UNITED STATES

SECURITIES AND EXCHANGE COMMISSION

Washington, DC 20549

 

 

FORM 20-F

 

 

 

REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR (g) OF THE SECURITIES EXCHANGE ACT OF 1934

OR

 

ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the fiscal year ended DecemberDecember 31, 20172019

OR

 

TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

OR

 

SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

Commission filenumber 001-15102

 

 

EMBRAER S.A.

(Exact name of Registrant as specified in its charter)

EMBRAER Inc.

(Translation of Registrant’s name into English)

Federative Republic of Brazil

(Jurisdiction of incorporation)

Avenida Presidente Juscelino Kubitschek, 1909Dra. Ruth Cardoso, 8501, 30th floor,

14th and 15th floors – Torre Norte –Pinheiros, São Paulo, Corporate Towers

04543-907 São Paulo/SP,05425-070, Brasil

(Address of principal executive offices)

Eduardo CoutoAntonio Carlos Garcia

Head of Investor Relations

(55) 11 3040 95186874

Investor relations department, (55) 11 3040 9518,6874, investor.relations@embraer.com.br

(Name, Telephone,E-mail and/or facsimile number and Address of Company Contact Person)

 

 

Securities registered or to be registered pursuant to Section 12(b) of the Act

 

Title of each class:

 

Trading
Symbol

Name of each exchange
on which registered

Common shares, without par value (represented by, and traded only in the form of, American Depositary Shares (evidenced by American Depositary Receipts), with each American Depositary Share representing four common shares)

ERJ New York Stock Exchange

5.150% Notes due 2022 of Embraer S.A.

(1)
 

ERJ/22

New York Stock Exchange

5.050% Guaranteed Notes due 2025 of Embraer Netherlands Finance B.V.

(1)
ERJ/25 New York Stock Exchange

5.40% Guaranteed Notes due 2027 of Embraer Netherlands Finance B.V.

(1)
ERJ/27 New York Stock Exchange

(1)

In connection with our then pending strategic partnership with The Boeing Company, in March 2020, after receiving the requisite consents from holders of our notes due 2022, 2025 and 2027, we started the process to deregister these notes with the SEC and delist the same notes from the New York Stock Exchange. These notes were delisted from the New York Stock Exchange on April 13, 2020. For additional information, see “5B. Liquidity and Capital Resources—Credit Facilities and Lines of Credit—Long-term Facilities.”

 

 

Securities registered or to be registered pursuant to Section 12(g) of the Act

None.

Securities for which there is a reporting obligation pursuant to Section 15(d) of the Act

Title of each class

6.375% Guaranteed Notes due 2017 of Embraer Overseas Ltd. Guaranteed by Embraer S.A.

6.375% Guaranteed Notes due 2020 of Embraer Overseas Ltd. Guaranteed by Embraer S.A.

Number of outstanding shares of each of the issuer’s classes of capital or common stock as of December 31, 2017:2019:

733,036,098736,078,625 common shares, without par value

Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act.

Yes  ☒    No  ☐

If this report is an annual or transition report, indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934.

Yes  ☐    No  ☒

Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.

Yes  ☒    No  ☐

Indicate by check mark whether the registrant has submitted electronically and posted on its corporate Web site, if any, every Interactive Data File required to be submitted and posted pursuant to Rule 405 ofRegulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit and post such files).

Yes      No  ☐

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, anon-accelerated filer, or an emerging growth company. See definition of “large accelerated filer,” “accelerated filer” and “emerging growth company” inRule 12b-2 of the Exchange Act.

Large Accelerated Filer  ☒             Accelerated Filer  ☐             Non-accelerated filer  ☐            Emerging growth company  ☐

Large Accelerated FilerAccelerated FilerNon-accelerated filer
Emerging growth company

If an emerging growth company that prepares its financial statements in accordance with U.S. GAAP, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards† provided pursuant to Section 13(a) of the Exchange Act.  ☐

† The term “new or revised financial accounting standard” refers to any update issued by the Financial Accounting Standards Board to its Accounting Standards Codification after April 5, 2012.

Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing:

 

☐  U.S. GAAP

  

☒  International Financial Reporting Standards as issued by the


International Accounting Standards Board

 ☒
  Other ☐

If “Other” has been checked in response to the previous question, indicate by check mark which financial statement item the registrant has elected to follow.

Item 17  ☐    Item 18  ☐

If this is an annual report, indicate by check mark whether the registrant is a shell company (as defined inRule 12b-2 of the Exchange Act).

Yes  ☐    No  ☒


TABLE OF CONTENTS

PART I

 

Page
PART I

ITEMItem 1.  

IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERS

   36 
ITEMItem 2.  

OFFER STATISTICS AND EXPECTED TIMETABLE

   36 
ITEMItem 3.  

KEY INFORMATION

   36 
3A.  

Selected Financial Data and Other Data

   36 
3B.  

Capitalization and Indebtedness

   79 
3C.  

Reasons for the Offer and Use of Proceeds

   79 
3D.  

Risk Factors

   79 
ITEMItem 4.  

INFORMATION ON THE COMPANY

   2126 
4A.  

History and Development of the Company

   2126 
4B.  

Business Overview

   2330 
4C.  

Organizational Structure

   4254 
4D.  

Property, Plant and Equipment

   4254 
ITEM 4A.4E.  

UNRESOLVED STAFF COMMENTS

   4557 
ITEMItem 5.  

OPERATING AND FINANCIAL REVIEW AND PROSPECTS

   4557 
5A.  

Operating Results

   4558 
5B.  

Liquidity and Capital Resources

   6184 
5C.  

Research and Development, Patents and Licenses, etc.

67
5D.

Trend Information

69
5E.

Off-Balance Sheet Arrangements

74
5F.

Tabular Disclosure of Contractual Obligations

77
5G.

Safe Harbor

78
ITEM 6.

DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES

78
6A.

Directors and Senior Management

78
6B.

Compensation

83
6C.

Board Practices

85
6D.

Employees

87
6E.

Share Ownership

88
ITEM 7.

MAJOR SHAREHOLDERS AND RELATED PARTY TRANSACTIONS

88
7A.

Major Shareholders

88
7B.

Related Party Transactions

89
7C.

Interests of Experts and Counsel

   90 
ITEM 8.5D.  

FINANCIAL INFORMATIONTrend Information

   9094 
8A.5E.  

Consolidated Statements and Other Financial InformationOff-Balance Sheet Arrangements

   9099 
8B.5F.  

Significant ChangesTabular Disclosure of Contractual Obligations

   96102 
ITEM 9.5G.  

THE OFFER AND LISTINGSafe Harbor

   97102 
9A.Item 6.  

Offer and Listing DetailsDIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES

   97102 
9B.6A.  

Plan of DistributionDirectors and Senior Management

   98102 
9C.6B.  

MarketsCompensation

   98108 
9D.6C.  

Selling ShareholdersBoard Practices

   101111 
9E.6D.  

DilutionEmployees

   101113 
9F.6E.  

Expenses of the IssueShare Ownership

   101113 
ITEM 10.Item 7.  

ADDITIONAL INFORMATIONMAJOR SHAREHOLDERS AND RELATED-PARTY TRANSACTIONS

   101113 
10A.7A.  

Share CapitalMajor Shareholders

   101113 
10B.7B.  

Memorandum and Articles of AssociationRelated-Party Transactions

101
10C.

Material Contracts

   114 
10D.7C.  

Exchange ControlsInterests of Experts and Counsel

   114116 
10E.Item 8.  

TaxationFINANCIAL INFORMATION

   115116 
10F.8A.  

DividendsConsolidated Statements and Paying AgentsOther Financial Information

   123116 
10G.8B.  

Statements by ExpertsSignificant Changes

   123122 
10H.Item 9.  

Documents on DisplayTHE OFFER AND LISTING

   123125 
10I.9A.  

Subsidiary InformationOffer and Listing Details

   123125
9B.Plan of Distribution125
9C.Markets125
9D.Selling Shareholders128
9E.Dilution128
9F.Expenses of the Issue128
Item 10.ADDITIONAL INFORMATION128
10A.Share Capital128
10B.Memorandum and Articles of Association128
10C.Material Contracts143
10D.Exchange Controls145 

 

i


ITEM10E.Taxation146
10F.Dividends and Paying Agents154
10G.Statements by Experts154
10H.Documents on Display154
10I.Subsidiary Information154
Item 11.  

QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK

   123155 
ITEMItem 12.  

DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIES

   128159 
12A.  

Debt Securities

   128159 
12B.  

Warrants and Rights

   128159 
12C.  

Other Securities

   128159 
12D.  

American Depositary Shares

   128159 
  PART II

  
ITEM
Item 13.  

DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES

   130160 
ITEMItem 14.  

MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND USE OF PROCEEDS

   130161 
ITEMItem 15.  

CONTROLS AND PROCEDURES

   130161 
ITEM 16AItem 16.  

Reserved

162
Item 16A.AUDIT COMMITTEE FINANCIAL EXPERT

   131162 
ITEM 16BItem 16B.  

CODE OF ETHICS

   131162 
ITEM 16CItem 16C.  

PRINCIPAL ACCOUNTANT FEES AND SERVICES

   131162 
ITEM 16DItem 16D.  

EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEES

   132163 
ITEM 16EItem 16E.  

PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED PURCHASERS

   132163 
ITEM 16FItem 16F.  

CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANT

   132163 
ITEM 16GItem 16G.  

CORPORATE GOVERNANCE

   132163 
ITEM 16HItem 16H.  

MINE SAFETY DISCLOSURE

   135166 

PART III
Item 17.  PART IIIFINANCIAL STATEMENTS

   166 
ITEM 17.Item 18.  

FINANCIAL STATEMENTS

   135166 
ITEM 18.Item 19.  

FINANCIAL STATEMENTSEXHIBITS

   135
ITEM 19.

EXHIBITS

135167 

 

ii


INTRODUCTION

In this annual report, “Embraer,” “we,” “us,” “our” or the “Company” refer to Embraer S.A. and its consolidated subsidiaries. All references herein to the “real,” “reais” or “R$” are to the Brazilianreal, the official currency of Brazil. All references to “US$,” “dollars” or “U.S. dollars” are to United States dollars. All references to the “Brazilian government” are to the federal government of Brazil.

Presentation of Financial and Other Data

Financial Data

Our audited consolidated financial statements as of December 31, 20172019 and 2018 and for the year thenthree years in the period ended (2017 audit consolidated financial statement) are included in this annual report.

In addition, ourDecember 31, 2019 (2019 audited consolidated financial statements as of and for the years ended December 31, 2016 and 2015statements) are also included elsewhere in this annual report.

Our consolidated financial statements have been prepared in accordance with International Financial Reporting Standards, or IFRS, as issued by the International Accounting Standards Board, or IASB.

According to IFRS 5, in light of the approval of the then pending strategic partnership with The Boeing Company (“Boeing”), in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement (as defined below) providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement (as defined below) that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

IFRS 16 – Leases became effective on January 1, 2019. IFRS 16 establishes the principles for the recognition, measurement, and disclosure of leases and requires lessees to recognize a single accounting model in the statements of financial position. The lessor’s accounting in IFRS 16 remains substantially unchanged in relation to IAS 17. Lessors will continue to classify between operating or finance leases, using principles similar to the former standard and, therefore, IFRS 16 has no impact on leases where we are the lessor. We adopted the modified retrospective model. Under this approach, the financial information comparative to prior periods is not being restated and remains as previously reported in accordance with IAS 17.

As a result of the initial application of the IFRS 16 on leases of land and buildings, facilities, machinery, vehicles and other equipment that we previously recorded as operating leases, we recognized:

as of January 1, 2019, lease liabilities in the amount of US$57.6 million related to the lease payments according to the cash flows of each contract, discounted to present value at the incremental borrowing rate. The incremental weighted average borrowing nominal rate applied to lease liability on January 1, 2019 was 6.3%.

depreciation and interest expenses instead of operating lease expenses. In 2019, we recognized US$10.4 million as depreciation and US$6.0 million as interest on lease liabilities.

right-of-use assets representing the right to use the underlying assets of certain agreements were measured in an amount corresponding to the lease liability.


For additional information on our adoption of new accounting standards, such as IFRS 16 – Leases, see Note 2.2.1.1 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

After analyzing Embraer S.A.’sour operations and businesses on a standalone basis with regard to the applicability of International Accounting Standards, or IAS 21—“21 – The Effects of Changes in Foreign Exchange Rates, particularly in relation to the factors involved in determining our functional currency, management concluded that Embraer S.A.’sour functional currency is the U.S. dollar. This conclusion was based on an analysis of the following factors, as set forth in IAS 21: (i) the currency that most influences salessale prices of goods and services; (ii) the currency of the country whose competitive forces and regulations most determine the sale prices of our goods and services; (iii) the currency that most influences labor, materials and otherthe costs of providing goods and services; and (iv) the currency in which the funds for financial operations are largely obtained. Our audited consolidated financial statements included elsewhere in this annual report are presented in U.S. dollars, which is our presentation currency.

In our 2017, 20162019, 2018 and 20152017 consolidated financial statements, gains or losses resulting from the remeasurement of the monetary items and from foreign currency transactions have been reported in the consolidated statement of income as a single line item as foreign exchange gain (loss), net.

For certain purposes, including providing reports to our Brazilian shareholders, filing financial statements with theComissão de Valores Mobiliários (Brazilian securities commission), or CVM, and determining dividend payments and other distributions and tax liabilities in Brazil, we have prepared, and will continue to be required to prepare, financial statements in accordance with Law No. 6,404 of December 15, 1976, as amended, or the Brazilian Corporate Law.

