Embraer/FMA CBA 123 Vector

By 1985, economic integration of South America seemed to be in progress with advances in the negotiations of Mercosur between the Brazilian and Argentine governments. Meanwhile, in 1985, the Brazilian aircraft manufacturer Embraer, having commenced production of its EMB 120 Brasilia 30-seat turboprop airliner, started the design process for a 19-seat airliner to replace Embraer's aging EMB 110 Bandeirante. In 1986, as a way of encouraging partnership between both countries, an agreement to develop a Brazilian-Argentine aircraft was signed between Embraer and the Argentine company Fabrica Militar de Aviones (FMA).Air International September 1990, pp. 122–123. Initially called the EMB 123, the aircraft was expected to sell for USD$3 million and earn sales of USD$750 million through the year 2000.{{cite news |issn=0307-1766 |work=Financial Times |url=https://archive.org/details/FinancialTimes1986UKEnglish/Jul%2002%201986%2C%20Financial%20Times%2C%20%2329969%2C%20UK%20%28en%29/page/n5 |title=Argentina is offered share in airliner venture |page=6 |department=World Trade News |date=2 July 1986 |first=Michael |last=Donne |number=29968}} The name "CBA" stood for "Cooperación Brasil-Argentina" (Spanish), and "Cooperação Brasil-Argentina" (Portuguese), meaning Brazil-Argentina Cooperation.Air International September 1990, p. 126.

File:Embraer CBA-123 (1).jpg

Initially, the costs and workload of the project were divided between Embraer (67%) and FMA (33%). FMA was assigned production of the wings, fins, and rudders. The original plan for the fuselage was to use a stretched version of Embraer's EMB 121 Xingu, but the cooperative decided to use a shorter version of the Brasilia.{{cite magazine |magazine=Air Force Magazine |issn=0730-6784 |department=Jane's all the world's aircraft supplement |editor-first=John W. R. |editor-last=Taylor |pages=102–103 |publication-date=December 1986 |title=Embraer EMB-123 |url={{GBurl|D949AQAAIAAJ|pg=SL6-PA102}} |volume=69 |number=12}} First flight was originally planned for 1988, and then customer delivery would occur in 1990.{{cite magazine |issn=0278-6702 |magazine=Airline Executive |title=Farnborough '86: The intensity of competition was apparent at Farnborough, yet high costs are forcing more cooperative efforts throughout the industry |url=https://archive.org/details/sim_airline-executive-international_1986-10_10_10/page/30 |pages=30–[https://archive.org/details/sim_airline-executive-international_1986-10_10_10/page/34 34] |publication-date=October 1986 |first=Roy |last=Allen |volume=10 |number=10}} The work assignment on the Argentine side was later changed to the central fuselage, rear fuselage, and horizontal stabilizers.{{cite report |work=Science & Technology: Europe & Latin America |series=JPRS Report |title=Brazilian, Argentine cooperation on CBA-123 detailed |url=https://archive.org/details/DTIC_ADA346323/page/n30 |pages=27–28 |publication-date=26 January 1988 |date=19 October 1987 |via={{ill|Gazeta Mercantil|pt}} |volume=JPRS-ELS-88-003 |department=Latin America: Aerospace, Civil Aviation |translator=Foreign Broadcast Information Service}}

In September 1987, the Garrett Engine Division of AlliedSignal was named as the CBA 123's engine supplier. The engine selected was the TPE331-16,{{cite magazine |magazine=Airline Executive |issn=0278-6702 |title=Supplier news |url=https://archive.org/details/sim_airline-executive-international_1988-01_12_1/page/n45 |publication-date=January 1988 |page=44 |volume=12 |number=1}} which was soon renamed as the TPF351-20.{{cite magazine |magazine=Airline Executive |issn=0278-6702 |title=Garrett engine is redesignated |url=https://archive.org/details/sim_airline-executive-international_1988-02_12_2/page/n13 |department=Regional Airline Report |publication-date=February 1988 |page=12 |volume=12 |number=2}} To validate that the rear-mounted turboprop configuration was viable, Embraer performed flight tests of a Garrett TPE331-12B engine attached to the aft fuselage of a Brasilia testbed aircraft, registration number PT-ZBA, in early 1989.{{cite magazine |magazine=Airline Executive |issn=0278-6702 |title=Supplier News |url=https://archive.org/details/sim_airline-executive-international_1989-04_13_4/page/n43 |publication-date=April 1989 |pages=42–43}} The tests confirmed that the engine layout resulted in lower cabin noise and vibration.

