While a joint partnership between Brazilian aerospace company Embraer and L3Harris Technologies to outfit Embraer’s KC-390 Millennium tanker-transport with U.S. systems and a custom refueling boom was formally declared dead late last year, the company is advancing a fresh effort to sell the Millennium to the Air Force.

You can read all about the compelling case for a boom-equipped KC-390 that fits within the Air Force’s emerging battle concept in this past feature.

At the Air Force Association’s Air, Space & Cyber conference this week, Embraer displayed a model of the twin jet medium-lift aircraft in full Air Force livery and touted its American-made parts. With more than half the components built in the U.S., including a flight data recorder from L3Harris, and much of the guts, like its V2500-E5 engine’s avionics made by RTX-owned companies, the aircraft is Buy American Act compliant and capable of serving as as a tactical transport or a tanker in the austere environments where the Air Force expects to concentrate significant aspects of its future combat operations. The KC-390 has loosely similar lifting capabilities as the C-130J Super Hercules.

Embraer is also evaluating site locations in the U.S. for a KC-390 manufacturing facility, the company said. It now operates out of nine U.S. locations, including Jacksonville, Florida, where it conducts final assembly for the A-29 Super Tucano.

The KC-390 marks a decade since its first flight this year and now serves 11 international customers, many of them within NATO, Frederico Lemos, chief commercial officer for Defense and Security, told The War Zone. While Embraer has made public overtures to sell a variant of the aircraft to the U.S. Air Force for several years, it’s now touting an additional selling point: a U.S. demonstration tour completed earlier this year, in which the Millennium participated in a spectrum of defense, disaster response, and space-focused events.

“The aircraft showcased its unmatched versatility and readiness to support the U.S. Department of Defense in addressing critical air refueling challenges,” Embraer said in a release distributed at the tradeshow. “Its performance and cargo capacity also make it ideal for rescue missions, space logistics, and special operations.”

Lemos cited one successful test last July in which U.S. and Portuguese airmen at Ramstein Air Base, Germany, conducted a cold-load training – meaning a loading exercise with the engines off – on a KC-390 using a U.S. Army M142 HIMARS launcher. Embraer saw this as not only a validation of the load capacity of the aircraft but also a mission proof-of-concept.

“They’re able to prepare the airfields, deploy the HIMARS, come back to the airplane and move away as fast as possible,” Lemos said. 

Lemos said the KC-390 is capable of taking off on a strip as short as 1,000 meters (3,280 feet). The company also claims the aircraft can be reconfigured for all nine missions it offers – from aerial resupply and aerial assault to special operations, search-and-rescue, and medevac – within three hours. 

It’s not clear if the recent mission demonstration tour has made the Air Force any more interested in investing in the aircraft. For the tanking mission, the service this year reaffirmed its commitment to keeping its KC-135 in service until at least the 2050s, though Air Mobility Command Commander Gen. John Lamontagne said in a Defense One interview that doing so may require a recapitalization program. The yet-to-be-selected Next-Gen Air Refueling System, or NGAS, is ultimately expected to replace the KC-135.

Still Embraer sees daylight to make its case.

“We see that the tanking needs of the U.S. Air Force are there. There’s an aging fleet that is coming to the end of its service life, and the challenges [of] the mission that we see for the future is different from the past. So you need the combination of capabilities. You need strategic tanking, but you also need tactical tanking, and more than that, you need to have assets that can do multiple missions from areas that you don’t have,” he said. “All the logistics and preparedness in terms of airfields that you used to have. You need to operate from remote locations, small islands, small airfields. And the KC-390 fits in that role …So more missions with less assets that are more affordable and with a lower life-cycle cost throughout its life.”

Embraer also touts KC-390’s readiness for the Air Force with its full operational capability status and its contemporary design, with high customizability and open-architecture construction to meet customers needs.

“You can select the mission mode, so the behavior of the aircraft depends on the type of mission,” Lemos said. “You have a lot of connectivity, compatible with the latest generation of fighters … we have ISR that can be used for reconnaissance but also for laser designation and target identification, to be combined with kinetic effects … or to send information to other fighters or other assets in the zone.”

Lemos wouldn’t describe any feedback he’s getting from the Air Force on its Millennium pitch, but he acknowledged modifications would need to be made.

“What we need to do is to listen, from the Air Force, what specific connectivity they would like to add on top of the 390 to make it more interoperable,” he said.

The boom may also make a return. While current product imagery of the KC-390 show drogues, Lemos said earlier this year, according to a Breaking Defense report, that it would be willing to self-fund a refueling boom for an Air Force tanker variant – effectively a necessity, given the number of Air Force planes requiring one – if the service NGAS assessments made space for the possibility of Millennium adoption.

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