Other Data and Backlog

In this annual report:

 

some of the financial data reflects the effect of rounding;

 

aircraft ranges are indicated in nautical miles;

 

one nautical mile is equal to approximately 1.15 ordinary or “statute” miles, or approximately 1.85 kilometers;

 

aircraft speeds are indicated in nautical miles per hour, or knots, or in Mach, which is a measure of the speed of sound;

 

the term “regional jet” refers to commercial jet aircraft with50-130 passenger seats—all of our regional jet aircraft are sold in the commercial aviation segment;35-120 seat-segment;

 

the term “commercial aircraft” as it applies to Embraer, refers to our aircraft within the up to 150 seats,seat-segment, which includes our regional jets;

 

the terms “entry-level jet” and “light jet” refer to executive jets that usually carry from four to eight passengers and up to nine passengers, respectively, that are designed for shorttake-off distances;

the term “medium cabin jet” refers to executive jets that usually carry up to 12 passengers and can cover distances ranging from 1,700 to 3,3003,900 nautical miles;

 

the term “large jet” refers to executive jets that usually carry up to 19 passengers and can cover distances ranging from 3,900 to 5,600greater than 4,000 nautical miles;

 

the term “ultra-large jet” refers to executive jets that usually have longer ranges andover-sized cabin spaces and can carry up to 19 passengers; and

 

- 2 -


the term “executive jets,” as it applies to us, refers to our aircraft sold to companies, including fractional ownership companies, charter companies andair-taxi companies and highnet-worthhigh-net-worth individuals.

We calculate our backlog as the sum of the contract values of all firm orders (i) for any aircraft that hashave not yet been delivered, (ii) for services and (ii)support contracts for all business units, including repair services and spare parts contracts for a period of more than one year, and (iii) for services and technologies contracted and not yet performed in our Defense and Security business.business unit. A firm order is a firm commitment from a customer, represented by a signed contract. Options to acquire aircraft are not considered as part of our backlog.

Special Note Regarding Forward-Looking Statements

This annual report includes forward-looking statements, within the meaning of Section 27A of the U.S. Securities Act of 1933, as amended, or the Securities Act, and Section 21E of the U.S. Securities Exchange Act of 1934, as amended, or the Exchange Act, principally in Items 3 through 5 and Item 11 of this annual report. We have based these forward-looking statements largely on our current expectations and projections about future events and industry and financial trends affecting our business. These forward-looking statements are subject to risks, uncertainties and assumptions, including, among other things:

 

general economic, political and business conditions in Brazil and in our other markets;

 

changes in competitive conditions and in the general level of demand for our products;

 

management’s expectations and estimates concerning our future financial performance, financing plans and programs, and the effects of competition;

 

the effects of customers canceling, modifying and/or rescheduling contractual orders;

 

the effect of changing priorities or reductions in the Brazilian government or international government defense budgets on our revenues;

 

continued successful development and marketing of theE-Jets family, including the development of the second generation, theE-Jets E2, our line of executive jets (including the Phenom 100, Phenom 300, Lineage 1000, Legacy 650, Legacy 450 and Legacy 500) and our defense and security aircraft and services;

our level of indebtedness;

 

anticipated trends in

our industry, including but not limited to the continuation of long-term trends in passenger traffic and revenue yields in the airline industry;expenditure plans;

 

our short- and long-term outlook forthe 70-150 seat commercial airline market;

our expenditure plans;

inflation and fluctuations in exchange rates;

 

the impact of volatile fuel prices and the airline industry’s response;

 

our ability to develop and deliver our products on a timely basis;

 

availability of sales financing for our existing and potential customers;

 

existing and future governmental regulation;

 

our relationship with our workforce; and

 

the outbreak of communicable diseases in Brazil and other countries; and

other risk factors, including those set forth under “Item 3D.3. Key Information—3D. Risk Factors.”

The words “believe,” “may,” “will,” “forecast,” “estimate,” “plan,” “continue,” “anticipate,” “intend,” “expect” and similar words herein are intended to identify forward-looking statements. We undertake no obligation to update publicly or revise any forward-looking statements because of new

- 3 -


information, future events or other factors. In light of these risks and uncertainties, the forward-looking events and circumstances discussed in this annual report might not occur. Our actual results and performance could differ substantially from those anticipated in our forward-looking statements. As a result of various factors, including those risks described in “Item 3D.3. Key Information—3D. Risk Factors,” undue reliance should not be placed on these forward-looking statements.

EXPLANATORY NOTE

Termination of Strategic Partnership with Boeing

On January 24, 2019, we entered into a Master Transaction Agreement (the “MTA” or “Master Transaction Agreement”) and certain other transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer, or a subsidiary of Embraer, and Boeing, or a subsidiary of Boeing, would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission transport aircraft (collectively, the “Transaction”).

On January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of Yaborã Indústria Aeronáutica S.A. (the “Commercial Aviation NewCo” or “Yaborã”) of the net assets comprising assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. In exchange for the contribution, the Commercial Aviation NewCo issued common shares and redeemable preferred shares to Embraer. The Commercial Aviation NewCo’s redeemable preferred shares have a liquidation preference, a right to receive an annual fixed cumulative dividend payable at a 3.3% rate, a right to be redeemed after two years from the date of issuance, and have no voting rights.

On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement.

We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement and that it had a continuing obligation to abide by the terms thereof. Embraer strongly believes that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us.

Assets Held for Sale and Discontinued Operations

PARTOverview

A discontinued operation is a company’s business component that comprises operations and cash flows that may be clearly distinct and:

that represents a separate major line of business or geographic area of operations;

that is part of a coordinated single plan for the sale of a separate major line of business or geographic area of operations; or

that is a subsidiary acquired exclusively with a view to resale.

- 4 -


The classification of a company’s operation as a discontinued operation is achieved through its disposal, or at the time the transaction meets the criteria of IFRS 5 to have its assets and liabilities classified as held for sale, whichever occurs earlier.

An asset or group of assets and liabilities is held for sale when it is expected that its carrying amount will be recovered mainly from the sale transaction rather than continuous use. This occurs if the asset is available for immediate sale under its current conditions, subject only to customary and usual terms for the conclusion of the transaction, when the sale transaction is defined as “highly probable” under the accounting standard.

Commercial Aviation Business Unit

According to IFRS 5, in light of the approval of the then pending strategic partnership with Boeing, our financial statements as of and for the year ended December 31, 2019 were prepared considering the designation, measurement and presentation of the assets, liabilities and results of the Commercial Aviation business unit and related services as assets held for sale and discontinued operations, pursuant to the terms of the Master Transaction Agreement. Accordingly, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position.

Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. The balances of assets and liabilities held for sale as of December 31, 2019, was US$5,174.6 million and US$4,984.0 million, respectively. The results of discontinued operations for the years ended December 31, 2019, 2018 and 2017 was a loss of US$111.8 million, a profit of US$90.1 million and a profit of US$403.3 million, respectively.

In addition, for comparative purposes of the financial data presented in Item 3 of this annual report, we have recast the statement of operations for the years ended December 31, 2016 and 2015 to account for the discontinued operations in all comparative periods. The recast financial data for the years ended December 31, 2016 and 2015 included herein are unaudited.

On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

The reduction in the demand for travel combined with government-imposed travel restrictions is materially and adversely affecting the aerospace industry, causing some airlines to suspend, cancel or reduce flights. As a consequence, demand for new aircraft has declined as airlines are wary of theCOVID-19 air travel restrictions and its consequences. Our customers are now, due toCOVID-19, focused on preserving capital and avoiding purchasing aircraft, which will adversely and materially affect us.

Accordingly, we expect that 2020 will be a distinct year in terms of orders and deliveries due to the impacts of theCOVID-19 pandemic. The airline business has been adversely affected due toCOVID-19, and we will have to review our production chain in order to reflect the new and uncertain demand scenario. We have already implemented employee furloughs and workload reduction measures and, accordingly, we had to make adjustments to our production capacity. As a result ofCOVID-19, some of our customers rescheduled their aircraft deliveries carrying them over to 2021 and beyond, which has affected our 2020 projected deliveries. As of the date of this annual report, no cancellation has occurred. Although we cannot predict the full impact of theCOVID-19 pandemic in theshort-to-medium term to our business, we expect that customers will continue to postpone their scheduled aircraft deliveries and will cancel their orders.

- 5 -


As a result of the now terminated Transaction, we also expect that our results of operations and financial condition may be affected by costs and expenses associated with the creation of, and contribution of assets and liabilities to, the Commercial Aviation NewCo. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Part I

 

ITEMItem 1.

IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERS

Not applicable.

 

ITEMItem 2.

OFFER STATISTICS AND EXPECTED TIMETABLE

Not applicable.

 

ITEMItem 3.

KEY INFORMATION

3A.    Selected Financial Data and Other Data

3A.

Selected Financial Data and Other Data

The following tables present a summary of our selected financial data derived from our audited consolidated financial statements prepared in accordance with IFRS as issued by IASB as of the dates and for each of the periods indicated.years ended December 31, 2019, 2018 and 2017. The selected financial data as of December 31, 2019 and 2018 and for the yearthree years ended in the period December 31, 20172019 should be read together with our audited consolidated financial statements as of December 31, 20172019 and 2018 for the year thenthree years in the period ended December 31, 2019 and related notes thereto included elsewhere in this annual report. In addition,We have also recast the selected financial data asstatement of andoperations for the years ended December 31, 2016 and 2015 should be read together with our audited consolidatedto account for the discontinued operations in all comparative periods. The recast financial statements as of anddata for the years ended December 31, 2016 and 2015 and related notes theretoincluded herein are unaudited. For information on our business unit results, see Note 39 to our 2019 audited consolidated financial statements included elsewhere in this annual report. For information on our segment results, see Note 38 to our audited consolidated financial statements.

Selected Financial Data

 

   Year Ended December 31, 

Consolidated Statements of Income Data

  2017  2016  2015  2014  2013 
   (in US$ millions) 

Revenue

   5,839.3   6,217.5   5,928.1   6,288.8   6,235.0 

Cost of sales and services

   (4,773.4  (4,980.7  (4,816.8  (5,038.3  (4,818.9
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Gross profit

   1,065.9   1,236.8   1,111.3   1,250.5   1,416.1 

Operating income (expense)

      

Administrative

   (179.1  (164.3  (182.0  (207.5  (210.5

Selling

   (307.0  (368.6  (361.6  (419.9  (454.4

Research

   (49.2  (47.6  (41.7  (47.1  (74.7

Other operating (expense) income, net

   (202.5  (450.0  (194.2  (32.6  36.9 

Equity in losses of associates

   1.2   (0.3  (0.3  (0.1  —   
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Operating profit before financial income (expense)

   329.3   206.0   331.5   543.3   713.4 

Financial income (expense), net

   (47.6  (51.4  (22.9  (24.5  (96.4

Foreign exchange gain (loss), net

   6.6   4.5   27.6   (14.9  (14.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Profit before taxes on income

   288.3   159.1   336.2   503.9   602.4 

Income tax (expense) benefit

   (25.5  8.7   (255.4  (156.2  (256.4
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net income

   262.8   167.8   80.8   347.7   346.0 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Attributable to:

      

Owners of Embraer

   246.8   166.1   69.2   334.7   342.0 

Noncontrolling interest

   16.0   1.7   11.6   13.0   4.0 
   Year Ended December 31,(8) 

Consolidated Statements of Income Data

  2019(7)  2018  2017  2016(1)  2015(1) 
      

Recast

  

Recast

  

Recast

  

Recast

 
   (in US$ millions) 

Revenue

   2,618.1   2,127.7   2,546.5   2,729.7   2,643.5 

Cost of sales and services

   (2,259.9  (1,929.6  (2,248.6  (2,264.5  (2,339.2

Gross profit

   358.2   198.1   297.9   465.2   304.3 

Operating income (expense)

      

Administrative

   (136.7  (136.1  (138.9  (113.1  (128.9

Selling

   (148.2  (151.4  (169.9  (203.8  (202.2

Research

   (19.7  (19.5  (22.2  (20.0  (19.5

Other operating income (expense), net

   (215.8  (173.8  (163.9  (353.1  (35.4

Equity in income (losses) of associates

   (0.2  (0.4  1.2   (0.3  (0.3

Operating loss before financial result

   (162.4  (283.1  (195.8  (225.1  (82.0

Financial income, net

   61.5   6.1   95.0   116.6   97.7 

Foreign exchange gain (loss), net

   (0.3  (5.0  5.7   43.9   (88.7

Loss before income tax

   (101.2  (282.0  (95.1  (64.6  (72.9

Income tax expense

   (103.5  20.7   (28.2  188.4   (183.7

Loss of the continuing operations period

   (204.7  (261.3  (123.3  178.6   69.2 

Net Income (loss) of the discontinued operations

   (111.8  90.1   403.3   56.5   337.5 

 

- 6 -

   Year Ended December 31, 

Earnings per Share—Basic

  2017   2016   2015   2014   2013 
   (in US$, except for share data) 

Net income attributable to owners of Embraer

   246.8    166.1    69.2    334.7    342.0 

Weighted average number of shares (in thousands)

   734,264    735,571    730,205    733,677    729,001 

Basic earnings per share—U.S. dollars

   0.3361    0.2258    0.0947    0.4562    0.4691 


   Year Ended December 31,(8) 

Consolidated Statements of Income Data

  2019(7)  2018  2017   2016(1)   2015(1) 
      Recast  Recast   Recast   Recast 
   (in US$ millions) 

Net Income (loss) for the period

   (316.5  (171.2  280.0    180.3    80.8 

Attributable to:

        

Owners of Embraer S.A.

   (322.3  (178.2  264.0    178.6    69.2 

Noncontrolling interests

   5.8   7.0   16.0    1.7    11.6 

 

   Year Ended December 31, 

Earnings per Share—Diluted

  2017   2016   2015   2014   2013 
   (in US$, except for share data) 

Net income attributable to owners of Embraer

   246.8    166.1    69.2    334.7    342.0 

Weighted average number of shares (in thousands)

   734,264    735,571    730,205    733,677    729,001 

Dilution for the issuance of stock options (in thousands)(1)

   545    1,690    3,364    3,786    4,795 

Weighted average number of shares (in thousands) diluted

   734,809    737,261    733,569    737,463    733,796 

Diluted earnings per share

   0.3359    0.2253    0.0943    0.4538    0.4661 
   Year Ended December 31,(8) 

Earnings per Share—Basic

  2019(7)  2018  2017   2016(1)   2015(1) 
      

Recast

  

Recast

   

Recast

   

Recast

 
   (in US$, except for share data) 

Net income (loss) attributable to owners of Embraer S.A.

