The success of the first two EMB 100 prototypes—built by the team at the then-CTA (Aeronautics Technical Center) under the leadership of Ozires Silva—presented engineers with the challenge of serial production and commercialization. To this end, the Federal Government officially established Embraer on August 19, 1969.
The company began operations on January 2, 1970; while the two Bandeirante prototypes were logging flight hours, the design team was producing a third unit. Alongside production, new studies revealed that market conditions had changed, and the aircraft's eight-seat capacity was no longer sufficient to meet the demands of regional airlines.
Embraer therefore decided to redesign the aircraft, creating the EMB 110 Bandeirante—which was larger (featuring 12 seats in the military version) and incorporated technical improvements over the initial units.
Serial production of the EMB 110 began in 1971, the same year the aircraft received certification from the CTA. The first production-model Bandeirante took flight on August 9, 1972. Ten days later, a ceremony was held at Embraer to mark its public unveiling.
On February 9, 1973, the first EMB 110 Bandeirante was delivered to the Brazilian Air Force (FAB). On April 11, the first Bandeirante was delivered to a commercial airline, Transbrasil—an order placed just three months prior. The Bandeirante's first commercial flight took place on April 16, 1973, serving cities in the south of the country.
The aircraft was well-received by the public and operating airlines alike. It was lightweight and highly cost-effective, effectively meeting the demands of the regional aviation market. It also responded very positively to the first oil crisis of 1973, when a significant rise in fuel prices drove up the operating costs of jet aircraft. The Bandeirante, being far more economical than its competitors, became even more competitive.
In 1975, Embraer exported its first Bandeirante aircraft: two units were sold to the Uruguayan Air Force. Two years later, exports to commercial airlines began, with the French carrier Air Littoral being the first customer. Before delivery, the aircraft was exhibited at one of the world's most important aviation events: the Le Bourget International Air Show in France.
It was Embraer's first time participating in the airshow. To expand Bandeirante exports, Embraer sought certification from international organizations. On December 21, 1977, the aircraft received certification from France's Direction Générale de l'Aviation Civile (DGAC). On August 15, 1978, it received certification from the United Kingdom's Civil Aviation Authority (CAA).
After securing type certification in several countries, the company sought certification in the United States from the Federal Aviation Administration (FAA). However, until the late 1970s, the use of small aircraft on regional routes was not permitted in the country. Following various agreements, the FAA modified the requirements for operating smaller aircraft in May 1978. In this new landscape, Embraer needed only a buyer to initiate the certification process; this occurred on June 21, 1978, when Robert Terry, president of Aero Industries, signed a contract to purchase three Bandeirante units for use by Aero Commuter, a subsidiary of his company.
Consequently, on August 18, 1978—three days after receiving certification in the UK—the Bandeirante EMB 110 was certified by the FAA. From that point on, the Bandeirante began to be exported to numerous countries. Its significant sales success abroad was a key factor in Embraer’s decision to establish a U.S. subsidiary in 1979: Embraer Aircraft Corporation (EAC), based in Fort Lauderdale, Florida. In addition to supplying spare parts, EAC aimed to expand Embraer’s presence in the North American market and provide technical support and training to various commuter airlines serving smaller cities.
Subsequently, a study conducted with airline operators revealed a need for further aircraft improvements, such as increased interior space, reduced cabin noise, more powerful engines, modern avionics, and the installation of a dedicated crew door. These modifications led to the development of the P1 model (seating 18 passengers) and the P2 model (for passengers and cargo, featuring a wide door); both were soon certified by the FAA and subsequently in other countries. Before long, the Bandeirante was ready to operate in the most adverse conditions, facing temperatures ranging from -30°C to +40°C.
Bandeirante production ended in late 1991, with the final aircraft—serial number 498—delivered to the Government of Amazonas in 1995. A total of 498 units were manufactured: 253 for Brazil and 245 sold to other countries.
Initial production model for military transport with twelve seats. Equipped with 680HP Pratt & Whitney Canada PT6A-27 engines and redesigned nacelles fully housing the retracted landing gear.
The EMB 100 Bandeirante project, initiated even before the birth of Embraer, provided the basis for the development of various aircraft, including the military model EMB 111 "Bandeirante Patrulha," nationally nicknamed "Bandeirulha." Introduced in 1977, the aircraft was designed to play a leading role in maritime reconnaissance, search and rescue missions.
Aerial photogrammetry version for military use, equipped with Zeiss cameras, with capacity for up to five passengers/operators.
Special version of the EMB 110B with a quick conversion option for transporting up to fourteen passengers. Two units were built, one for the Uruguayan Air Force and the other for civilian use.
Special executive version for aerial photogrammetry missions, for nine passengers.
A civilian transport version with fifteen, twelve, or sixteen seats, developed specifically to meet regional air transport needs. Five units were supplied to the Uruguayan Air Force.
Special version of the EMB 110C with anti-icing devices supplied to the Chilean Navy.
Executive transport version of the EMB 110C with six or eight seats, reclining seats, folding tables, stereo sound system, air conditioning and full catering services.
EMB 110E version with special equipment.
Military transport version with a capacity of 1,650 kg. Equipped with 750 HP Pratt & Whitney Canada PT6A-34 engines, ventral fin, fuselage length of 14.60 m, rear cargo door and extra passenger and crew door.
Civilian transport version of the EMB 110K1 with eighteen seats. Equipped with Pratt & Whitney Canada PT6A-27 or PT6A-34 engines. EMB 110P1 - passenger/cargo quick conversion model of the EMB 110P.
Quick conversion model for passengers/cargo based on the EMB 110P, with up to 21 seats, no cargo door, and a maximum weight of 5,670 kg.
Quick conversion passenger/cargo version of the EMB 110K1 with similar payload. EMB 110P1SAR - SAR version of the EMB-110P1 (K) with accommodations for six stretchers and a maximum weight of 6,000 kg. Designation in the Brazilian Air Force (see cards in blue):
Civilian version, with the sub-variants EMB 110P2A, 110P1A/41 and 110P2A/41 identical to P1, but with a 10° dihedral angle for the horizontal stabilizers, improved acoustic insulation and other modifications.
Geophysical research version for performing remote sensing work, made from the EMB 110C with a larger internal wing tank volume, magnetometer rod on the fin, two equipment operators, and 750HP Pratt & Whitney Canada PT6A-34 engines.
Aircraft Name: EMB 110 Bandeirante
Market Segment: Commercial Aviation, Defense & Security, Executive Aviation
Passenger Capacity: 12
Engine Specifications: 2 Pratt&Whitney PT6A-27, 680HP each
Maximum Cruise Speed: 418km/h
Range: 1850km
Landing Distance: 530m
Takeoff Distance: 460m
Length: 15, 08m
Height: 4,92m
Wingspan: 15,32m
Project Start: 1965
First Flight: 16/08/1972
Rollout: 09/08/1972
First Delivery: Commercial Aviation - Transbrasil - 11/04/1973
End of Production: 1991
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