In mid-1989, the CBA 123 was branded as the "Time Machine".{{cite magazine |magazine=Airline Executive |issn=0278-6702 |title=Embraer unveils Time Machine |url=https://archive.org/details/sim_airline-executive-international_1989-07_13_7/page/15 |department=Regional Airline Report |publication-date=July 1989 |page=15}} However, by the first quarter of 1990, the cooperative was sponsoring a competition to choose a new name for the CBA 123.{{cite magazine |magazine=Airline Executive International |issn=0278-6702 |title=Let your imagination take wing: Give a name to the CBA-123 and win a trip to Rio de Janeiro |url=https://archive.org/details/sim_airline-executive-international_1990-02_14_2/page/13 |publication-date=February 1990 |page=13 |author=Embraer-FAMA}} The aircraft was named the "Vector" during ceremonies for its inaugural flight,{{cite magazine |url= {{GBurl|CMTZQfPoSXoC|p=10}} |title= First CBA-123 begins flight-testing |magazine= Flying |issn=0015-4806 |volume=117 |number=10 |page=10 |given=J. Mac |surname=McClellan |department=Reporting Points |date= October 1990}} which occurred on 18 July 1990 without incident. The official presentation on 30 July 1990 was attended by Brazil President Fernando Collor de Mello and Argentine President Carlos Menem. The CBA 123 now had 130 soft orders, mostly from U.S. companies. After 10 test flights and 30 flight hours, the Vector was flown from Brazil across the Atlantic Ocean to be presented at the Farnborough Air Show in early September 1990.{{cite magazine |issn=0015-4806 |magazine=Flying |publication-date=December 1990 |volume=117 |number=12 |department=Reporting Points |title=Soviets steal the show again |url={{GBurl|CGIuxeSmYt4C|p=30}} |pages=30, 32, 34 |ref=Flying, December 1990}} By the fourth quarter of 1990, the aircraft had reached an estimated price of about USD$5 million, which was thought to be around USD$1 million more expensive than competing 19-seat turboprops.{{cite news |newspaper=Fort Lauderdale Sun-Sentinel |issn=0744-8139 |title=Embraer unveils new plane design |url=https://www.sun-sentinel.com/news/fl-xpm-1990-11-06-9002230974-story.html |first=Earl |last=Daniels |publication-date=6 November 1990 |page=3D |department=Business}} But in November 1990, Embraer began cutting nearly 4,000 jobs from its 12,800-employee workforce, while announcing a one-year delay in CBA 123 program development.{{cite magazine |title=Workforce cut as Embraer suspends EMB-145 plan |magazine=Flight International |issn=0015-3710 |publication-date=7–13 November 1990 |page=4 |department=Headlines |given=Mike |surname=Gaines |url-status=dead |archive-date=8 January 2018 |archive-url=https://web.archive.org/web/20180108175100/https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203332.html |url=https://www.flightglobal.com/pdfarchive/view/1990/1990%20-%203332.html}} By this time, Embraer expected aircraft production to start in May 1993. The second Vector prototype made its initial flight in March 1991, as the cooperative attempted to make some equipment items optional instead of standard to reduce the aircraft price.{{cite magazine |issn=0015-3710 |magazine=Flight International |title=Embraer tests new 145 as Vector takes to air |url=https://www.flightglobal.com/FlightPDFArchive/1991/1991%20-%200700.PDF |publication-date=27 March – 2 April 1991 |first=Guy |last=Norris |page=18 |department=Technical: Air Transport |url-status=dead |archive-date=8 February 2018 |archive-url=https://web.archive.org/web/20180208004448/https://www.flightglobal.com/FlightPDFArchive/1991/1991%20-%200700.PDF}} The second prototype flew at the 1991 Paris Air Show in June, by which time the aircraft had accumulated 400 hours of flight testing.