   (322.3  (178.2  264.0    178.6    69.2 

Weighted average number of shares (in thousands)

   735,850   734,065   734,264    735,571    730,205 

Basic earnings per share—U.S. dollars

   (0.44  (0.24  0.36    0.24    0.09 

   Year Ended December 31, 

Earnings per Share—Diluted

  2019(7)  2018  2017   2016(1)   2015(1) 
      

Recast

  

Recast

   

Recast

   

Recast

 
   (in US$, except for share data) 

Net income attributable to owners of Embraer S.A.

   (322.3  (178.2  264.0    178.6    69.2 

Weighted average number of shares (in thousands)

   735,850   734,065   734,264    735,571    730,205 

Dilution for the issuance of stock options (in thousands)(2)

   —     —     545    1,690    3,364 

Weighted average number of shares (in thousands) diluted

   735,850   734,065   734,809    737,261    733,569 

Diluted earnings per share

   (0.44  (0.24  0.36    0.24    0.09 

   As of December 31,(8) 

Consolidated Statement of Financial Position Data

  2019(7)   2018   2017   2016   2015(1) 
   (in US$ millions) 

Cash and cash equivalents

   855.2    1,280.9    1,270.8    1,214.5    2,165.5 

Financial investments (current)

   409.8    1,743.4    2,366.1    1,775.6    622.6 

Inventories

   1,304.4    2,507.0    2,148.7    2,496.4    2,314.6 

Other current assets(3)

   827.4    1,539.7    1,294.0    1,310.1    1,308.9 

Property, plant and equipment, net

   968.9    1,964.7    2,104.9    2,154.2    2,027.4 

Intangible assets, net

   894.1    1,898.8    1,882.4    1,664.6    1,405.4 

Other long-term assets(4)

   138.1    358.8    907.7    1,077.4    1,825.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
   5,397.9    11,293.3    11,974.6    11,719.8    11,669.5 

Assets held for sale

   5,174.6    —      —      —      —   
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total assets

   10,572.5    11,293.3    11,974.6    11,719.8    11,669.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Short-term loans and financing

   14.9    179.3    388.9    510.3    219.4 

Other current liabilities(5)

   1,387.1    2,849.3    2,414.3    2,717.5    2,861.0 

Long-term loans and financing

   76.1    3,468.4    3,809.6    3,249.6    3,311.1 

Other long-term liabilities(6)

   495.8    856.2    1,184.3    1,306.0    1,434.3 

Shareholders’ equity

   3,517.7    3,845.7    4,064.1    3,844.0    3,741.8 

Non-controlling interests

   96.9    94.4    113.4    92.4    101.9 

Total shareholders’ equity

   3,614.6    3,940.1    4,177.5    3,936.4    3,843.7 

Liabilities held for sale

   4,984.0    —      —      —      —   
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total liabilities and shareholders’ equity

   10,572.5    11,293.3    11,974.6    11,719.8    11,669.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

 

(1)

The consolidated financial information as of and for the year ended December 31, 2015 has been derived from our historical financial statements but was not restated for the retrospective application of IFRS 9 and IFRS 15 as management cannot provide this financial information without unreasonable effort or expense.

(2)

Refers to the effect of potentially dilutive shares.

   As of December 31, 

Consolidated Statement of Financial Position Data

  2017   2016   2015   2014   2013 
   (in US$ millions) 

Cash and cash equivalents

   1,270.8    1,241.5    2,165.5    1,713.0    1,683.7 

Financial investments

   2,365.6    1,775.5    622.6    710.6    939.9 

Inventories

   2,148.7    2,496.4    2,314.6    2,405.3    2,287.3 

Other current assets(1)

   1,266.6    1,268.3    1,308.9    981.8    856.9 

Property, plant and equipment, net

   2,104.9    2,154.2    2,027.4    2,025.8    1,993.3 

Intangible assets, net

   1,882.4    1,664.6    1,405.4    1,260.9    1,109.1 

Other long-term assets(2)

   897.2    1,064.1    1,825.1    1,313.6    1,272.3 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total assets

   11,936.2    11,664.6    11,669.5    10,411.0    10,142.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Short-term loans and financing

   388.9    510.3    219.4    89.7    79.3 

Other current liabilities(3)

   2,393.7    2,670.6    2,861.0    2,463.2    2,813.4 

Long-term loans and financing

   3,809.6    3,249.6    3,311.1    2,418.4    2,115.0 

Other long-term liabilities(4)

   1,162.0    1,292.9    1,434.3    1,574.9    1,502.6 

Shareholders’ equity

   4,068.6    3,848.8    3,741.8    3,764.8    3,533.6 

Noncontrolling interest

   113.4    92.4    101.9    100.0    98.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total shareholders’ equity

   4,182.0    3,941.2    3,843.7    3,864.8    3,632.2 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total liabilities and shareholders’ equity

   11,936.2    11,664.6    11,669.5    10,411.0    10,142.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

(1)(3)

Other current assets consist of:of trade accounts receivable, net; derivative financial instruments; customer and commercial financing; collateralized accounts receivable; income tax and social contribution; contract assets; guarantee deposits and other assets.

(2)(4)

Other long-term assets consist of:of financial investments; derivative financial instruments; customer and commercial financing; collateralized accounts receivable; guarantee deposits; deferred income tax and social contribution; other assets; investments and investments.rights of use.

(3)(5)

Other current liabilities consist of:of trade accounts payable; lease liability; recourse debt andnon-recourse and recourse debt; other payables; advances from customers;contract liabilities, derivative financial instruments; taxes and payroll charges payable; income tax and social contribution; financial guarantee and residual value; dividends payable;payable and unearned income; and provisions.

(4)(6)

Other long-term liabilities consist of:of lease liability; recourse debt andnon-recourse and recourse debt; other payables; advances from customers;contract liabilities; derivative financial instruments; taxes and payroll charges payable; deferred income tax and social contribution; financial guarantee and residual value; unearned income; and provisions.

   Year Ended December 31, 

Other Consolidated Financial Data

  2017  2016  2015  2014  2013 
   (in US$ millions) 

Net cash generated by (used in) operating activities

   757.3   (20.5  862.5   482.3   564.6 

Net cash used in investing activities

   (1,097.0  (979.6  (1,417.4  (671.5  (764.0

Net cash generated by financing activities

   369.6   8.9   1,224.0   333.3   192.5 

Depreciation and amortization(1)

   312.1   327.0   316.8   286.3   290.6 
(7)

IFRS 16 – Leases became effective on January 1, 2019. We adopted modified retrospective model with first-time adoption date on January 1, 2019. Under this approach, the financial information comparative to prior periods is not being restated and remains as previously reported in accordance with IAS 17.

 

- 7 -


(1)(8)Depreciation

In our financial statements as of and amortization consist of: depreciationfor the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of property plantoperations, and equipment; amortizationthe balances of government grants; amortizationassets and liabilities were presented as held for sale in the statement of intangible assets;financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and amortization contribution from suppliers.2017 for comparative purposes to account for the aforementioned events. We have also recast the statement of operations for the years ended December 31, 2016 and 2015 to account for the discontinued operations in all comparative periods. The recast financial data for the years ended December 31, 2016 and 2015 included herein are unaudited. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

The following tables present a summary of our operational data as of the dates and for the periods indicated.

Other Data

 

   Year ended December 31, 

Other Data: Aircraft delivered:

  2017   2016   2015   2014   2013 

To the Commercial Aviation Market

   101    108    101    92    90 

EMBRAER 170

   —      —      2    1    4 

EMBRAER 175

   79    90    82    62    24 

EMBRAER 190

   12    11    8    19    45 

EMBRAER 195

   10    7    9    10    17 

To the Defense and Security Market

   8    16    20    7    6 

EMB 145 AEW&C/RS/MP

   5    3    1    —      —   

EMB 312Tucano/AL-X/ Super Tucano

   3    13    19    7    6 

To the Executive Jets Market

   109    117    120    116    119 

Legacy 600/650

   7    9    12    18    23 

Legacy 450/500

   29    33    23    3    —   

EMBRAER 145/170/190 Shuttle

   —      —      —      —      2 

Phenom 100

   18    10    12    19    30 

Phenom 300

   54    63    70    73    60 

Lineage 1000

   1    2    3    3    4 

To the General Aviation Market

   16    2    19    38    60 

Light Propeller Aircraft

   16    2    19    38    60 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total delivered (in aircraft)

   234    243    260    253    275 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

   As of December 31, 

Other Data: Aircraft in backlog

  2017   2016   2015   2014   2013 

In the Commercial Aviation Market

   435    450    513    459    429 

EMBRAER 170

   1    3    3    5    1 

EMBRAER 175

   103    104    169    172    188 

EMBRAER 190

   46    56    55    65    73 

EMBRAER 195

   5    12    19    7    17 

EMBRAER 175 – E2

   100    100    100    100    100 

EMBRAER 190 – E2

   74    85    77    60    25 

EMBRAER 195 – E2

   106    90    90    50    25 

In the Defense and Security Market

   73    64    74    65    38 

EMB 145 AEW&C/RS/MP

   —      —      —      1    1 

EMB 312 Tucano/EMB 314/EP Super Tucano

   14    7    14    8    12 

LAS

   6    —      6    17    20 

E99

   5    5    5    5    5 

KC-390

   28    28    28    28    —   

VU-Y

   4    4    6    6    —   

MFTS

   1    5       

F-39

   15    15    15    —      —   

In the Executive Jets Market

   64    122    163    168    208 

Legacy 450/500/600/650/Phenom 100/300/Lineage 1000/EMBRAER 170/190 Shuttle

   64    122    163    168    208 

Total backlog (in aircraft)

   572    636    750    692    675 

Total backlog (in US$ millions)

   18,337.0    19,622.8    22,460.7    20,920.2    18,205.5 

Exchange Rates

Brazil’s foreign exchange system allows the purchase and sale of currency and the international transfer ofreais by any person or legal entity, regardless of amount, subject to certain regulatory procedures.

Since 1999, thereal/U.S. dollar exchange rate has fluctuated considerably. In the past, the Brazilian Central Bank, or Central Bank, has intervened occasionally to control unstable movements in foreign exchange rates. We cannot predict whether the Central Bank or the Brazilian government will continue to let thereal float freely or will intervene in the exchange rate market through a currency band system or otherwise. Thereal may depreciate or appreciate against the U.S. dollar substantially in the future. See “Item 3D. Key Information—Risk Factors—Risks Relating to Brazil.”

                                                                                          
   Year ended December 31, 

Other Data: Aircraft delivered:

  2019   2018   2017   2016   2015 

To the Commercial Aviation Market(1)

   89    90    101    108    101 

EMBRAER 170

   —      1    —      —      2 

EMBRAER 175

   67    67    79    90    82 

EMBRAER 190

   5    13    12    11    8 

EMBRAER 195

   3    5    10    7    9 

EMBRAER190-E2

   7    4    —      —      —   

EMBRAER195-E2

   7         

To the Defense and Security Market

   13    15    8    16    20 

EMB 145 AEW&C/RS/MP

   6    6    5    3    1 

EMB 312Tucano/AL-X/ Super Tucano

   5    9    3    13    19 

C-390

   2    —      —      —      —   

To the Executive Jets Market

   109    91    109    117    120 

Legacy 600/650

   5    4    7    9    12 

Legacy 450/500

   26    23    29    33    23 

Praetor 500

   3    —      —      —      —   

Praetor 600

   13    —      —      —      —   

Phenom 100

   11    11    18    10    12 

Phenom 300

   51    53    54    63    70 

Lineage 1000

   —      —      1    2    3 

To the General Aviation Market

   15    18    16    2    19 

Light Propeller Aircraft

   15    18    16    2    19 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total delivered (in aircraft)

   226    214    234    243    260 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

 

The following table sets forth the selling exchange rate, expressed inreais per U.S. dollar, for the periods indicated:

                                                                                          
   As of December 31, 

Other Data: Aircraft in backlog

  2019   2018   2017   2016   2015 

In the Commercial Aviation Market(1)

   338    368    435    450    513 

EMBRAER 170

   —      —      1    3    3 

EMBRAER 175

   181    204    103    104    169 

EMBRAER 190

   4    7    46    56    55 

EMBRAER 195

   —      3    5    12    19 

EMBRAER 175 – E2

   —      —      100    100    100 

EMBRAER 190 – E2

   16    43    74    85    77 

EMBRAER 195 – E2

   137    111    106    90    90 

In the Defense and Security Market

   80    76    73    64    74 

EMB 312 Tucano/EMB 314/EP Super Tucano

   15    8    14    7    14 

LAS

   12    15    6    —      6 

E99

   5    5    5    5    5 

C-390

   31    28    28    28    28 

VU-Y

   2    3    4    4    6 

MFTS

   —      —      1    5   

F-39

   15    15    15    15    15 

PHENOM 100*

   0    2    —      —      —   

In the Executive Jets Market

   94    61    64    122    163 

Legacy 450/500/600/650/Phenom 100/300/Lineage 1000/EMBRAER 170/190 Shuttle

   64    61    64    122    163 

Total backlog (in aircraft)

   512    505    572    636    750 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total backlog (in US$ millions)

   16,755.0    16,300.5    18,337.0    19,622.8    22,460.7 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

 

   Exchange Rate ofReais to US$1.00 

Year ended December 31,

  Low   High   Average(1)   Period-end 

2013

   1.9528    2.4457    2.1741    2.3426 

2014

   2.1974    2.7403    2.3608    2.6562 

2015

   2.5754    4.1949    3.3876    3.9048 

2016

   3.1193    4.1558    3.4500    3.2591 

2017

   3.0510    3.3807    3.2031    3.3080 

   Exchange Rate ofReais to US$1.00 

Month

  Low   High   Average(2)   Period-end 

September 2017

   3.0852    3.1932    3.1338    3.1680 

October 2017

   3.1315    3.2801    3.1900    3.2769 

November 2017

   3.2136    3.2920    3.2611    3.2616 

December 2017

   3.2322    3.3332    3.2919    3.3080 

January 2018

   3.1391    3.2697    3.2106    3.1624 

February 2018

   3.1730    3.2821    3.2415    3.2449 

March 2018 (through March 20, 2018)

   3.2246    3.2981    3.2624    3.2981 

Source: Central Bank.

