimed at ensuring the commitment with the environmental sustainability, as already done with biofuels to reduce carbon emissions.

Founded in 1961, WEG is a global electric-electronic equipment company, operating mainly in the capital goods sector with solutions in electric machines, automation and paints for several sectors, including infrastructure, steel, pulp and paper, oil and gas, mining, among many others.

https://www.greencarcongress.com/2019/08/20190827-embraer.html

 

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The Legacy 450 and Legacy 500 are business jets produced by Brazilian manufacturer Embraer that are based on the EMB-545 and EMB-550 types, respectively. These airframes are clean-sheet designs with the Legacy 450 noted as being in the mid-light category of business jets and the Legacy 500 in the midsize category. The Legacy 500 made its first flight on Nov. 27, 2012, while the Legacy 450 first flew 13 months later on Dec. 28, 2013.

Because the Legacy 450 and 500 are based on different types, a number of differences exist between them, including with respect to baggage storage volume and passenger capacity. However, despite those differences, each airframe’s baggage compartment is promoted as being the largest in its category.

Mission and Performance

Operating limitations of the EMB-545 and EMB-550 types include a maximum operating altitude of 45,000 ft. and a maximum operating limit speed (MMO) of 0.83 Mach. The 2,904-nm and 3,125-nm respective ranges of the Legacy 450 and Legacy 500 assume a “baseline aircraft” operating at the long-range cruise speed, with National Business Aviation Association (NBAA) instrument flight rules (IFR) reserves and a 200-nm alternate while carrying four passengers.

Variants

While both the Legacy 450 and 500 are powered by the same engine— Honeywell’s HTF7500E, which is designated the AS907-3-1E—Embraer promotes the engines that power the former airframe as capable of producing 6,540 lbf. of thrust, a level that is increased to 7,036 lbf. on the engines of the latter airframe.

https://aviationweek.com/business-aviation/z/program-profile-embraer-legacy-450500

 

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Embraer Praetor

Embraer’s new Praetor business jets were unveiled at the NBAA convention in October, and both will enter service next year. Embraer Executive Jets redesigned the Legacy 450 and 500 fly-by-wire business jets, adding two new models—the Praetor 500 and 600—with new performance capabilities. The Praetor 500 and 600 will sit at the top of Embraer’s midsize and super-midsize offerings, but the company said it will still manufacture the Legacy 450 and 500 as long as there are buyers.

Embraer’s Praetor 600 is basically an upgraded version of the Legacy 500, but there are enough changes that make the new model significantly better.

From a handling perspective, the Legacy 500 and 600 fly exactly the same, and this is due to the similarity of the basic design but also a benefit of fly by-wire (FBW) flight controls. Engineers can tune the controls to optimize handling, so the key difference between the two models is performance, especially the Praetor 600’s longer range to 3,900 nm, made possible by added fuel capacity, new winglets, and more powerful engines.

https://www.ainonline.com/aviation-...n/2018-11-20/pilot-report-embraer-praetor-600

 

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The FMA AeMB.2 Bombi was a bomber aircraft developed in Argentina in the mid 1930s. It was a low-wing cantilever monoplane of conventional configuration. It was fitted with fixed tailwheel undercarriage, the main units of which were covered by long, "trouser"-style fairings. The initial AeMB.1 configuration was fitted with a dorsal machine gun turret, later removed from the AeMB.2 to improve stability. Fifteen production examples saw service with the Argentine Air Force between 1936 and 1945. Only two were lost to air accidents.Armament: 1 × fixed, forward-firing 11.25 mm Madsen gun in forward fuselage
1 × trainable, rearward-firing 0.45 machine gun in ventral position
400 kg (880 lb) of bombs.

another product from Argentina, the 1943 I.Ae.22 DL (Advanced trainer aircraft).

http://www.militariarg.com/fma-faacutebrica-militar-de-avionesmilitary-aircraft-factory.html

 

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The FMA AeT.1 was an airliner built in Argentina in the early 1930s. It was a low-wing cantilever monoplane of conventional design, with fixed tailwheel undercarriage. Only three examples were built, These aircraft provided Argentina's first scheduled airline services with Aero-Argentina, flying between Cordoba and Buenos Aires.

https://www.taringa.net/+ciencia_educacion/fabrica-militar-de-aviones-cronicas-y-testimonios_hqiyr

