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Embraer sells E175 and E-Jets E2 passenger jets to airlines and leasing companies, and Phenom and Praetor business jets to private owners, companies and flight operators. Commercial and business aircraft deliveries together generate most of its revenue. Buyers pay deposits and progress payments before delivery, with most of the purchase price typically paid when they receive the aircraft.
Once aircraft are in service, operators pay Embraer for spare parts, maintenance, repairs, training and longer-term support programs. This is another major source of revenue, tied to keeping customers’ fleets flying. A smaller defense business sells aircraft and related solutions to armed forces and governments, led by the KC-390 Millennium transport aircraft and A-29 Super Tucano.
North America supplies most of Embraer’s revenue. Its E175 order book depends heavily on Republic Airlines, SkyWest and American Airlines, while executive-jet fleet deliveries also lean on a small group of large buyers. Completing deliveries depends on suppliers of essential components, some of which are difficult to replace. Civil aircraft need aviation-authority certification and validation, and export controls can prevent defense sales to certain countries. U.S. airline pilot-contract limits on regional aircraft size also restrict that market; Embraer has paused E175-E2 development rather than bringing it into production.
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Every company claims an edge. Each one is checked against hard numbers like margins and returns: which hold, and which line gives way first.
Embraer also faces important rivals absent from this list: Airbus’s A220 in commercial jets, and Bombardier and Dassault in executive aircraft.
Textron competes for Embraer’s business-jet buyers with its Cessna aircraft against the Phenom and Praetor, and for military training purchases against the A-29. Watch its Cessna sales and military trainer contracts for signs of competition for corporate, charter and military customers.
Embraer buys engines and cockpit electronics from RTX, while RTX’s Pratt & Whitney pays Embraer’s OGMA subsidiary to maintain engines. That maintenance contract contributed to Embraer’s Services & Support revenue growth in 2025, making RTX both a production dependency and a service customer.
SkyWest is a major source of Embraer E175 demand, with commitments for 69 new jets scheduled for delivery through 2032. It flies passengers for major airlines and expects to fund 75%–85% of those purchases with debt, so its aircraft financing matters to that delivery pipeline.
American Airlines Group buys Embraer E175s for its regional passenger network and had 80 aircraft awaiting delivery at December 31, 2025. Its regional fleet spending is concrete demand for Embraer: American’s 2025 capital purchases included 12 E175s.
Embraer depends on Honeywell for Praetor business-jet engines and the integrated cockpit electronics, or avionics, in E-Jets E2 airliners. Watch deliveries of those systems rather than Honeywell’s overall sales: timely supplier deliveries were Embraer’s main production constraint in 2025.
Republic Airways Holdings Inc. brings Embraer both aircraft orders and maintenance business: it flies only E170/E175 jets for major airlines and had 29 E175s awaiting delivery at December 31, 2025. Its heavy-maintenance agreement with Embraer runs through 2030, tying its existing fleet to service revenue as well as new-aircraft sales.
Boeing and Embraer both sell commercial jets to airlines, so airline fleet investment and timely parts deliveries matter to both. Boeing’s delivery news offers context for aerospace production constraints, though its 737 and wide-body aircraft serve different fleet needs from Embraer’s smaller E-Jets.
Lockheed Martin’s C-130J is Embraer’s main rival to the KC-390 in medium military airlift, competing for government purchases. Watch C-130J contracts tied to replacing retiring tactical transports, the main source of KC-390 demand in the 20-to-30-ton category.
Azul S.A.’s fleet renewal creates demand for Embraer: the passenger airline operates E-Jets and E2s and plans more Embraer deliveries to replace older aircraft. Watch its delivery schedule, since manufacturer delays can limit its ability to meet passenger demand and carry out growth plans.
LATAM Airlines Group has committed to 24 Embraer E195-E2 jets, with options for 50 more, to expand passenger connections in underserved regional markets. Deliveries are due to begin in the fourth quarter of 2026; watch the rollout and whether LATAM turns those options into firm orders.
Embraer relies on GE Aerospace’s CF34 engines for first-generation E-Jets, while airlines pay GE for engine parts and maintenance after delivery. CF34 supply and service availability are the relevant signals for Embraer’s aircraft production and the continued operation of its installed fleet.
Embraer’s controlling interest in Eve Holding, Inc.’s urban-air-mobility operation exposes it to the development and certification of electric vertical-takeoff-and-landing aircraft planned for operators and lessors. Watch certification and customer commitments: Eve’s roughly 2,700-aircraft pipeline at December 31, 2025 was non-binding, not firm sales.
Embraer depends on Moog for systems that control the E195-E2’s flight, while Moog also sells maintenance, repairs and spare parts to aircraft operators. Watch delivery timeliness on the E195-E2 program, rather than Moog’s broader commercial-aircraft sales, for the connection to Embraer’s production.
Embraer buys specialty aerospace materials and components from ATI, linking its production to ATI’s supply alongside other aircraft and engine makers. ATI’s jet-engine and airframe business is the relevant area to watch, but it reflects demand from many manufacturers, not Embraer alone.