(1)Represents

In our financial statements as of and for the averageyear ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the exchange ratesbalances of

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assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. We have also recast the statement of operations for the years ended December 31, 2016 and 2015 to account for the discontinued operations in all comparative periods. The recast financial data for the years ended December 31, 2016 and 2015 included herein are unaudited. For additional information on the last daynow terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of each month during the relevant periods.December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.
(2)*Represents

Although the averagePHENOM 100 is part of our Executive Jets business unit portfolio, we have sold the exchange rates during the relevant periods.aircraft presented herein to undisclosed customers of our Defense and Security business unit.

We will pay any cash dividends and make any other cash distributions with respect to the common shares inreais. Accordingly, exchange rate fluctuations may affect the U.S. dollar amounts received by the holders of American Depositary Shares, or ADSs, upon the conversion into U.S. dollars by the depositary of our ADS program of such distributions for payment to holders of ADSs. Fluctuations in the exchange rate between thereal and the U.S. dollar may also affect the U.S. dollar equivalent of thereal price of our common shares on the São Paulo Stock Exchange, or the B3.

3B.

3B.    Capitalization and Indebtedness

Not applicable.

3C.    Reasons for the Offer and Use of Proceeds

3C.

Reasons for the Offer and Use of Proceeds

Not applicable.

3D.    Risk Factors

3D.

Risk Factors

Risks Relating to Embraer

The outbreak of communicable diseases around the world, includingCOVID-19, may lead to higher volatility in the global capital markets and recessionary pressure on the global economy.

The outbreak of communicable diseases on a global scale has affected investment sentiment and result in sporadic volatility in global capital markets and may have a recessionary effect on the global economy, including in Brazil.

The outbreak of the novel coronavirus, known asCOVID-19, was first identified in December 2019 in Wuhan, China, and has since spread globally. TheCOVID-19 outbreak has compelled governments around the world to adopt measures to contain the spread ofCOVID-19 by means such as lockdowns of cities, restrictions on travel and public transportation, business and store closures, and emergency quarantines, among others, and responses by businesses and individuals to reduce the risk of exposure to infection, including reduced travel, cancellation of meetings and events, and implementation ofwork-at-home policies, among others, which has caused significant disruptions to the global economy and normal business operations across a growing list of sectors and countries. It adversely affected business confidence and consumer sentiment, and have been, and may continue to be, accompanied by significant volatility in financial and commodity markets. The spread ofCOVID-19, especially if the measures to curb the spread of the virus last for longer than expected, may have broader macro-economic implications, including reduced levels of economic growth and possibly a global recession, the effects of which could be felt well beyond the time the spread of infection is contained.

The reduction in the demand for travel combined with government-imposed travel restrictions is materially and adversely affecting the aerospace industry, causing some airlines to suspend, cancel or reduce flights. As a consequence, demand for new aircraft has declined as airlines are wary of theCOVID-19 air travel restrictions and its consequences. Our customers are now, due toCOVID-19, focused on preserving capital and avoiding purchasing aircraft, which will adversely and materially affect us.

Additionally, as a result ofCOVID-19 pandemic, on March 17, 2020, our Brazilian corporate employees responsible for critical functions started to work from home and, on March 22, 2020, we decided to put our Brazilian employees that could not work remotely on paid leave until March 31, 2020. Until March 31, 2020, we were only carrying out essential activities at our facilities, including customer support, aircraft maintenance and manufacturing. On March 30, 2020, we further decided to put our Brazilian employees responsible fornon-critical functions on collective vacation from April 1 to April 9, 2020. During this temporary shutdown of our facilities, we implemented safety measures to adapt our facilities to the World

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Health Organization (“WHO”) guidelines. On April 10, 2020, we implemented a job preservation plan that included temporary furloughs, reduction in working hours and pay cuts to certain of our employees, as a means of guaranteeing their employment upon completion of the plan. This plan started on April 13, 2020 and will last between 60 and 90 days. On April 13, 2020, all of our Brazilian employees that could not work remotely and were not included in the job preservation plan returned to work at our adapted facilities. Our or other companies’ operations may be suspended again or remain suspended for a longer time. Due to the uncertainty related to the spread ofCOVID-19, we have also suspended the projections relating to our expected results for 2020, last updated on November 12, 2019. Although, as of the date of this annual report, we have experienced certain delays in our supply chain, production operations and material impacts on the demand for our products, as well as a cancellation of firm orders of our Executive Jets business unit and reschedules of our Commercial Aviation and Executive Jets business units aircraft deliveries, we expect thatCOVID-19 will continue to disrupt our business operations and will adversely and materially impact our results of operations or those of other companies or customers on which we depend.

A downturn in the commercial and executive aviationour key markets may reduce our sales and revenue, and, consequently, our profitability.

We expect that a substantial portion of our salesresults will be derivedaffected, directly or indirectly, from sales of commercial aircraft, and executive jets. Historically, these marketswhich have historically been cyclical due to a variety of factors that are both external and internal to the air travel industry, including general economic conditions.conditions, and, most recently and importantly, the effects of COVID 19 on our operations and financial condition, which we cannot fully foresee as of the date of this Annual Report. For additional information on the impacts of COVID-19, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—The outbreak of communicable diseases around the world, includingCOVID-19, may lead to higher volatility in the global capital markets and recessionary pressure on the global economy.”

Economic downturns in our industry may reduce air travel demand and corporate and personal spending, which may negatively impact our Commercial Aviation and Executive Jets businesses.business units. As a result of theCOVID-19 pandemic, as of the date of this annual report, one of our executive jets customers cancelled its firm orders and customers of our Commercial Aviation and Executive Jets business units have rescheduled their aircraft deliveries. Downturns have in the past and may also in the future, due toCOVID-19 or to other reasons, lead to a decrease in the volume of financing available to our customers for aircraft purchases, particularly in the aforementioned segments.business units. A continued downturn in general economic conditions could result in further reductions in air travel and decreased orders for our aircraft. Our customers could also continue to defer or to cancel their purchases of our aircraft. We cannot predict the magnitude or duration of the impact that the aforementioned events would not only have on the air transport industry as a whole, and on our business in particular.

We depend on key customers.

In our Commercial Aviation business, as of December 31, 2017, approximately 90% of our firm orders in backlog for the current EMBRAER 170/190 jet family were from the airlines Skywest, American, JetBlue, Alaska, AirFrance-KLM and the leasing company NAC /Aldus. Moreover, ourE-Jets E2 family backlog mainly comprises orders from the companies Skywest, AirCosta, AerCap, Azul, AirCastle and ICBC, which represent approximately 91% of ourE-Jets E2 family orders. We believe we will continue to depend on a select number of key customers, and the loss of any one of them would significantly reduce our sales and market share.

Progressively, the commercial airline industry is seeking to reduce costs and increase efficiency, and is experiencing a consolidation process through mergers and acquisitions and alliances through code-sharing arrangements. Although it is expected that those consolidations and alliances may result in the creation of more stable and competitive airlines, they may also have the effect of reducing the number of existing and potential customers and, possibly, the number of aircraft purchases, which may adversely affect us.

Financial difficulties, restructurings and bankruptcy proceedings of customer airlines can have a material adverse effect on our results of operations and financial condition. In February 2016, Republic Airways Holdings, which by that time operated a fleet of 230 Embraer Commercial Aviation aircraft (of which 50 are of the ERJ145 family and 180 are E170/E175 models), filed for a Chapter 11 bankruptcy. As a result, we have provisioned a total of US$100.9 million to account for expected expenses related to obligations from financial guarantees offered to the main financing agent of the ERJ 140/145 aircraft, acquired by and delivered to this customer. As of December 31, 2017, the obligations assumed in accounts payable was US$30.8 million. For further information on these provisions, see “Item 5E.Off-Balance Sheet Arrangements.”

In addition, delays in payment cycles by significant customers may adversely affect our cash position and working capital, as occurred for example in 2014 and to a lesser extent in 2015.

In the Executive Aviation segment,business unit, we have been increasingly reliedrelying on individual orders as the share of fleet orders in the backlog has been diminishing. The broad adoption ofDespite the Legacyfact that we sold a Praetor and Phenom jets by fleet customers hasto a large fractional operator in recent years driven the growth of our sales, backlog and deliveries, but2019, we believe that fleet renewal demand has decreased and is expected towill occur at a more moderate rate over a longer period as the current operator’s fleet ages.

In our Defense and Security business unit, the Brazilian government is our largest customer of defense aircraft products. Revenue from sales to the Brazilian government accounted for 70.4%54.4% of segmentthe business unit revenue for the year ended December 31, 2017.2019. A decrease in defense investments by the Brazilian government due to budgetary constraints or other factors that are out of our control could decrease our Defense and Security revenue. We cannot assure you that the Brazilian government will continue to acquire defense products and services from us in the future at the same rate or at the same level.

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Our aircraft sales are subject to cancellation and reschedulerescheduled delivery provisions that may reduce our future revenues,income, profitability, backlog and cash flow.

A portion of our aircraft firm orders is subject to significant contingencies before delivery. Prior to delivery, some of our purchase contracts may be terminated, or all or a portion of a particular firm order may be canceled, for different reasons, including (i) extended delays in delivering aircraft or failure to obtain certification of the aircraft or otherwise meet performance milestones and other requirements, (ii) the failure of a customer to honor its aircraft purchases or (iii) production rate shortfalls.

Our customers may also reschedule deliveries or cancel orders, particularly during an economic downturn. In 2017,2019, we had revenueincome, considering our continuing and discontinued operations, of US$10.331.0 million related to contractual fines revenues paid by customers due to contract cancellations, compared to contractual fines revenuesincome of US$16.835.4 million in 20162018 and US$17.32.4 million in 2015.2017. Material cancellations, delays or decreases in the number of aircraft delivered in any year would reduce our sales and revenue, and, consequently, our profitability, cash flow and backlog.

SomeLegal proceedings pertaining to the now terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and/or the Contribution Agreement, may adversely impact our business, financial condition and results of operations.

We have incurred and may continue to incur additional costs in connection with the prosecution, defense or settlement of the currently pending and any future legal proceedings relating to the Transaction and/or Boeing’s termination of and failure to close the Transaction. Such legal proceedings include, among other matters, the ongoing arbitration proceedings between Embraer and Boeing that have commenced in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. Both Embraer and Boeing have separately commenced arbitrations in connection with the termination. Such legal proceedings may also include litigation brought by our stockholders and holders of our aircraft sales may be subjectADRs related to financialthe Transaction and/or Boeing’s termination of, and residual value guarantees andtrade-in options that may require usfailure to make significant cash disbursements.

For certain aircraft sales contracts, we guarantee a portion ofconsummate the financial valuetransactions contemplated by, the MTA and the residual value for aircraftContribution Agreement. We continue to strongly believe that we have already delivered. Financial guaranteesBoeing wrongfully terminated the MTA and the Contribution Agreement, that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement and that our pending arbitration proceedings against Boeing and its affiliates are provided to financing parties to support a portion of the payment obligations of purchasersvalid enforcement of our aircraftrights under their financing arrangements to mitigate default-related losses. These guarantees are secured by the financed aircraft.

Residual value guarantees typically ensure that, atMTA and the exercise date (between sixContribution Agreement. We cannot predict the outcome of any such legal proceedings. Such legal proceedings may also create a distraction for our management team and 19 years after the aircraft delivery date), the relevant aircraft will have a residual market value equal to a percentageboard of the original sale price. Most of our residual value guarantees are subject to a limitation (a “cap”)directors and therefore, on average, our residual value guarantee exposure is limited to 11% of the original sale price.require time and attention. In the eventcase of an exercise by a purchaser of its residual value guarantee, we will bear the difference, if any, between the guaranteed residual value and the market value of the aircraft at the time of exercise, limited to the cap.

Assuming all customers who are supported byoff-balance sheet financial guarantees defaulted on their aircraft financing arrangements, and also assuming we were required to pay the full aggregate amount of outstanding financial and residual value guarantees and were unable to remarket any of the aircraft to offset our obligations, our maximum exposure would have been US$375.1 million (or US$249.1 million, net of provisions of financial guarantee of residual value and financial guarantee already recordedadverse determination in the amount of US$126.0 million as reflected in Note 25 to our audited consolidated financial statements) under these guarantees as of December 31, 2017. As a result,arbitration proceedings, we would be obligated to make substantial payments that may not be recoverable through proceedsrecover any damages from aircraft sales or leases, particularly ifBoeing and we are not able to remarket any of the aircraft to offset our obligations or financing defaults occur with respect to a significant portion of our aircraft. The value of the underlying aircraft is more likely to decrease and third parties are more likely to default during economic downturns. For further discussion see our exposure to these guarantees in Note 36 to our audited consolidated financial statements and “Item 5E. Off Balance Sheet Agreements.”