 

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e.31 Colibri

Designed in 1945, and built by, the H. Goberna factory at Alto Alberdi, Cordoba as a civil light plane and aerobatics plane. Three were purchased by the National Aeronautics School in 1946.
Dimensions: span 10.3m; length 7.95m; wing area 16 sq m
Structure: steel-framed fuselage with light alloy forward fuselage covering with plywood aft of the firewall, light alloy used for tail and tailplane construction with fabric covering. Rudder and elevators wood framed with fabric covering. Low position wooden wing with plywood covering and wood framed ailerons with fabric covering. Fixed main undercarriage with oil-pneumatic shock absorbers and hydraulic brakes and a non-retractable tail wheel.
Weights: empty 635kg; gross weight 916kg
Powerplant: one 155hp Blackburn Cirrus Major with a de Havilland two-blade variable-pitch propeller
Performance: max speed 150mph; endurance 1hr 50mins and service ceiling 21,300ft
Capacity: pupil and instructor seated in tandem in an enclosed cockpit
Equipment: dual controls and full navigation equipment including a radio receiver/transmitter

I.Ae. 32 Chingolo


Designed in 1946 and very similar to the I.Ae.31, but with a high back fuselage, the prototype was built the same year at the Mario Vicente workshops in Córdoba.
Dimensions: span 10.70m; length 8.12m; height 2.18m; wing area 16.50 sq m
Structure: steel-framed fuselage with light alloy covered forward fuselage and fabric covering aft, light alloy used for tail and tailplane construction with fabric covering. Rudder and elevators wood framed with fabric covering. Low position wooden wing with plywood covering and wood framed ailerons with fabric covering. Fixed main undercarriage with oil-pneumatic shock absorbers and hydraulic brakes and a non-retractable tail wheel.
Weights: empty 750kg; gross weight 981kg; payload 231kg; wing loading 9.45kg/m2
Powerplant: one 155hp Blackburn Cirrus Major with a de Havilland two-blade variable-pitch propeller
Performance: max speed 230km/h (142mph); endurance 1hr 40mins and service ceiling 5180m (16,995ft)
Capacity: pupil and instructor seated in tandem in an enclosed cockpit
Equipment: dual controls and full navigation equipment including a radio receiver/transmitter.

I.Ae 24 Calquin (Golden Eagle)
Designed 1942 as a fast light bomber, might use Merlin or comparable inline engines as I.Ae 28. First flight June 5 1943. In July 1943, 144 were ordered but with the success of the I.Ae.28 these orders were cut to just 72. Deliveries began in January 1944.
Dimensions: span 16.3m; length 12m; height 3.4m; wing area 38 sq m; wing loading 189kg/ sq m; power loading 3.42kg/hp
Structure: wooden monocoque fuselage plywood covering developed by Instituto Aerotechico and Entel. The fuselage is constructed as two separate halves which are subsequently joined together. Wooden tail and tailplane construction with plywood covering (the plywood is entirely produced by the Instituto Aerotécnico). Rudder and elevators wooden framed with fabric covering. Mid position wing with two wooden carry-through spars and stringers wooden framed ailerons with fabric covering, wooden slotted flaps and two landing flaps. Retractable main undercarriage with hydraulic brakes and twin oil-air shock absorbers on each leg and a retractable tail wheel.
Weights: empty 5,340kg; max weight 8,164kg and payload 1860kg
Powerplant: 1200hp Ripon R-1200-010A supercharged radial engines with Hamilton Standard Hydromatic 23-E-50 propellers
Performance: max speed 273mph; cruising speed 236mph; range 708 miles; rate of climb 2,460ft/min and service ceiling 32,800ft
Capacity: pilot and navigator/ bomb-aimer seated side-by-side in an enclosed cockpit with ventral door
Armament: Four 13mm Browning HMG (capability to be replaced by 20mm cannon) in lower nose, bomb bay for 800kg bombload and 12x 75mm rockets underwing
Equipment: full controls and navigation equipment including a radio receiver/transmitter, HF/DF set, naval co-operation beacon and Sperry autopilot, two cameras can be fitted in cabin floor, one flare chute, two rescue dinghies and mechanical bombsight

 

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RHEM Composites delivers carbon fiber fuselage for Mexican aircraft
The first 100% Mexican aircraft already has a fuselage prototype made of composite materials at the Aeronautical University in Querétaro (UNAQ).


