From Market to Platform

For decades, Brazil was a case apart in aerospace for the rest of Latin America: a large, self-sufficient ecosystem centered on Embraer, with little industrial interaction with its neighbors. Over the past year, that picture stopped being accurate. Several decisions made in 2026 show Brazil exporting not only aircraft but industrial and service capacity to the region.

Gripen: Technology Transfer That Now Produces

The 2014 contract for 36 Gripens for the Brazilian Air Force included technology transfer and local production. On March 25, 2026, Embraer, Saab and the Air Force unveiled at Gavião Peixoto, São Paulo State, the first Gripen E produced in Brazil, with aerostructures manufactured by Saab in São Bernardo do Campo and a network of Brazilian and international suppliers.

Four months later, at Farnborough, Embraer and Saab signed a heads of agreement for the potential production of twenty additional Gripens at Gavião Peixoto, with a final agreement targeted for 2026. The announcement was explicitly framed around global demand and the needs of customers across the region. Gavião Peixoto is the only Gripen final assembly line outside Sweden: what began as industrial compensation for a national purchase is becoming a production capability with export ambitions.

The C-390: International Scale

In the second quarter of 2026, Embraer reached a record order backlog of USD 34.5 billion — its seventh consecutive increase — with the Defense & Security segment growing 42% year over year to USD 6.1 billion. The engine of that growth was the C-390 Millennium: the United Arab Emirates ordered ten firm aircraft plus ten options, the largest single-country international order for the aircraft and its first sale in the Middle East.

In August 2026, Colombia ordered two KC-390s, becoming the second South American country to acquire the aircraft, under a contract that includes a comprehensive offset program, mission equipment and integrated support services. The details of the offset program have not been disclosed, but its existence confirms that the industrial relationship between Brazil and the Andean region now has a concrete contractual vehicle.

MRO: Brazil Finances Services for Others

On September 8, 2026, Avianca secured financing of up to USD 300 million for maintenance of its fleet's CFM56 engines at GE Aerospace's Celma shop, with operations in Petrópolis and Três Rios, Rio de Janeiro State. The transaction was structured with Citibank and backed by Export Credit Insurance administered by the Brazilian Agency for the Management of Guarantee Funds and Guarantees (ABGF). It is the first time a non-Brazilian airline has obtained financing under that framework for engine maintenance services.

The fact matters more than it seems. Brazil no longer just offers MRO capacity; it now makes public export credit instruments available to foreign customers so they can contract that capacity on its territory. It is industrial policy applied to services.

What It Means for the Rest of the Region

For suppliers in Colombia, Chile, Peru or Ecuador, Brazil's consolidation as a platform has two readings, and both are true.

The first is competitive. A regional hub with scale, state financing and established certifications captures demand that might otherwise stay in local markets. The Avianca case shows it: engine maintenance for an airline with a strong Andean base is performed and financed in Brazil.

The second is about opportunity. The Gripen and C-390 supply chains need suppliers, and the offset programs tied to regional purchases — such as Colombia's KC-390 — create a formal channel for companies from other countries to join them. The access condition is the same as across the sector: AS9100 or AS9110 certification, documented traceability and audited special processes. The difference is that the buyer is no longer only in North America or Europe; it is also in São Paulo.

Organizations in the region that see Brazil as a potential customer and partner, and not only as a competitor, will have a closer route into the aerospace supply chain — in their own time zone, and with programs that will run for decades.