In addition, we sometimes providetrade-in options to our customers in purchase agreements for new aircraft. These options provide customers with the right to trade in aircraft upon the purchase and acceptance of a new aircraft. In 2017, we accepted 23 aircraft, with a total invoiced value of US$114.0 million, fortrade-in pursuant totrade-in options, as compared to 43 aircraft, with a total invoiced value of US$365.4 million, in 2016 and 25 aircraft, with a total invoiced value of US$145.8 million, in 2015. In the aggregate, we are currently subject totrade-in options relating to 11 aircraft, as a result oftrade-ins tied to contractual obligations with customers and to their taking delivery of certain new aircraft. In addition, other aircraft may become subject totrade-in due to new sales agreements. Thetrade-in price is determined based on the new aircraft sold, as well as other factors, including a market value assessment performed by independent third party appraisers. We may be required to accepttrade-ins at prices that couldpay significant monetary damages to Boeing. In addition, even if we ultimately succeed in such legal proceedings, there may be negative publicity attached to such legal proceedings, which may materially and adversely affect our reputation and brand names. As a result, in financial loss for us when we receive the aircraft.

We continuouslyre-evaluate our risk related to financial guarantees andtrade-in obligations based on a number of factors, including the estimated future market value of our aircraft based on third-party appraisals, information on similar aircraft remarketing in the secondary market and the credit rating of the customers.

In 2017, 2016 and 2015, we recorded provisions on financial guarantees and residual value guarantees of US$156.8 million, US$210.8 million and US$192.2 million (excluding provision for Chapter 11 filled by Republic Airways on US$100.9 million), respectively, related to exposure from financial guarantees offeredany legal proceedings relating to the main financing agentTransaction or Boeing’s termination of and failure to close the ERJ 140/145 aircraft, acquired byTransaction could, among other things, adversely affect our business, financial condition and delivered to this customer.

Any unexpected decrease in the market valueresults of the aircraft covered bytrade-in rights or financial guarantees would decrease our ability to recover the amounts payable to satisfy our obligations and cause us to incur additional charges to income. If we are required to pay amounts related to the guarantees, we may not have sufficient cash or other financial resources available to do so and may need to seek financing to fund these payments. We cannot assure you that the then-prevailing market conditions would allow us to resell or lease the underlying aircraft at its anticipated fair value or in a timely manner. Consequently, honoring our financial guarantee ortrade-in obligations could require us to make significant cash disbursements in a given year, which, in turn, would reduce our cash flow in that year.

Any decrease in Brazilian government-sponsored customer financing, or increases ingovernment-sponsored financing that benefits our competitors, may decrease the competitiveness of our aircraft.

Traditionally, aircraft original equipment manufacturers, or OEMs, from time to time, have received support from governments through governmental export credit agencies, or ECAs, in order to offer competitive financing conditions to their customers, especially in periods of credit tightening from the traditional lending market.

Official government support may constitute unofficial subsidies causing market distortions, which may rise to disputes among governments at the World Trade Organization, or WTO. Since 2007, an agreement known as the Aircraft Sector Understanding, or ASU, developed by the Organization for EconomicCo-operation and Development, or OECD, has provided guidelines for the predictable, consistent and transparent use of government-supported export financing for the sale or lease of civil aircraft, in order to establish a “level-playing field.” ECAs from signatory countries are required to offer terms and conditions no more favorable than those contained in the ASU’s base financial agreement when financing sales of aircraft that compete with those produced by the OEMs of their respective countries. The effect of the agreement is to encourage aircraft purchasers to focus on the price and quality of aircraft products offered by OEMs rather than on the financial packages offered by their respective governments.

The Brazilian ECA, Brazilian Social and Economic Development Bank(Banco Nacional de Desenvolvimento Econômico e Social), or BNDES, together with the Brazilian National Treasury Export Guarantee Fund, offer financing and export credit insurance to our customers under terms and conditions required by the ASU. Any reduction or restriction to the Brazilian export financing program, and any increase in our customers’ financing costs for participation in this program, above those provided in the ASU’s base financial agreement, may cause thecost-competitiveness of our aircraft to decline. Other external factors may also impact our competitiveness in the market, including, but not limited to, aircraft OEMs from countries which are not signatories to the ASU agreement offering attractive financing packages, or any new government subsidies supporting any of our major competitors.

From 2004 through 2017, approximately 27% of our Commercial Aviation deliveries was subject to official export credits. In 2016 and 2017, approximately 57% and 25%, respectively, of our Commercial Aviation deliveries were supported by the Brazilian export financing program. We cannot assure that the Brazilian government, for policy reasons or otherwise, will not reduce or discontinue this type of funding for the financing of our aircraft or that other sources of funding will be available to our customers. The loss or significant reduction of funds available to our customers, without an adequate substitute, could lead to a reduction in sales of our aircraft or to an increase of eventual aircraft financing arrangements.operations.

We may face a number of challenges resulting from the development of new products and the possible pursuit of strategic opportunities and transactions.

Our products require a high level of research, development and production expenditures. Our main ongoing project is the development of theE-Jets E2 family, comprising three new airplanes, theE175-E2,E190-E2, andE195-E2. We estimate our total investment in this project will be US$1.7 billion, net of contributions from suppliers, through 2021. In December 2016, we revised our projection of certification and entry into service of the E175 E2 jet from 2020 to 2021. This rescheduling is based on continued interest in the current generation E175 jet in the North American market and recent negotiations between the major US airlines and their respective pilot unions.

Our investments in the Legacy 450/500 executive jets, launched in April 2008, are almost concluded, totaling approximately US$840 million through 2016. The first Legacy 500 executive jet was delivered in October 2014, and the Legacy 450 entered into service in December 2015. We cannot assure you that our products will be accepted by our customers and the market, and if any of our new products doesdo not meet customer expectations or market demand, our business would be materially and adversely affected. In addition, as we continue to develop new products, we may need to reallocate existing resources and coordinate with new suppliers and risk-sharing partners. Finally, cost overruns and delays in the development and delivery of new products would materially and adversely affect us.

We may pursue strategic opportunities and transactions, just as we have in the past, including joint ventures, partnerships, acquisitions or divestitures. We may face a number of challenges, including difficulties in identifying appropriate partners, assimilating with or adjusting to our partners’ or targets’ operations and personnel, maintaining internal standards and controls, as well as the diversion of our management’s focus from our ongoing business. We cannot assure you that we will be able to meet these challenges and that our business or the trading price of our common shares or ADSs will not face disruptions as a result of such opportunities or transactions or the markets’ perception thereof. In 2017, we commenced discussions with the Boeing Company, or Boeing, regarding a possible business combination. The negotiations are ongoing. Any business combination between the Company and Boeing would be subject to the approval of the Brazilian government, Brazilian and international regulators, Boeing, and Embraer. We cannot assure you that a business combination with Boeing will materialize.

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We may be required to refund cash contributions in connection with the production or development of our aircraft if certain milestones for our aircraft are not reached.

We have arrangements with our risk-sharing partners, pursuant to which they have contributed to us, in cash over the years, a total of US$1,239.51,369.5 million since the beginning of the development of the EMBRAER 170/190 (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019), Phenom 100/300, Legacy 450/500 jet families and the E2 jet family (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019) through December 31, 2017.2019. Cash contributions would have to be refunded by us to the risk-sharing partners to the extent that we had failed to fulfill certainagreed-upon milestones. In 2017,2019, we met all the required milestones, and as a result, the full amount of the cash contributions werewas nonrefundable.

Although, currently, no cash contributions from our risk-sharing partners are refundable, we may enter into similar arrangements, and if we are unable to meet certain milestones agreed upon with our risk-sharing partners, we may be required to refund cash contributions for which we have not established provisions.

We face significant international competition, which may adversely affect us.

The worldwide commercial aircraft manufacturing industry is highly competitive. Along with the large international companies Boeing, Airbus SE, or Airbus, and Bombardier Inc., or Bombardier, we are one of the world’s leading manufacturers of commercial aircraft. Additionally, Chinese, Russian and Japanese companies are developing regional jets and already have firm orders in backlog. Although we have attained a significant market share for our commercial aircraft products, we cannot assure you that we will be able to maintain our market share.

In order to remain competitive in the commercial aircraft manufacturing market in the long-term, we must continue to make technological, efficiency and performance enhancements to our aircraft. The competitive landscape has become increasingly aggressive, for example, in light of deals such as the Airbus acquisition of a majority stake in Bombardier’sC-Series Program.

In addition, asAs a relatively new entrant to the executive jets market, we face significant competition from companies with longer operating histories and established reputations in the industry. Some of our competitors in the executive jets market have a longer track record and a more established customer base. In addition, the level ofpre-owned aircraft for sale, continues to pressure new aircraft demand in this segmentbusiness unit and may impact the value of the used aircraft in our portfolio. We cannot assure you that we will continue to increase our market share in the executive jets market segment,business unit, or that we will not experience a reduction in our current market share in this segment,business unit, especially taking into account stablean instable and contracting market demand scenario that we expect in 2018.2020.

Protectionist and other measures adopted by the governments of specific countries could adversely and disproportionately affect us when compared to our main competitors.us. Our production is spread globally, with parts manufactured in one or more countries and assembled in another, and as a result any limitations to trade, including quotas, tariffs, subsidies or local content requirements, may increase our production costs and affect our capacity to compete in equal terms in the market for our products.

We work with a limited number of key suppliers.

We do not manufacture all of the parts and components used in the production of our aircraft. Approximately 80%65.4% of the production costs in our Executive Jets and Defense and Security business units and approximately 86.8% of the production costs in Commercial Aviation business unit (recorded and Executive Jets businessespresented as discontinued operations for the financial statements as of and for the year ended December 31, 2019) consist of materials and equipment purchased from our risk-sharing partners and other major suppliers. Risk-sharing arrangements are those in which suppliers are responsible for the design, development and manufacture of major components or systems of our aircraft. In some cases, the aircraft are designed specifically to accommodate a particular component, which cannot be substituted by another manufacturer without significant delays and expense. In addition, there exist only a limited number of suppliers of certain key components of aircraft globally. We work closely with our main suppliers in order to mitigate any potential supply chain risk, but we cannot assure you that these risks, which could negatively and adversely affect our operating and financial performance, will not materialize.

Intellectual property violations may adversely affect us.

We rely on patent, copyright, trademark and trade secret laws, and agreements with our employees, customers, suppliers and other parties, to establish and maintain our intellectual property rights in technology and products used in our operations. Despite these efforts to protect our intellectual property rights, any of our direct or indirect intellectual property rights could be challenged, invalidated or circumvented. In addition,

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although we believe that we lawfully comply with the intellectual property rights granted to others, we may be accused of infringement on occasion and could have claims asserted against us in the future. These claims could harm our reputation, lead to fines and penalties and prevent us from offering certain products or services. Any claims or litigation in this area, whether we ultimately win or lose, could be time-consuming and costly, hurt our reputation and/or require us to enter into licensing arrangements. We may not be able to enter into these licensing arrangements on acceptable terms. If any infringement brought against us is successful, an injunction may also be ordered against us to stop infringing the alleged rights, which could adversely affect us, our research and/or production.

Unauthorized access to, or release or violation of our, our customers’ or our business partners’ systems and data could cause a material adverse effect onmaterially and adversely affect our business and reputation.

We, like all business organizations in the digital world, have been subject to a broad range of cyber threats, including attacks, with varying levels of sophistication. These cyber threats are related to the confidentiality, availability and integrity of our systems and data, including our customers’ confidential, classified or personal information. In addition, because we have access to certain information technology systems of some of our customers, our systems may be subject to attacks aimed at accessing, tampering with or exposing our customers’ systems and their data.

We maintain extensive technical security controls, policy enforcement mechanisms, monitoring systems and management oversight in order to address these threats. While these measures are designed to prevent, detect and respond to unauthorized activity in our systems, certain types of attacks, including cyber attacks,cyber-attacks, which could have a material adverse effect onmaterially and adversely affect our business and reputation, may occur.reputation.

Furthermore, some of our business partners, such as our suppliers, have significant access to confidential and strategic information regarding our projects and engineering data. Many of these suppliers face similar security threats and any attacks on their systems could result in unauthorized access to our systems or data.

Any unauthorized access to, or release or violation of our systems and data or those of our customers or business partners could cause a material adverse effect onmaterially and adversely affect our business and reputation.

We may suffer from a lack of qualified personnel.

From time to time, there is significant competition within the aviation industry for skilled personnel in general and engineers in particular. To the extent the competitionre-emerges, we may be unable to recruit and retain the necessary number of highly skilled engineers and other personnel we require. Failure to coordinate our resources in a timely manner or to attract and retain skilled personnel could slow down our development efforts and cause delays in production and deliveries of our aircraft, which would adversely affect us.

We are subject to environmental, health and safety risks.

Our products, as well as our manufacturing and service activities, are subject to environmental laws and regulations in each of the jurisdictions in which we operate. These laws regulate product performance or content, energy use, greenhouse gas emissions, air quality, water and noise pollution, hazardous substance management, human health risks arising from the exposure to hazardous or toxic materials and the remediation of soil and groundwater contamination.

In addition, environmental regulations related to climate change, including CO2 emissions standards adopted by the International Civil Aviation Organization, or the ICAO, in March 2017, are one of the main drivers of global aerospace industry research and development investments since they may affect customer preferences. We may incur additional costs to improve or create new compliance programs to meet environmental regulatory requirements. We currently have several comprehensive programs in place to reduce the effects of our operations on the environment. For furtheradditional information, see “Item 4D.4. Information on the Company—4D. Property, Plant and Equipment.”

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Moreover, our services and products must comply with health and safety laws and regulations, as well as substances and preparations. We strive to maintain the highest quality standards and closely follow potential and confirmed changes in laws and regulations to adapt, redesign, redevelop, recertify or eliminate our products to remain compliant with those claims. Seizures ofnon-compliant products may occur, and we may incur administrative, civil or criminal penalties. In the event of an accident or other serious incident involving a product, we may be required to conduct investigations and undertake remedial activities.

We benefit from certain tax and other government-granted benefits and the suspension, cancellation ornon-renewal of those benefits would have a material adverse effect on us.