Unfortunately for Embraer and FMA, the high technology which would ensure the success of the CBA 123 was one of the reasons of its demise. The final unit cost of the aircraft was too high to be absorbed by the market. Also, new investments from the Brazilian Government became unavailable due to the political crisis caused by the impeachment process and resignation of President Collor de Mello.{{citation needed|date=March 2019}} In addition, Embraer claimed that electronics suppliers increased their prices and demanded advance payments due to Embraer's financial difficulties at the time, which caused the aircraft price to become more expensive.{{cite news |work=CNN Brazil |title=Conheça o CBA-123, avião da Embraer que fracassou, com Argentina e privatização |trans-title=Meet the CBA-123, Embraer's failed plane, with Argentina and privatization |url=https://www.cnnbrasil.com.br/business/conheca-o-cba-123-aviao-da-embraer-que-fracassou-com-argentina-e-privatizacao/ |date=25 April 2021 |access-date=10 October 2021 |department=Business |language=Portuguese}}

File:PT-ZVE Embraer CBA-123 (8181507489).jpg

The third prototype (LV-X134), to be built by FMA, was stopped at 80% (est.) of building and now is stored in Argentina.{{cite web|url=http://pasionaeronauticaargentina.blogspot.com/2008/10/una-joya-en-cba.html|title=Pasión Aeronáutica Argentina: Una Joya en CBA...!!!|first=German|last=R.b|year=2008}}

The CBA 123 Vector project, which cost US$300 million, was therefore cancelled, with only two prototypes built. Although a failure, the project gave Embraer maturity to work with new technologies, which led to the development of the successful Embraer ERJ 145 family of jets. Upon the return of founder Ozires Silva as Embraer's leader in 1992, he faced the choice of whether to continue with the CBA 123 or the ERJ 145. Silva initially wanted to postpone the ERJ 145 in favor of certifying the CBA 123, which was in a more advanced state of development, but the company's U.S. representatives convinced him to proceed instead with the ERJ 145 based on the regional jet segment's better market outlook. The rear-engined ERJ 145 had the same Brasilia-derived fuselage cross-section as the CBA 123, so the ERJ 145 was basically a stretch of the CBA 123 with turbofans instead of turboprops. Much of the CBA 123 development work fed into the development of the ERJ 145.

Some of these new technologies on the CBA 123 were described in the Federal Aviation Administration response to a request for certification of the aircraft: "This airplane incorporates a number of novel or unusual design features, such as digital avionics including, but not necessarily limited to, 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), which are vulnerable to lightning and high-intensity radiated fields (HIRF) external to the airplane. In addition to these novel or unusual design features, the Model CBA-123 also incorporates other unrelated novel or unusual design features. Those features will be the subject of separate notices of proposed special conditions".{{cite report |url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgSC.nsf/0/2716665111BEC58886256FA90065DD8F?OpenDocument |publisher=Federal Aviation Administration (FAA) |title=Final special condition: Embraer model CBA-123 airplane; lightning and high intensity radiated fields (HIRF) |date=20 February 1991 |publication-date=1 April 1991 |first=Darrell M. |last=Pederson |url-status=dead |archive-date=20 May 2018 |archive-url=https://web.archive.org/web/20180520193153/http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgSC.nsf/0/2716665111BEC58886256FA90065DD8F?OpenDocument}}

File:CBA-123 Vector (4869425265).jpg

The aircraft was designed as a high-technology turboprop aircraft, to be fully certified under United States FAR 25. It was powered by two Garrett TPF351 turboprop engines (more powerful derivatives of Garrett's popular TPE331) mounted on pylons on the rear fuselage and driving six-bladed pusher configuration scimitar propellers,Air International September 1990, p. 127. which spun on a plane of rotation that was {{convert|12|ft}} behind the nearest row of seats.{{cite magazine |magazine=Airline Executive International |issn=0278-6702 |title=Upgrade your regional service to jet standards |url=https://archive.org/details/sim_airline-executive-international_1990-01_14_1/page/n4 |publication-date=January 1990 |page=3 |author=Embraer-FAMA}} The engine location allowed a smaller wing to be used, giving a higher cruise speed, while also improving passenger comfort.Air International September 1990, p. 124. Noise was estimated to be an average volume of 74–76 decibels within the cabin during cruise, and the cooperative claimed the aircraft was noticeably quieter than a Boeing 737-300. The engines used alternative gearbox modules, so the propellers could be set up to rotate in either direction to support the counter-rotating propeller configuration of the CBA 123. The initial configuration had the port propeller turning clockwise, while the starboard propeller turned counterclockwise.{{cite magazine |title=Vector pushes ahead with TPF351 |magazine=Flight International |issn=0015-3710 |publication-date=28 November 1990 |volume=138 |number=4244 |given=John |surname=Bailey |pages=30+ |id={{Gale|A9152214}}}} Rotational speed of the Hartzell HC-E6A-5 propellers was up to 1,700 rpm, and at cruise the propellers turned at 1,445 rpm.{{cite magazine |title=Pushing ahead |url=https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202116.html |magazine=Flight International |issn=0015-3710 |date=14–20 August 1991 |pages=26–29 |first=Harry |last=Hopkins |url-status=dead |archive-date=10 January 2018 |archive-url=https://web.archive.org/web/20180110175644/https://www.flightglobal.com/pdfarchive/view/1991/1991%20-%202116.html |id={{Gale|A11139430}} |volume=140 |number=4280}} Propeller diameter was {{convert|102|in|m|sigfig=3|abbr=off|sp=us|order=flip}}.

