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| EMB 120 Brasilia | |
|---|---|
| Name | Embraer 120 Brasilia |
| Type | Regional turboprop airliner |
| Manufacturer | Embraer |
| First flight | 27 July 1983 |
| Introduction | 1985 |
| Status | In service |
EMB 120 Brasilia is a twin-turboprop regional airliner developed by Empresa Brasileira de Aeronáutica S.A. for short-haul routes, introduced in the mid-1980s. The design targeted feeder services for carriers such as Atlantic Southeast Airlines, Trans World Airlines, and Continental Airlines, while attracting interest from government and military users including Royal Air Force affiliates and national air arms. The type became noted for its combination of speed, range, and operating economics, serving regional networks across the Americas, Africa, Europe, and Asia.
Embraer initiated the programme after studies alongside contractors employed by NASA cooperative projects and suppliers like General Electric for engines and Honeywell for avionics. The prototype incorporated lessons from earlier models produced by Fokker and Saab regional designs, aiming to compete with the De Havilland Canada family and Short Brothers aircraft. Development drew on partnerships with airframers such as Hartzell Propeller and systems integrators like Garmin predecessors to achieve certification targets set by Brazilian Directorate of Civil Aviation and the Federal Aviation Administration. Flight testing began in 1983, influenced by operational requirements of launch customers including Atlantic Southeast Airlines and Trans World Airlines affiliates.
The airframe features a low-wing cantilever monoplane configuration with pressurized fuselage and a T-tail arrangement influenced by designs from British Aerospace and Fairchild Aircraft. Power is provided by paired turboprop engines from Pratt & Whitney Canada, driving multi-bladed propellers manufactured by firms related to Hamilton Standard. Typical seating ranges accommodated 30 passengers in single-class layouts, with cruise speeds approximating regional jet competitors from Bombardier Aerospace and Fokker in its category. Systems include avionics suites compatible with navigation aids from Honeywell and Thales Group suppliers, while landing gear and structural components reflect metallurgy practices common to AlliedSignal and Goodrich Corporation suppliers. Performance metrics include range and payload balancing similar to contemporary models operated by American Airlines regional partners and United Airlines feeders.
Entry into service occurred in 1985 with operators such as Rio Sul Serviços Aéreos Regionais, Atlantic Southeast Airlines, and charter operators operating within networks of Continental Airlines. The type saw rapid adoption by regional carriers in markets served by Aeroméxico Connect, Japan Air Commuter, and several European Aviation affiliates. In airline fleets, the aircraft often replaced older types from Hawker Siddeley and Boeing commuter conversions. Deployments included cold-weather routes in partnership with operators experienced with SAS affiliates and hot-and-high operations in regions served by LATAM Chile and Aerolineas Argentinas feeders. Maintenance and aftermarket support evolved through agreements with Embraer and established MRO providers such as AAR Corporation.
Several civil and governmental variants were produced, following a lineage of incremental changes akin to upgrade paths used by Bombardier and ATR models. Corporate and executive conversions mirrored practices by companies like Gulfstream Aerospace and Cessna in creating VIP interiors. Military/utility adaptations included maritime patrol and transport configurations comparable to conversions undertaken for Lockheed Martin derivatives and platforms used by Royal Australian Air Force auxiliaries.
Major regional airlines that operated the type included Atlantic Southeast Airlines, Continental Express, Comair, CityJet, SkyWest Airlines, and Horizon Air. International civil operators encompassed Aerovias de México, TAME, Cabo Verde Airlines, and multiple African and Asian regional carriers. Corporate operators and charter companies such as NetJets-style firms and bespoke charter houses used executive-fitted examples. Leasing companies and lessors managed fleets on behalf of operators, following commercial practices common to ILFC and AerCap predecessors.
Air arms and government agencies used the platform for light transport, training, and maritime surveillance, paralleling roles filled by platforms operated by Royal Air Force, Brazilian Air Force, Chilean Air Force, and Colombian Aerospace Force. VIP transport variants served heads of state and ministries in various countries, similar to special mission employment observed with Gulfstream and Dassault executive fleets. Law enforcement and coast guard adaptations paralleled mission sets executed by units from US Coast Guard-aligned services and regional defense ministries.
The type experienced a number of accidents and incidents attributed to varied causes such as controlled flight into terrain, icing-related losses, and runway excursions in conditions affecting operators including Trans-Colorado Airlines, LACSA, and regional affiliates of American Airlines. Accident investigations were conducted by agencies analogous to the National Transportation Safety Board and civil aviation authorities in affected states, yielding safety recommendations similar to those made after incidents involving De Havilland and ATR turboprops. Lessons influenced operational procedures across carriers like SkyWest Airlines and maintenance regimes upheld by Embraer.
Category:Regional airliners