Similarly to other Brazilian companies across multiple industries, we receive certain tax and other government-granted benefits, including incentives related to our export and research and development activities. For furtheradditional information, see “Item 5A.5. Operating and Financial Review and Prospects—5A. Operating Results—Brazilian Economic Environment—Tax Incentives.”

We cannot assure you that these incentives will be maintained or renewed or that we will be able to obtain new incentives. We could be materially adversely affected in the event our existing benefits are cancelledcanceled or not renewed.

Investigations by government authorities under the FCPA and other applicable anti-corruption laws may result in substantial fines and other adverse effects.

On October 24, 2016 we finalized definitive agreements, or the Final Agreements, with the U.S. Department of Justice, or DOJ, and the U.S. Securities and Exchange Commission, or the SEC, for the settlement of criminal and civil violations of the U.S. Foreign Corrupt Practices Act of 1977, as amended, or FCPA. We also finalized a term of undertaking (termo de compromisso e de ajustamento de conduta), or TCAC, with the Brazilian Federal Public Prosecutor’s Office (Ministério Público Federal), or MPF, and the Brazilian Securities and Exchange Commission, or the CVM, for the resolution of violations of certain Brazilian laws.

Under these settlements, we agreedin addition to paypaying a total of US$205.5 million to the SEC, and DOJ (of which US$20.0 million was due under the TCAC), and a total equivalent to US$20.0 million to a Brazilian federal fund. For further information on these settlements, see “Item 8A. Financial Information—Consolidated Statements and Other Financial Information—Legal Proceedings—SEC/DOJ and Brazilian Public Prosecutor’s Investigations.”

We alsofund, we agreed to an external and independent monitorship for a period of three years. The monitorship period may be extended at the DOJ’s discretion depending on our compliance with the deferred prosecution agreement, or DPA. In February 2017, the United States authorities appointed the monitor, and, in October 2017, the monitor delivered his first report, which containedwho has been preparing annual reports containing certain observations and recommendations to further improve ouranti-corruption and compliance policies and procedures. The implementation of these recommendations is ongoing. The costs and burdensIn February 2020, we agreed to extend the term of the monitoring process could be significantexternal and could negatively impact usindependent monitorship for an additional 90 days in order to allow the monitor to complete his work. On April 13, 2020, the monitor delivered his final report to the DOJ and could divertto the effortsSEC, finding that Embraer’s compliance program is reasonably designed and attentionimplemented to detect and prevent violations of our management team from our ordinary business operations.the anti-corruption laws. On May 22, 2020, the monitorship term expired. Under both the DPA and the SEC Consent, there remain certain additional steps that the Company must take to complete the requirements of the DPA and the SEC Consent.

In addition, under the DPA the DOJ has agreed to defer prosecution for three years of the facts acknowledged by us that occurred between 2007 and 2011, after which period the charges will be dismissed with prejudice if we do not violate the terms of the DPA. If the DOJ determines that we have breached the DPA, the DOJ may commence prosecution or extend the term of the DPA for up to one year. Similarly, if we breach our obligations under the TCAC, it may also be terminated by the MPF and the CVM in which case we would be subject to sanctions. The criminal prosecution or sanctions could have a material adverse effect on our business, financial condition, results of operations, or cash flows.

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Moreover, related proceedings and developments are ongoing and could result in additional fines and possibly other sanctions and adverse consequences, which may be substantial. We currently cannot estimate the costs, sanctions or other adverse consequences in connection with these proceedings, nor can we predict the manner in which any proceedings will be resolved. However, any costs, sanctions or other adverse consequences could be significant, and any resolution could have a material adverse effect on our business, financial condition, results of operations, or cash flows. We believe that there is no adequate basis at this time for estimating accruals or quantifying any contingency with respect to these matters.

For additional information on these settlements, see “Item 8. Financial Information—8A. Consolidated Statements and Other Financial Information—Legal Proceedings—SEC/DOJ and Brazilian Public Prosecutor’s Investigations.”

Risks Relating to our Discontinued Operations

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Airline IndustryAviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Our Commercial Aviation business unit depends on key customers

In our Commercial Aviation business unit, as of December 31, 2019, 78.9% of our firm orders in backlog for the current EMBRAER 170/190 jet family were from Republic Airlines, United Airlines and Skywest. Moreover, ourE-Jets E2 family backlog mainly comprises orders from the companies Azul, AerCap, AirCastle and AirPeace, which represent approximately 85% of ourE-Jets E2 family orders. We believe we will continue to depend on a select number of key customers, and the loss of any one of them would significantly reduce our sales and market share.

Progressively, the commercial airline industry is seeking to reduce costs and increase efficiency, while is experiencing a consolidation process through mergers and acquisitions and alliances based in code-sharing arrangements. Although we expect that these consolidations and alliances may result in the creation of more stable and competitive airlines, they may also have the effect of reducing the number of existing and potential customers and, possibly, the number of aircraft purchases, which may adversely affect us.

Most recently, the government measures adopted to contain the spread of theCOVID-19 pandemic have materially and adversely affected airlines and aircraft lessors around the globe, including many of our customers, and we cannot foresee to what extent these trends will continue and to what extent the financial health of our customers will be negatively affected.

Financial difficulties, restructurings and bankruptcy proceedings of customer airlines can materially and adversely affect our results of operations and financial condition. In February 2016, Republic Airways Holdings, which by that time operated a fleet of 230 Embraer Commercial Aviation aircraft (of which 50 are of the ERJ145 family and 180 are E170/E175 models), filed for a Chapter 11 bankruptcy. As a result, we have provisioned a total of US$100.9 million to account for expected expenses related to obligations from financial guarantees offered to the main financing agent of the ERJ 140/145 aircraft, acquired by and delivered to this customer. As of December 31, 2019, all obligations relating to the Chapter 11 bankruptcy filing were fully settled by Republic Airways Holdings. Accordingly, we reversed the provision previously established. For additional information on these provisions, see “Item 5. Operating and Financial Review and Prospects—5E.Off-Balance Sheet Arrangements.”

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In addition, delays in payment cycles by significant customers may have an impact on our cash position and working capital.

Scope clause restrictions in airline pilot contracts may limit demand for commercial aircraft in the U.S. market.

A key limiting factor in demand for regional jets is the existence of scope clauses contained in airline pilot contracts. These scope clauses, are union-negotiated restrictions on the number and/or size of regional jets that a particular carrier may operate. Current scope clause restrictions, which are more prevalent in North America, but also existing in other important regions, including Europe, are negotiated between the United States, includeairlines and the pilot unions, usually every three years, for purposes of imposing restrictions onrelating to the (i) number of aircraft that a regional carrier may operate; (ii) number of seats in an aircraft that a regional carrier may operate; and (iii) the weight of the aircraft that a particular regional carrier may operate. A new round of negotiations between the major airlines and numberthe pilot unions started at the end of 76 seat commercial aircraft in an airline’s fleet operated by regional carriers.2019 and, as of the date of this annual report, still ongoing. As a result, our opportunities for near-term growth in the U.S. regional jets market in the 76 seat jet category may be limited. The continuation or further tightening of scope clauses could also lead some of our customers who have purchased options to acquire our commercial aircraft not to exercise those options. The next round of negotiations of scope clauses will begin on December 31, 2019, at which time restrictions may be reviewed.U.S. is the most important market for the E175 aircraft. We cannot assure that current restrictions will be reduced, or that they will not be expanded, including by amending these scope clauses to coverlarger-sized commercial aircraft. Furthermore, although scope clauses are less prevalent outside the United States, the same uncertainty is present in other regions, like Europe.

The supply of pilots to the airline industry may be limited.

U.S. Federal Aviation Administration, or the FAA, regulations may negatively impact the supply of qualified pilot candidates eligible to be hired in the airline industry. A first officer in U.S. domestic operations must hold an airline transport pilot certificate and an aircraft type rating to fly the aircraft. An airline transport pilot certificate requires that a pilot be 23 years of age and have 1,500 hours total time as a pilot. Due to these requirements, there may be a growing scarcity of new entrant pilots who meet the experience qualifications, mainly affecting regional carriers which are the usual entry airlines for new pilots (major airlines are expected to hire many of their experienced pilots). Any further

In order to mitigate this issue, certain airlines, for example American Airlines and Jet Blue especially in the United States, have adopted internal measures, including but not limited to creating professional pilot programs and providing financing alternatives. However, any inability to recruit, train and retain qualified pilots may materially affect our customers’ operations.

We are subject to stringent certification and regulatory requirements, which may adversely affect us.

Our civil aviation products are subject to regulation in Brazil and in each jurisdiction where our customers are located. The aviation authority in Brazil, known as the National Civil Aviation Agency (Agência Nacional de Aviação Civil – ANAC), or the Brazilian Aviation Authority, as well as authorities in other countries in which our customers are located, most notably the FAA and the European Aviation Safety Agency, or the EASA, must certify our civil aviation products before we can deliver them to our customers. We cannot assure you that we will be able to obtain certification of our aircraft on a timely basis or at all. In addition, complying with the requirements of regulatory authorities can be both expensive and time-consuming. If we fail to obtain a required certification from an aviation authority for any of our aircraft, that aviation authority can prohibit the registration of that aircraft within its jurisdiction until certification has been obtained. Changes in government regulations and certification procedures could also delay our start of production as well as entry of a new product into a new market. Despite our continuous efforts to strictly observe and comply with all aviation certification and other regulatory requirements, we cannot predict how future laws or changes in the interpretation, administration or enforcement of those laws will affect us. We may be required to incur significantly more costs to comply with these laws and/or to respond to these changes.

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Any accidents or catastrophic events involving our aircraft could adversely affect us.

We believe that our reputation and the safety record of our aircraft are important selling points for our products. However, the safe operation of our aircraft depends to a significant degree on a number of factors largely outside our control, including our customers’ proper maintenance and repair of our aircraft and pilot skill. The occurrence of one or more accidents or catastrophic events involving one of our aircraft could adversely affect our reputation and future sales, as well as the market price of our common shares and the ADSs.

Some of our aircraft sales may be subject to financial and residual value guarantees andtrade-in options that may require us to make significant cash disbursements.

For certain aircraft sales contracts, we guarantee a portion of the financial value and the residual value for aircraft that we have already delivered. Financial guarantees are provided to financing parties to support a portion of the payment obligations of purchasers of our aircraft under their financing arrangements to mitigate default-related losses. These guarantees are secured by the financed aircraft.

Residual value guarantees typically ensure that, at the exercise date (between six and 19 years after the aircraft delivery date), the relevant aircraft will have a residual market value equal to a percentage of the original sale price. Most of our residual value guarantees are subject to a limitation (a “cap”) and, therefore, on average, our residual value guarantee exposure is limited to 11% of the original sale price. In the event of an exercise by a purchaser of its residual value guarantee, we will bear the difference, if any, between the guaranteed residual value and the market value of the aircraft at the time of exercise, limited to the cap.

Assuming all customers who are supported byoff-balance sheet financial guarantees defaulted on their aircraft financing arrangements, and also assuming we were required to pay the full aggregate amount of outstanding financial and residual value guarantees and were unable to remarket any of the aircraft to offset our obligations, our maximum exposure would have been US$240.2 million (or US$99.9 million, net of provisions of financial guarantee of residual value and financial guarantee already recorded in the amount of US$140.3 million as reflected in Note 37.2 to our 2019 audited consolidated financial statements) under these guarantees as of December 31, 2019. As a result, we would be obligated to make substantial payments that may not be recoverable through proceeds from aircraft sales or leases, particularly if we are not able to remarket any of the aircraft to offset our obligations or financing defaults occur with respect to a significant portion of our aircraft. The value of the underlying aircraft are more likely to decrease and third parties are more likely to default during economic downturns. For additional discussion see our exposure to these guarantees in Note 37.2 to our 2019 audited consolidated financial statements and “Item 5. Operating and Financial Review and Prospects—5E.Off-Balance Sheet Agreements.”

In addition, we sometimes providetrade-in options to our customers in purchase agreements for new aircraft. These options provide customers with the right to trade in aircraft upon the purchase and acceptance of a new aircraft. In 2019, we accepted 17 aircraft, of which one was from the Commercial Aviation business unit and 16 from the Executive Aviation business unit, with a total invoiced value of US$84.9 million, fortrade-in pursuant totrade-in options, as compared to 11 aircraft, with a total invoiced value of US$109.6 million, in 2018 and 23 aircraft, with a total invoiced value of US$114.0 million, in 2017. Thetrade-in price is determined based on the new aircraft sold, as well as other factors, including a market value assessment performed by independent third-party appraisers. We may be required to accepttrade-ins at prices that could result in financial loss for us when we receive the aircraft.

We continuouslyre-evaluate our risk related to financial guarantees andtrade-in obligations based on a number of factors, including the estimated future market value of our aircraft based on third-party appraisals, information on similar aircraft remarketing in the secondary market and the credit rating of the customers.

In 2019, 2018 and 2017, we maintained provisions and contract liabilities on financial guarantees and residual value guarantees of US$140.3 million, US$152.1 million and US$156.8 million (including provision for Chapter 11 filled by Republic Airways on, US$15.1 million in 2018 and US$30.8 million in 2017), respectively, related to exposure from financial guarantees offered to the main financing agent of the ERJ 140/145 aircraft, acquired by and delivered to this customer.

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Any unexpected decrease in the market value of the aircraft covered bytrade-in rights or financial guarantees would decrease our ability to recover the amounts payable to satisfy our obligations and cause us to incur additional charges to income. If we are required to pay amounts related to the guarantees, we may not have sufficient cash or other financial resources available to do so and may need to seek financing to fund these payments. We cannot assure you that the prevailing market conditions at the time would allow us to resell or lease the underlying aircraft at its anticipated fair value or in a timely manner. Consequently, honoring our financial guarantee ortrade-in obligations could require us to make significant cash disbursements in a given year, which, in turn, would reduce our cash flow in that year.