The aircraft design had wings with supercritical airfoils, used a FADEC system for engine control, plus EICAS and EFIS avionics systems.Air International September 1990, pp. 126–127. Fastest cruise speed was about {{convert|350|–|360|kn|km/h mi/h}} at an altitude of around {{cvt|25,000|ft|order=flip}}. Most economical cruise altitude was at {{cvt|30,000|–|35,000|ft|order=flip}}.

To celebrate its 40th anniversary, Embraer restored its two prototype CBA 123 aircraft and donated them to Brazilian aviation museums. The work began in early 2008 and was completed in May 2009. The aircraft are on public display at the following locations:{{cite press release |author=Embraer |title=Embraer Delivers Restored CBA 123 Aircraft to MAB |date=2 October 2009 |url=https://www.newswiretoday.com/news/58261/ |publisher=NewswireToday}}

• First prototype (registration number PT-ZVE): Outdoor exhibit at the Brazilian Aerospace Memorial ({{ill|Memorial Aeroespacial Brasileiro|pt}}, or MAB) in São José dos Campos.
• Second prototype (registration number PT-ZVB): Main exhibition hall at the Museu Aeroespacial in Rio de Janeiro.{{cite news |work=AvStop Online Magazine |title=Restored Embraer CBA 123 aircraft delivered to Musal |url=http://avstop.com/news/restored_embraer_cba123_delivered_to_musal.htm |date=20 August 2009 |first=Antonio |last=Percy |access-date=6 October 2021}}

In June 2013, the uncompleted FMA-built third prototype was put on outdoor display at the {{ill|School of Exact Sciences|es|Facultad de Ciencias Exactas, Físicas y Naturales (Universidad Nacional de Córdoba)}} of the National University of Córdoba (UNC), in Córdoba, Argentina.{{cite web |title=El CBA-123, nuevo monumento cordobés |url=http://aeropuertocordoba.blogspot.com/2013/06/el-cba-123-nuevo-monumento-cordobes.html |access-date=9 June 2013 |work=Aeropuerto Internacional Córdoba (Córdoba Spotters) |date=9 June 2013 |language=Spanish}}

File:CBA-123 VECTOR (4870041010).jpg

{{Aircraft specs

|ref=Jane's All The World's Aircraft 1993–94 Lambert 1993, pp. 143–145.

|prime units?=met

|genhide=

|crew=2

|capacity=19 passengers

|length m=18.09

|length ft=

|length in=

|span m=17.72

|span ft=

|span in=

|height m=5.97

|height ft=

|height in=

|wing area sqm=27.2

|wing area sqft=

|airfoil=root EA160316, tip EA 160313

|aspect ratio=11.5:1

|empty weight kg=6230

|empty weight lb=

|max takeoff weight kg=9500

|gross weight lb=

|fuel capacity={{convert|2612|L|USgal impgal|abbr=on}}

|eng1 number=2

|eng1 name=Garrett TPF351-20A

|eng1 type=turboprops

|eng1 kw=

|eng1 hp=

|eng1 shp=1300

|eng1 kn=

|eng1 lbf=

|eng1 kn-ab=

|eng1 lbf-ab=

|prop blade number=6

|prop name=aluminum blade/hub Hartzell HC-E6A pusher propeller

|prop dia m={{cvt|102|in|m|order=out|disp=number}}{{cite conference |issn=0148-7191 |jstor=44547593 |title=Pusher turboprop installation technology for the Embraer CBA-123 Vector |conference=SAE General, Corporate, & Regional Aviation Meeting & Exposition |location=Wichita, Kansas |date=April 9–11, 1991 |first=R. S. |last=Reuland}}

|prop dia ft=

|prop dia in=

|perfhide=

|max speed kmh=594

|max speed mph=

|max speed kts=

|max speed note=at {{convert|24000|ft|m|0|disp=flip|abbr=on}}

|cruise speed kmh=569

|cruise speed mph=

|cruise speed note=at {{convert|30000|ft|m|-1|disp=flip|abbr=on}}

|stall speed kmh=163

|stall speed note=(flaps down, power off)

