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Embraer/FMA CBA 123 Vector

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Embraer/FMA CBA 123 Vector
Company typeJoint venture (Brazilian-Argentine collaboration)
IndustryAerospace
Founded1986
FounderEmbraer and Fábrica Militar de Aviones (FMA)
Headquarters
São José dos Campos (Embraer headquarters)
,
Brazil and Córdoba, Argentina
ProductsCBA 123 Vector turboprop regional aircraft

The Embraer/FMA CBA 123 Vector—initially designated as EMB 123 by Embraer and IA 70 by FMA—was a turboprop aircraft developed in 1990 for regional air travel, accommodating up to 19 passengers. This aircraft emerged from a collaboration between the Brazilian manufacturer Embraer and Argentina’s FMA, incorporating state-of-the-art advancements in avionics, aerodynamics, and propulsion systems, making it one of the most technologically sophisticated turboprops of its time.

Development

By 1985, efforts toward economic integration in South America were progressing alongside ongoing Mercosur discussions between Brazil and Argentina. That year, Brazilian aerospace company Embraer, which had recently commenced production of its 30-seat EMB 120 Brasilia turboprop, initiated the design of a smaller 19-seat aircraft intended to succeed the aging EMB 110 Bandeirante. In 1986, Embraer partnered with Argentine firm Fábrica Militar de Aviones (FMA) through a formal agreement to co-develop a joint Brazilian-Argentine regional aircraft. Initially referred to as the EMB 123, the project anticipated a unit price near USD $3 million and forecasted total sales reaching USD $750 million by the year 2000. The program was branded "CBA," an acronym for "Cooperación Brasil-Argentina" in Spanish and "Cooperação Brasil-Argentina" in Portuguese.

Financial responsibilities and production tasks were divided with Embraer assuming 67% of the workload while FMA handled 33%, specifically focusing on manufacturing the wings, fins, and rudders. The fuselage design evolved from an elongated version of the Embraer EMB 121 Xingu to a shortened adaptation based on the Brasilia airframe. The first flight was originally targeted for 1988, with deliveries expected by 1990. Argentina’s contribution later shifted to include the central and rear fuselage sections along with horizontal stabilizers.

In September 1987, the Garrett Engine Division of AlliedSignal was chosen to provide the powerplant for the CBA 123, selecting the TPE331-16 engine, which was subsequently renamed the TPF351-20. To validate the rear-mounted turboprop configuration, Embraer performed flight tests in early 1989 by installing a Garrett TPE331-12B engine on a Brasilia testbed aircraft; these trials confirmed a reduction in cabin noise and vibration levels.

By mid-1989, the aircraft had earned the nickname "Time Machine." However, a naming contest held in early 1990 led to its official designation as "Vector" upon its maiden flight on July 18, 1990. The formal unveiling on July 30 included attendance by Brazilian President Fernando Collor de Mello and Argentine President Carlos Menem. At that time, the Vector had accumulated approximately 130 soft orders predominantly from U.S. customers. Following ten test flights totaling around 30 hours of flight time, it was exhibited at the Farnborough Air Show in September 1990.

Toward the end of 1990, the Vector’s estimated price increased to roughly USD $5 million—about one million dollars higher than other comparable turboprops seating 19 passengers. In November of that year, Embraer announced plans to reduce its workforce by nearly four thousand employees from its total staff of 12,800 and deferred the CBA 123 program timeline by one year, postponing production commencement until May 1993. The second prototype took flight in March 1991 amid efforts to lower costs by offering some equipment as optional features. By the time of the June 1991 Paris Air Show, the aircraft had accumulated approximately 400 flight hours.

Program termination

The sophisticated technology that characterized the CBA 123 ultimately led to its discontinuation. The final unit price of the aircraft surpassed what the market could realistically absorb. Moreover, financial support from the Brazilian government was withdrawn amid the political turmoil following President Collor de Mello's impeachment and subsequent resignation. Embraer also disclosed that suppliers of electronic components increased their prices and demanded upfront payments due to Embraer's precarious financial position, which further escalated expenses.

Construction of the third prototype (LV-X134), intended to be manufactured by FMA, was stopped when it reached roughly 80% completion and it remains stored in Argentina.

After an investment totaling US$300 million, the CBA 123 Vector program was terminated having produced only two prototypes. Despite this setback, the initiative advanced Embraer's technological capabilities, setting the stage for the successful Embraer ERJ 145 family regional jets. When founder Ozires Silva resumed his role as CEO in 1992, he initially contemplated certifying the more mature CBA 123 rather than the ERJ 145. However, U.S. officials convinced him to focus on the ERJ 145 because of its better market potential. The ERJ 145 shared a fuselage cross-section derived from the Brasilia model, similar to the CBA 123, but utilized turbofan engines instead of turboprops while incorporating much of the CBA 123’s developmental advancements.

During certification evaluation, the Federal Aviation Administration recognized several pioneering features of the CBA 123, including digital avionics such as an electronic flight instrument system (EFIS), attitude and heading reference system (AHRS), engine indication and crew alerting system (EICAS), and full authority digital engine control (FADEC). These systems were noted for their susceptibility to lightning strikes and high-intensity radiated fields (HIRF), necessitating special certification requirements.

Design

Conceived as a highly advanced turboprop aircraft, it was fully certified under US FAR 25 standards. The design incorporated two Garrett TPF351 turboprop engines—evolved versions of Garrett’s TPE331—mounted on pylons at the rear fuselage driving six-bladed pusher scimitar propellers. These propellers rotated on a plane located 12 feet behind the nearest passenger seats, enabling a smaller wing design that contributed to higher cruise speeds and improved passenger comfort. Cabin noise during cruise averaged between 74 and 76 decibels, reportedly quieter than that of a Boeing 737-300. The engines employed alternative gearbox modules allowing counter-rotating propellers: with the port propeller turning clockwise and the starboard one counterclockwise. Hartzell HC-E6A-5 propellers operated at up to 1,700 rpm and cruised at approximately 1,445 rpm with a diameter of 102 inches.

The aircraft featured supercritical wing airfoils and integrated FADEC engine management along with EICAS and EFIS avionics suites. It achieved a maximum cruise speed near 350–360 knots at an altitude around 25,000 feet, with peak fuel efficiency attained between 30,000 and 35,000 feet.

Aircraft exhibited

To commemorate its 40th anniversary, Embraer undertook restoration of its two CBA 123 prototypes and donated them to aviation museums in Brazil. Restoration commenced in early 2008 and concluded by May 2009. These aircraft are displayed publicly at:

In June 2013, the incomplete third prototype built by FMA was positioned outdoors at the Facultad de Ciencias Exactas, Físicas y Naturales of the National University of Córdoba in Córdoba, Argentina.

Bibliography

  • Lambert, Mark (editor). Jane's All The World's Aircraft 1993–94. Coulsdon, UK: Jane's Data Division, 1993. .
  • "South American Vector". Air International, September 1990, Vol 39 No. 5. pp. 122–128.


External links

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