Any decrease in Brazilian government-sponsored customer financing, or increases in government-sponsored financing that benefits our competitors, may decrease the competitiveness of our aircraft.

Traditionally, aircraft original equipment manufacturers, or OEMs, from time to time, have received support from governments through governmental export credit agencies, or ECAs, in order to offer competitive financing conditions to their customers, especially in periods of credit tightening from the traditional lending market.

Official government support may constitute unofficial subsidies causing market distortions, which may rise to disputes among governments at the World Trade Organization, or WTO. Since 2007, an agreement known as the Aircraft Sector Understanding, or ASU, developed by the Organization for EconomicCo-operation and Development, or OECD, has provided guidelines for the predictable, consistent and transparent use of government-supported export financing for the sale or lease of civil aircraft, in order to establish a “level-playing field.” ECAs from signatory countries are required to offer terms and conditions no more favorable than those contained in the ASU’s base financial agreement when financing sales of aircraft that compete with those produced by the OEMs of their respective countries. The effect of the agreement is to encourage aircraft purchasers to focus on the price and quality of aircraft products offered by OEMs rather than on the financial packages offered by their respective governments.

The Brazilian ECA, Brazilian Social and Economic Development Bank (Banco Nacional de Desenvolvimento Econômico e Social), or BNDES, together with the Brazilian National Treasury Export Guarantee Fund, offer financing and export credit insurance to our customers under terms and conditions required by the ASU. Any reduction or restriction to the Brazilian export financing program, and any increase in our customers’ financing costs for participation in this program, above those provided in the ASU’s base financial agreement, may cause the cost-competitiveness of our aircraft to decline. Other external factors may also impact our competitiveness in the market, including, but not limited to, aircraft OEMs from countries which are not signatories to the ASU agreement offering attractive financing packages, or any new government subsidies supporting any of our major competitors.

From 2005 through 2019, approximately 28% of our Commercial Aviation deliveries was subject to official export credits. In 2018 and 2019, approximately 51% and 16%, respectively, of our Commercial Aviation deliveries were supported by the Brazilian export financing program. We cannot assure that the Brazilian government, for policy reasons or otherwise, will not reduce or discontinue this type of funding for the financing of our aircraft or that other sources of funding will be available to our customers. The loss or significant reduction of funds available to our customers, without an adequate substitute, could lead to a reduction in sales of our aircraft or to an increase of eventual aircraft financing arrangements.

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Risks Relating to Brazil

Brazilian political and economic conditions have a direct impact on our business and the trading price of our common shares and ADSs.

The Brazilian government has frequently intervened in the Brazilian economy and occasionally has made drastic changes in policy and regulations. The Brazilian government’s actions to control inflation and affect other policies and regulations have involved, among other measures, increases in interest rates, changes in tax policies, price controls, currency exchange and remittance controls, devaluations, capital controls and limits on imports. Our business, financial condition, results of operations and the trading price of the common shares and the ADSs may be adversely affected by changes in policy or regulations at the federal, state or municipal level involving or affecting factors, such as:

 

interest rates;

 

currency fluctuations;

 

monetary policies;

 

inflation;

 

liquidity of capital and lending markets;

 

tax policies;

 

labor regulations;

 

energy and water shortages and rationing; and

 

other political, social and economic developments in or affecting Brazil.

On January 1, 2019, Jair Bolsonaro took office as Brazil’s president. Uncertainty over whether the Brazilian government will implement changes in policy, regulation or regulation affecting these or other factors may contribute to economic uncertainty in Brazil and to heightened volatilitylegislation creates instability in the Brazilian economy, increasing the volatility of the Brazilian securities markets and securities issued abroad by Brazilian companies.markets. These uncertainties and other future developments in the Brazilian economy and governmental policies may adversely affect us, our businessactivities, and consequently our operating results, of operations and may also adversely affect the trading price of our common shares and ADSs. The President of Brazil has authority to determine policies and issue governmental acts regarding the Brazilian economy that may affect the operations and financial performance of companies, including us. We cannot predict which policies the president will adopt or if these policies or changes in current policies may have an adverse effect on us or the Brazilian economy. These factors are compounded as Brazil emerges from a prolonged recession after a period of a slow recovery, with only meager GDP growth in 2019.

Since 2011, Brazil’s economy has been weak. The Gross Domestic Product, or GDP, growth rate was 1.0%1.1% in 2019, 1.3% in 2018, 1.3% in 2017, compared to contraction rates of (3.6)%3.3% in 2016 (3.8) %and 3.5% in 2015, and GDP growth was 0.1%0.5% in 2014, 2.7%3.0% in 2013, and 1.8%1.9% in 2012 and 3.9%4.0% in 2011, compared to a GDP growth of 7.5% in 2010. In 2018, analysts forecast thatAccording to the Focus bulletin dated May 22, 2020, Brazilian GDP will grow 2.9%.decrease 5.9% in 2020.

Our results of operations and financial condition have been, and will continue to be, affected by the growth rate of the Brazilian GDP. Developments in the Brazilian economy may affect Brazil’s growth rates and, consequently, the use of our products and services.

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Political instability may adversely affect our business and results of operations, the price of our common shares and our debt instruments.

Brazil’s political environment has historically influenced, and continues to influence, the performance of the country’s economy. Political crises have affected, and continue to affect, the confidence of investors and that of the public in general, resulting in economic downturn and heightened volatility of securities issued by Brazilian companies.

Recent economic instability contributed to decrease market’s confidence in the Brazilian economy and worsen the domestic political environment. Additionally, Brazilian markets have been experiencingexperienced heightened volatility due tothe uncertainties derived from ongoing investigations on money laundering and corruption conducted by the ongoingBrazilian Federal Police and the Office of the Brazilian Federal Prosecutor, including theLava Jato investigation, which is being conducted by the Federal Prosecutor’s Office, and its impact oninvestigation. These investigations adversely affected the Brazilian economy and political environment. Certain members of the Brazilian government and of the legislative branch, as well as senior officers of large state-owned and private companies have been convicted of political corruption involving the acceptance of bribes by means of kickbacks on contracts granted by the government to several infrastructure, oil and gas and construction companies. Profits of these kickbacks allegedly financed the political campaigns of political parties that were unaccounted for or not publicly disclosed, and served to further the personal enrichment of the recipients of the bribery scheme. As a result, a number of senior politicians, including congressmen and officers of the major state-owned and private companies in Brazil, resigned or have been arrested and certain senior elected officials and other public officials are being investigated for allegations of unethical and illegal conduct identified during theLava Jato investigation.scenario.

The ultimate outcome of the investigations related to theLava Jato investigation is uncertain, but they have already had an adverse impact on the image and reputation of the implicated companies, and on the general market perception of the Brazilian economy. We cannot predict whether the allegations will lead to further political and economic instability or whether new allegations against government officials will arise in the future. We cannot predict the outcome of any of these allegations nor their effect on the Brazilian economy. The development of those unethical conduct cases has affected and may continue to adversely affect our business, financial condition and results of operations and may adversely affect the trading price of our common shares and ADSs.

In addition, the Brazilian economy continues to be subject to the effects of the impeachment of President Dilma Rousseff on August 31, 2016. Vice-President Michel Temer was sworn in as the new President of Brazil until the next presidential election in October 2018, but political uncertainty has remained. We cannot predict the effects of these recent developments and the current ongoing political uncertainties on the Brazilian economy.

Inflation and government efforts to combat inflation may contribute significantly to economic uncertainty in Brazil and to heightened volatility in the Brazilian securities markets and, consequently, may adversely affect the market value of our common shares.

Historically, Brazil has experienced high inflation rates. Inflation and certain actions taken by the Central Bank to curb it have had significant negative effects on the Brazilian economy. After the implementation of the PlanoReal in 1994, the annual rate of inflation in Brazil decreased significantly, as measured by the National Broad Consumer Price Index (Índice Nacional de Preços ao Consumidor Amplo), or IPCA. Inflation measured by the IPCA index was 3.0%4.3%, 6.3%3.8% and 10.7%3.0% in 2017, 20162019, 2018 and 2015,2017, respectively, and the tendency is stable or slightly increasingdecreasing inflation for 2018.2020.

Inflation and the Brazilian government’s measures to fight it, principally the Central Bank monetary policy, have had and may have significant effects on the Brazilian economy and us. Among the effects of such inflationary pressure is a rise in labor costs. Contracts in U.S. dollars, which represent the majority of our Executive Jetsexecutive jets businesses, are adjusted for U.S. inflation, through the application of the U.S. Consumer Price Index for Urban Wage Earners and Clerical Workers index when delivery is not in the same year of the sale and majordepending upon the specific commercial terms negotiated in the contracts. While contracts in Brazilianreal represent a small portion of the Executive Jets business unit, the same price adjustment mechanism concept applies using national index, typically theI-GPM. Major contracts in our Defense and Security business unit are adjusted for Brazilian inflation. If Brazil experiences high inflation again, our operating expenses and borrowing costs may increase, our operating and net margins may decrease and, if investor confidence decreases, the price of our common shares and ADSs may fall.

Tight monetary policies with high interest rates have restricted and may restrict Brazil’s growth and the availability of credit. Conversely, more lenient government and Central Bank policies and interest rate decreases have triggered and may trigger increases in inflation, and, consequently, growth volatility and the need for sudden and significant interest rate increases, which could adversely affect us. Increases in interest rates could adversely affect our ability to incur additional debt and increase the cost of service of debt, resulting in an increase in our financial costs, which may reduce our liquidity, thereby adversely affecting our ability to meet our financial obligations. As of December 31, 2017,2019, approximately 19%2.5% of our consolidated cash and cash equivalents were indexed to the variation of the SELIC and CDI rates, while approximately 5.1% of the cash and cash equivalents of our continuing operations were indexed to the same rates. Therefore, fluctuations in Brazilian interest rates and inflation may adversely affect us. On the other hand, a significant decrease in the CDI or inflation rates may adversely affect the revenue we receive from our financial investments.

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Exchange rate volatility may adversely affect us.

The Brazilian currency has, during the last decades, experienced frequent and substantial variations in relation to the U.S. dollar and other foreign currencies. For example, thereal was valued at R$1.67 per US$1.00 in August 2008. Following the onset of the crisis in the global financial markets with consequences for our businesses, thereal depreciated 31.9% against the U.S. dollar and reached R$2.34 per US$1.00 at the end of 2008. In 2010, thereal appreciated against the U.S. dollar, reaching R$1.661 per US$1.00 at the end of 2010. Since 2011, thereal depreciated against the U.S. dollar, reaching R$3.9048 per US$1.00 at the end of 2015 with a 47.0% devaluation in 2015. In 2016, thereal appreciated against the U.S. dollar, reaching R$3.2591 per US$1.00 as of December 31, 2016. In 2017, thereal appreciated against the U.S. dollar in comparison to 2016, reaching R$3.3080 per US$1.00 as of December 31, 2017. In 2018, thereal depreciated against the U.S. dollar in comparison to December 31, 2017, reaching R$3.8748 per US$1.00 as of December 31, 2018. In 2019, thereal depreciated against the U.S. dollar in comparison to December 31, 2018, reaching R$4.0307 per US$1.00 as of December 31, 2019. As of May 28, 2020, thereal/U.S. dollar exchange rate was R$5.3405 per US$1.00. There can be no assurance that thereal will not depreciate further against the U.S. dollar.

Depreciation of thereal against the U.S. dollar creates inflationary pressures in Brazil and causes increases in interest rates, which negatively affects the growth of the Brazilian economy as a whole, curtails access to foreign financial markets and may prompt government intervention, including recessionary governmental policies. Depreciation of thereal against the U.S. dollar has also, including in the context of an economic slowdown, led to decreased consumer spending, deflationary pressures and reduced growth of the economy as a whole. On the other hand, appreciation of thereal relative to the U.S. dollar and other foreign currencies could lead to a deterioration of the Brazilian foreign exchange current accounts, as well as dampen export-driven growth. Depending on the circumstances, either depreciation or appreciation of thereal may materially and adversely affect us.

Although most of our revenue and debt is U.S. dollar-denominated, the relationship of thereal to the value of the U.S. dollar, and the rate of depreciation of thereal relative to the prevailing rate of inflation, may adversely affect us, mainly due to the following factors:

 

  

Approximately 30% of our total costs are incurred and denominated inreais.

 

  

Because taxes on income are largely determined and paid inreais based on our Brazilian tax books, the income tax expense (benefit) line item of our statements of income, which has the U.S. dollar as our functional currency, is significantly impacted by appreciation of thereal relative to the U.S. dollar to the extent we must record deferred taxes resulting from exchange rate fluctuations on the reported basis of our nonmonetary assets (mainly property, plant and equipment and intangible assets). If thereal had devalued or appreciated by 10% against the U.S. dollar in relation to the actual exchange rate as of December 31, 2017,2019, the deferred income tax expense would have been higher or lower by approximately US$141.3148.0 million. For furtheradditional information on the effects of the variation of therealagainst the U.S. dollar, see Note 2428 to our 20172019 audited consolidated financial statements Depreciation of the real against the U.S. dollar or other currencies would reduce ourreal-denominated revenues from our Defense and Security business, when converted to the U.S. dollar as our functional currency.

Depreciation of the real against the U.S. dollar or other currencies would reduce our real-denominated revenues from our Defense and Security business unit, when converted to the U.S. dollar as our functional currency.

 

  

Depreciations of thereal relative to the U.S. dollar would also reduce the U.S. dollar value of distributions and dividends on our ADSs and may also reduce the market value of our common shares and ADSs.

 

  

Appreciation of thereal against the U.S. dollar or other currencies increases the costs of our products when measured in U.S. dollars, and may result in a decrease in our margins.

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As a result, we may be materially and adversely affected by exchange rate variations.

Developments and the perception of risk in other countries, especially other emerging markets, may adversely affect the market price of Brazilian securities, including our ADSs, our common shares and our debt instruments.