|range km=1852

|range miles=

|range note=(19 passengers)

|ceiling m=

|ceiling ft=35000

|climb rate ms=

|climb rate ftmin=2350

|climb rate note=at sea level

|more performance=

|avionics=

}}

{{Portal|Aviation}}

{{aircontent

|see also =

• NAL Saras

|related=

• Embraer EMB 120 Brasilia
• Embraer EMB 145 Amazon

|similar aircraft=

• Beech 1900
• British Aerospace Jetstream 31
• Fairchild Metro

}}

{{Reflist}}

{{Refbegin}}

• Lambert, Mark (ed.). Jane's All The World's Aircraft 1993–94. Coulsdon, UK: Jane's Data Division, 1993. {{ISBN|0-7106-1066-1}}.
• "South American Vector". Air International, September 1990, Vol 39 No. 5. pp. 122–128.
• {{cite book |last1=Venturino |first1=Juan Francisco |last2=Venturino |first2=Manuel Luis |title=El proyecto argentino-brasileño del avión de pasajeros CBA-123 "Vector": crónica de un exitoso fracaso |date=2016 |publisher=Editorial Dunken |location=Argentina |isbn=9789870293033 |language=es |access-date=15 March 2019 |url={{GBurl|EA8hDgAAQBAJ}} }}{{Dead link|date=September 2024 |bot=InternetArchiveBot |fix-attempted=yes }}
• {{cite report |work=Science & Technology: Europe & Latin America |series=JPRS Report |title=Joint ventures to build aircraft planned |url=https://archive.org/details/DTIC_ADA355395/page/n124 |page=121 |publication-date=8 December 1987 |date=7 October 1987 |via=EFE |volume=JPRS-ELS-87-052 |department=Latin America: Defense Industries |translator=Foreign Broadcast Information Service }}
• {{cite news |agency=United Press International (UPI) |title=Brazil, Argentina improve ties |url=https://www.upi.com/Archives/1986/06/01/Brazil-Argentina-improve-ties/5065517982400/ |date=1 June 1986 |first=Daniel |last=Drosdoff |access-date=18 October 2021 }}
• {{cite news |issn=0190-8286 |newspaper=Washington Post |title=Brazil, Argentina forge closer ties |url=https://www.washingtonpost.com/archive/politics/1986/04/17/brazil-argentina-forge-closer-ties/c1b585c8-3d39-4f76-8bb9-7b0582619fa4/ |date=17 April 1986 |first=Bradley |last=Graham }}

{{Refend}}

{{Commons category|Embraer/FMA CBA-123 Vector}}

• {{Official website|https://historicalcenter.embraer.com/global/en/cba-123-vector}} – Embraer's CBA-123 page
• [https://www.fadeasa.com.ar/?lang=en Fábrica Argentina de Aviones (FAdeA) SA] – FMA successor
• [https://web.archive.org/web/20090722101721/http://www.mincyt.cba.gov.ar/site/fabricamilitar/19551993/19551993_06ak.html FMA CBA 123 I.A. 70] (in Spanish) – FMA chronicles and testimony from Ángel César Arreguez, published by the Ministry of Science and Technology in Córdoba province, Argentina
• {{YouTube|eOHRz2vMOlE|Guided tour of the CBA-123's engines, exterior, cabin, and cockpit}} (in Portuguese)
• {{YouTube|eL1WyljugrM|1990 Brazilian TV news reports covering the July 18 inaugural flight, July 30 official presentation, and September Farnborough Air Show appearance}} (in Portuguese)
• {{YouTube|-Y-rWSkWSwA|CBA-123 prototype on display in Córdoba, Argentina}} – from Canal 10 Córdoba (in Spanish)
• [https://www.airliners.net/search?keywords=CBA-123 CBA 123 Vector photos] on Airliners.net.
• [http://www.cba123vector.com/ El proyecto argentino-brasileño del avión de pasajeros CBA-123 Vector] (in Spanish) – retrieved 15 March 2019

{{Embraer}}

{{FMA aircraft}}

{{Authority control}}

{{DEFAULTSORT:Embraer FMA CBA 123 Vector}}

Category:Abandoned civil aircraft projects

CBA 123

IA 70

Category:1990s international airliners

Category:1990s Brazilian experimental aircraft

Category:Twin-turboprop pusher aircraft

Category:Argentina–Brazil relations

Category:Aircraft with retractable tricycle landing gear

Category:Low-wing aircraft

Category:T-tail aircraft

Category:Aircraft first flown in 1990