Embraer relies on Garmin for cockpit electronics, or avionics, in its Phenom 100EX and Phenom 300E business jets under a risk-sharing partnership. Garmin’s aircraft-manufacturer business is the relevant connection to Phenom production, rather than its watches or other consumer products.
Embraer buys assemblies that channel air into Phenom 300 engines from CPI Aerostructures, Inc. under a life-of-program agreement, and selected it for Phenom 100EX engine inlets too. CPI expected its first 100EX inlet deliveries in 2026, making that production start a specific supplier milestone to watch.
RTX Corporation earningsRTX
Pratt & Whitney’s engine-maintenance business at RTX offers a demand signal for the maintenance work Embraer’s OGMA subsidiary performs.
Watch engine-service activity and related business commentary at RTX’s Pratt & Whitney; this is not a direct disclosure of OGMA’s contract revenue. Stronger maintenance demand would support the backdrop for the Pratt & Whitney engine work OGMA performs and could help Embraer’s services business; weaker demand would make that support less certain. The question is whether Pratt & Whitney’s service needs continue to underpin OGMA’s work.
Honeywell International, Inc. earningsHON
Honeywell’s aerospace business will show whether engine and cockpit-system supply is keeping pace with production needs for some of Embraer’s business jets and E-Jets E2.
Look at Honeywell’s aerospace output and delivery commentary, especially any signals about business-jet engines or E-Jets E2 cockpit systems. Timely supply and improving output would ease a production bottleneck for Embraer; delays could affect both aircraft production and fleet support. The takeaway is whether these key systems can arrive in step with Embraer’s production needs.
American Airlines Group Inc. earningsAAL
American Airlines’ regional-fleet spending will show whether it continues to provide concrete demand for Embraer’s E175 jets.
Read American Airlines’ aircraft purchases and regional-fleet plans against its E175s awaiting delivery. Continued purchases and progress on deliveries would support Embraer’s ability to convert those orders into revenue; reduced spending or delays would make that conversion less certain. The takeaway is whether this important customer is still moving ahead with E175 purchases.
Lockheed Martin Corp. earningsLMT
Lockheed Martin’s C-130J contracts will show how strongly it is competing with Embraer’s KC-390 for government transport-aircraft purchases.
Watch whether Lockheed Martin wins C-130J contracts tied to replacing tactical transport aircraft. More awards would mean government buyers are choosing Embraer’s rival in the medium-airlift market where the KC-390 competes, potentially making those purchases harder to win; fewer awards would mean less pressure from the C-130J. The question is whether government transport-aircraft demand is going to the KC-390’s main rival.
Skywest Inc earningsSKYW
SkyWest’s ability to finance its committed E175 purchases will show how firmly its delivery pipeline supports Embraer’s orders.
Read SkyWest’s cash, borrowing and aircraft-purchase plans together; it expects debt to fund most of these aircraft purchases. Easier financing with purchases proceeding would make Embraer’s delivery pipeline more dependable; funding pressure or a smaller purchase plan could delay or reduce orders. The question is whether SkyWest can raise the money to keep this delivery pipeline moving.
Textron, Inc. earningsTXT
Textron’s Cessna business-jet sales will show how strongly it competes with Embraer’s Phenom and Praetor for corporate and charter buyers.
Focus on Cessna business-jet sales and orders, not Textron’s other businesses. Strong sales and orders would show corporate and charter buyers are taking its aircraft, intensifying competition for Embraer’s Phenom and Praetor; weakness would point to less pressure from this rival. The takeaway is whether competition for these business-jet buyers is heating up.
LATAM Airlines Group S.A. earningsLTM
LATAM’s fleet plans will show whether it is moving ahead with E195-E2 expansion and turning options into firm orders for Embraer.
Separate LATAM’s fleet expansion plans from its commitment for 24 E195-E2s and options for another 50. Delivery progress and options becoming firm orders would add to Embraer’s E2 sales and future deliveries; a slower rollout or options left unexercised would mean that potential demand remains unsecured. The takeaway is whether this E2 plan is moving from commitment toward more firm orders.
Eve Holding, Inc. earningsEVEX
Eve’s certification progress and customer commitments will show how far Embraer’s controlled electric-aircraft business is from commercial operation.
Read certification and regulatory progress alongside whether customer commitments are becoming firmer. Advancing approvals and interest turning into firm orders would strengthen the prospects of Embraer’s controlled Eve business; delays and interest that remains non-binding would leave its commercial path uncertain. The question is whether Eve is moving from development and indications of interest toward a certifiable business with secured orders.
Embraer S.A. earningsThis company
Embraer’s report will show whether aircraft deliveries and service revenue can grow without squeezing production margins.
Read aircraft deliveries and revenue growth alongside gross and operating margins. More deliveries and revenue with steady margins would show Embraer is converting orders while containing production costs; weak delivery or revenue growth with falling margins would show supply limits or rising costs are eating into the value of those orders. The question is whether backlog is turning into profitable business.