Images
RHEM Composites delivers carbon fiber fuselage for Mexican aircraft
This is part of a Oaxaca Aerospace project to build aircraft entirely made in Mexico and has resources from the Innovation Stimulus Program, the National Council of Science and Technology (Conacyt) and UNAQ.

The fuselage was designed and manufactured by RHEM Composites, a small company incubated at the university itself, under the supervision of Oaxaca Aerospace to meet structural requirements, as well as international regulations, being the first to be built with aeronautical certified materials.

At a ceremony at UNAQ, the high-performance, low-cost Pegasus P400T air fiber fuselage prototype was delivered by RHEM Composites to the executives of Oaxaca Aerospace.

"For us it is a pride to be involved in this project that stands out for the vision of promoting national aeronautical development and promoting the growth of this sector in the country," said Francisco Daniel Mancera Coyotl, member of RHEM Composites.

The first prototype of the two-seater aircraft was built entirely of aluminum,

then they used fiberglass,

to finally change it to carbon fiber,

which is expected to be marketed.

For Raúl Fernández, president of Oaxaca Aerospace, this is the beginning of a great future in collaboration with UNAQ; while the rector of the university, Jorge Gutiérrez de Velasco, recognized the company's commitment to participate in projects of this type that are of great importance for the development of the aeronautical industry in Mexico.


https://www.mms-mexico.com/noticias...materiales-compuestos-es-fabricado-en-la-unaq

 

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Bombardier Global Express and Learjet aircraft production represent examples of the integration of value chains in North America, experts agreed.

In Mexico, the complete tail of the Global Express plane is produced, the world's largest executive plane, which can fly from New York to Singapore directly, without stopping. The tail is manufactured in Querétaro and sent by road to Toronto to be integrated into the fuselage.

https://www.eleconomista.com.mx/emp...l-TLCAN-Comexi-y-Promexico-20161026-0158.html

 

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The Managers of the company, ICON Aircraft established a production plant in Tijuana in which the complete structure for its A5 aircraft, an amphibious sports aircraft, is produced.

ICON have a plant delivering carbon fiber fuselage structures to its facilities in California, United States for final assembly and flight tests.



The first model of ICON is the A5, a sports amphibious aircraft that fuses exceptional aeronautical engineering with a first-class product design, which has won several design awards in different parts of the world and has attracted followers from countries around the world, hence the company has received more than 1800 deposits.

In response to the demand, ICON will begin its serialized production and for this it has selected the city of Tijuana, Baja California, Mexico as the ideal site for the production of its components, due to its established industrial infrastructure, skilled labor and proximity to the assembly plant in California, United States.

With an investment of more than $ 150 million dollars and employment for more than 1000 people, this event marks the prelude to a significant project that will benefit both the city and the country.


https://jornadabc.mx/tijuana/04-09-...na-una-fabrica-armadora-de-aviones-deportivos

 

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How is GE manufacturing organized in Mexico? With sister plants in the United States, as with other industries?

More than sister plants ... In terms of health, we have a plant in Ciudad Juárez, where we make ultrasound equipment. This equipment is shipped in the United States, distributed in some markets of that country or sent to some place in the global market. But it may also be that part of the equipment is finished in the United States and, hence, distributed globally, or that they return to Mexico. We manufacture it in our Monterrey plant; there we make the gradient: a tube where a coated copper material goes, which is where the magnetic field is generated to generate the shot of the human body. From Monterrey, we send the gradient to our plant in the United States; they finish it there and then we sell it here. We also have a plant in Saltillo, where we make harnesses for airplanes, that is, the cables that go outside the engine and that require manual work.

Another of our plants in Monterrey is part of the energy business; there, we make some parts of the blades or blades. They are shipped to our plant in Greenville, South Carolina, where parts of this equipment are received from many countries, assembled and tested. And, in our Engineering Center [General Electric Infrastructure Querétaro, GEIQ], we make aviation designs for global use.

https://www.forbes.com.mx/ge-mexico-se-renueva/

 

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Sheet metal assembly at Beechcraft facilit plant in Chihuahua, chihuahua city Mexico

https://www.glassdoor.com.mx/Fotos/Textron-Aviation-Fotos-oficina-IMG271861.htm