The market value of securities of Brazilian issuers, including securities issued by us, may be affected by economic and market conditions in other countries, including the United States, European Union and Latin American countries and other emerging market countries. Although economic conditions in those countries may differ significantly from economic conditions in Brazil, investors’ reactions to developments in other countries may have an adverse effect on the market value of securities of Brazilian issuers. Crises elsewhere may diminish investor interest in securities of Brazilian issuers, including ours. This could adversely affect the trading price of our securities and could also make it more difficult for us to access the capital markets and finance our operations in the future on acceptable terms, or at all.

Any further downgrading of Brazil’s credit rating could adversely affect the market price of our common shares, ADSs and debt instruments.

Credit ratings affect investors’ perceptions of risk and, as a result, the yields required on debt issuances in the financial markets. Rating agencies regularly evaluate Brazil and its sovereign ratings, taking into account a number of factors including macroeconomic trends, fiscal and budgetary conditions, indebtedness and the prospect of change in these factors.

In September 2015, Standard & Poor’s lowereddowngraded Brazil’s sovereign debt credit rating to below investment grade, fromBBB-minus toBB-plus, citing among other reasons,the general instability inof the Brazilian market caused bydue to the interference of the Brazilian government’s interferencegovernment in the economy and budgetary difficulties.difficulties, among other reasons. In February 2016, Standard & Poor’s again downgraded Brazil’s sovereign debt credit rating in February 2016,again fromBB-plus to BB, and maintainedmaintaining its negative outlook on the rating, citing a worseningBrazil’s worse credit situation fromscenario since the time of the September 2015 downgrade.first downgrading. In January 2018, Standard & Poor’s downgraded Brazil’s sovereign debt credit rating again, from BB toBB-minus with a stable outlook in light of doubts regarding the presidential election and social security reform efforts. In February 2019, Standard & Poor’s affirmed Brazil’s sovereign credit rating atBB-minus with a stable outlook In December 2019, Standard & Poor’s affirmed Brazil’s sovereign credit rating atBB-minus with a positive outlook. In April 2020, Standard & Poor’s maintained Brazil’s sovereign credit rating atBB-minus and revised the outlook on this rating to stable.

In December 2015, Moody’s placed Brazil’s Baa3 ratingssovereign debt credit rating on review, for a downgrade, citing negative macroeconomic trends and a deterioration of the government’s fiscal conditions. Subsequently,Moody’s subsequently downgraded Brazil’s sovereign debt credit rating in February 2016 Moody’s downgraded Brazil’s ratings to below investment grade, to Ba2 with a negative outlook, which changed to stable in March 2017 and back to negative in May 2017, citing the prospect for further deterioration in Brazil’s debt service inindebtedness indicators, considering a negative or low economic growth environment, in addition toand a challenging political dynamics. Theenvironment. In April 2018, Moody’s maintained Brazil’s sovereign debt credit rating agency at Ba2, but changed its prospect from negative to stable, maintaining it in September 2018, citing the expected new government spending cuts. In May 2019, Moody’s affirmed Brazil’s sovereign credit rating at Ba2 and changed the outlook to stable. In May 2020, Moody’s reaffirmed Brazil’s sovereign credit rating at Ba2 with a stable outlook.

Fitch also downgraded Brazil’s sovereign credit rating fromtoBB-plus to BB with a negative outlook in December 2015, citing the country’s rapidly expanding budget deficit and the worse-than-expected recession. Onrecession, and made a further downgrade in May 2016 to BB with a negative outlook, which was maintained in 2017. In February 23, 2018, Fitch downgraded the BrazilianBrazil’s sovereign credit rating again toBB-minusBB-negative, with a stable outlook citing, among other reasons, persistentfiscal deficits, the increasing burden of public debt and large deficits, a high and growing government debt burden and the failurean inability to legislateimplement reforms that would structurally improve the structural performance ofBrazil’s public finances. As a result, the trading prices of debt and equity securities of Brazilian issuers were negatively affected. The continuation of the current Brazilian recession and the effects of Brazilian political instability on the economic scenario could lead to further ratings downgrades. As a result of the Moody’s downgrade ofIn November 2019, Fitch maintained Brazil’s issuer and bond ratings in February 2016, the rating agency also downgraded Embraer’s issuer rating from Baa3 to Ba1, below investment grade, as the rating agency largely does not rate issuers higher than one rating notch above the sovereign credit rating atBB-minus, citing the risk of tax and economic reforms and political instability. In May 2020, Fitch reaffirmed Brazil’s sovereign credit rating atBB- and revised the outlook on this rating to negative.

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As of the country in which issuer is located. Atdate of this time, Embraer maintains itsannual report, Brazil’s credit rating was classified asBB-, Ba2 and BB- by Standard & Poor’s, Moody’s and Poor’s investment grade rating of BBB, investment grade of Fitch, Rating ofBBB- and Moody’s of Ba1.

respectively. Any further downgrade ofdowngrading in Brazil’s sovereign credit ratings could heighten investors’or our rating may increase the perception of risk of investors and, as a result, increase the future cost of debt issuanceissuances, adversely affecting us. We cannot guarantee that the rating agencies will maintain these classifications in relation to Brazilian credit and any further downgrade in Brazil’s sovereign credit ratings or our ratings could materially adversely affect the trading price of our debt and equity securities.

Risks Relating to Our Common Shares and ADSs

If holders of our ADSs exchange the ADSs for common shares, they risk losing the ability to remit foreign currency abroad and Brazilian tax advantages.

The Brazilian custodian for the common shares has obtained an electronic certificate of registration from the Central Bank permitting it to remit foreign currency abroad for payments of dividends and other distributions relating to the common shares or upon the disposition of the common shares. These remittances under an ADR program are subject to a specific tax treatment in Brazil that may be more favorable to a foreign investor if compared to remitting gains originated from securities directly acquired by the investor in the Brazilian regulated stock markets. Therefore, an investor who opts to surrender ADSs in exchange for the underlying common share may be subject to less favorable tax treatment on gains with respect to these investments.

Pursuant to CMN Resolution No. 4,373, in order for the investor to surrender ADSs for the purpose of withdrawing the common shares represented thereby, the investor is required to appoint a Brazilian financial institution duly authorized by the Central Bank of Brazil and CVM to act as its legal representative, who shall be responsible, among other things, for keeping and updating the investors’ certificates of registrations with the Central Bank of Brazil, which entitles registered foreign investors to buy and sell directly on the B3 –Brasil, Bolsa, Balcão, or B3. These arrangements may require additional expenses from the foreign investor. Moreover, if the representatives fail to obtain or update the relevant certificates of registration, investors may incur additional expenses or be subject to operational delays which could affect their ability to receive dividends or distributions relating to the common shares or the return of their capital in a timely manner.

The custodian’s certificate of registration or any foreign capital registration directly obtained by the holders may be affected by future legislative or regulatory changes, and we cannot assure the holders that additional restrictions applicable to them, the disposition of the underlying common or preferred shares, or the repatriation of the proceeds from the process will not be imposed in the future.

The Brazilian government has veto power over the change in our corporate control, and of our name, trademark or corporate purpose and over the creation or alteration of our Defense and Security programs, and its interests could conflict with the interests of the holders of our common shares and ADSs.

The Brazilian government holds one share of a special class of our common stock called a “golden share,” which carries veto power over our change of control, name, trademark or corporate purpose and over the creation or alteration of our Defense and Security programs (whether or not the Brazilian government participates in those programs). For example, (i) in 2010, we changed our corporate name to Embraer S.A. and altered our bylaws to allow us to enter the defense and security market, which required the approval of the Brazilian government.government and (ii) in 2019, the Brazilian government granted its approval for the then pending strategic partnership between Embraer and Boeing. For additional information on the Transaction, see the Explanatory Note on page 4 of this annual report. The Brazilian government may veto transactions that may be in the interest of the holders of our common shares or ADSs. We cannot assure you that we will be able to obtain approvals from the Brazilian government in the future to effect important corporate changes such as those carried out in 2010,or transactions, or other important corporate changes that may be required.

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Our bylaws contain provisions that could discourage our acquisition or prevent or delay transactions that you may favor.

Our bylaws contain provisions that have the effect of avoiding the concentration of our common shares in the hands of a small group of investors to promote the dispersed ownership of those shares. These provisions require any shareholder or group of shareholders that acquires or becomes the holder of (i) 35% or more of the total shares issued by us or (ii) other rights over shares issued by us that represent more than 35% of our capital, to submit to the Brazilian government a request for making a public tender offer to purchase all of our shares on the terms specified in our bylaws. If the request is approved, the shareholder or group of shareholders must commence the public tender offer to purchase all of our shares within 60 days of the date of approval. If the request is refused, the shareholder or group of shareholders must sell all of their shares that exceed the 35% limit within 30 days, so that the holding of this shareholder or group of shareholders falls below 35% of our capital stock. These provisions may have anti-takeover effects and may discourage, delay or prevent a merger or acquisition, including transactions in which our shareholders might otherwise receive a premium for their common shares and ADSs. These provisions can only be altered or overridden with the approval of our board of directors and our shareholders in a shareholders’ meeting convened for this purpose and with the consent of the Brazilian government, as holder of the golden share.

Our bylaws contain provisions that limit the voting rights of certain shareholders, includingnon-Brazilian shareholders.

Our bylaws contain provisions that limit the rights of a shareholder or group of shareholders, including brokers acting on behalf of one or more holders of ADSs, to exercise voting rights in respect of more than 5% of the outstanding shares of our capital stock at any general meeting of shareholders. See “Item 10B.10. Additional Information—Memorandum and Articles of Association—Description of Capital Stock—Voting Rights of Shares—Limitations on the Voting Rights of Certain Holders of Common Shares.”

Our bylaws also contain provisions that limit the right ofnon-Brazilian shareholders to exercise voting rights in respect of more thantwo-thirds of the voting rights that may be exercised by Brazilian shareholders present at any general meeting of shareholders. This limitation will effectively prevent our takeover bynon-Brazilian shareholders and limit the ability ofnon-Brazilian shareholders to effect control over us. For furtheradditional information on our voting rights, see “Item 10B.10. Additional Information—10B. Memorandum and Articles of Association—Voting Rights of Shares—Limitation on the Voting Rights ofNon-Brazilian Shareholders.”

The absence of a single, controlling shareholder or group of controlling shareholders may render us susceptible to shareholder disputes or other unanticipated developments.

The absence of a single, controlling shareholder or group of controlling shareholders may create difficulties for our shareholders to approve certain transactions, because, among other things, the minimum quorum required by law for the approval of certain matters may not be reached. We and our shareholders may not be afforded the same protections provided by the Brazilian Corporate Law against abusive measures taken by other shareholders and, as a result, may not be compensated for any losses incurred. Any sudden and unexpected changes in our management, changes in our corporate policies or strategic direction, takeover attempts or any disputes among shareholders regarding their respective rights may adversely affect our business and results of operations.

Holders of ADSs may not be able to exercise their voting rights.

Holders of ADSs may only exercise their voting rights with respect to the underlying common shares in accordance with the provisions of the deposit agreement governing our ADSs. Under the deposit agreement, ADS holders must vote the common shares underlying their ADSs by giving voting instructions to the depositary. Upon receipt of the voting instructions from the ADS holder, the depositary will vote the underlying common shares in accordance with these instructions. Otherwise, ADS holders will not be able to exercise their voting right unless they surrender the ADS for cancellation in exchange for the common shares.

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Pursuant to our bylaws, the first call for a shareholders’ meeting must be published at least 30 days in advance of the meeting and the second call must be published at least 15 days in advance of the meeting. When a shareholders’ meeting is convened, holders of ADSs may not receive sufficient advance notice to surrender the ADSs in exchange for the underlying common shares to allow them to vote with respect to any specific matter. In addition, the depositary has no obligation to notify ADS holders of an upcoming vote or distribute voting cards and related materials to ADS holders, unless we specifically instruct the depositary to do so. If we ask the depositary to seek voting instructions from ADS holders, the depositary will notify ADS holders of the upcoming vote and will arrange to deliver proxy cards to those holders. We cannot assure you that ADS holders will receive proxy cards in time to allow them to instruct the depositary to vote the shares underlying their ADSs. In addition, the depositary and its agents are not responsible for failing to carry out voting instructions or for an untimely solicitation of voting instructions. As a result, holders of ADSs may not be able to fully exercise their voting rights.

The relative illiquidity and volatility of the Brazilian securities markets may substantially limit the ability of holders of our common shares or the ADSs to sell the common shares underlying ADSs at the price and time they desire.

Investing in securities, including our common shares or the ADSs, of issuers from emerging market countries, including Brazil, involves a higher degree of risk than investing in securities of issuers from more developed countries.

The Brazilian securities markets are substantially smaller, less liquid, more concentrated and more volatile than major securities markets in the United States and other jurisdictions and are not as highly regulated or supervised as some other markets. The relatively small market capitalization and illiquidity of the Brazilian equity markets may substantially limit the ability of holders of our common shares or ADSs to sell the common shares or the ADSs at the price and time desired. For furtheradditional information on the B3, see “Item 9C.9. The Offer and Listing Details—Listing—9C. Markets—Trading on the B3.”

In addition, we cannot assure you that the Transaction, if consummated, will not have an adverse effect on the liquidity of our common shares and ADSs in the market. For additional information on the Transaction, see Explanatory Note on page 4 of this annual report.

Holders of our ADSs might be unable to exercise preemptive rights with respect to the common shares.

Holders of our ADSs may not be able to exercise the preemptive rights relating to the common shares underlying their ADSs unless a registration statement under the Securities Act is effective with respect to those rights or an exemption from the registration requirements of the Securities Act is available. We are not obligated to file a registration statement with respect to the shares or other securities relating to these preemptive rights, and we cannot assure holders of our ADSs that we will file any registration statement. Unless we file a registration statement or an exemption from registration applies, holders of our ADSs may receive only the net proceeds from the sale of their preemptive rights by the depositary or, if the preemptive rights cannot be sold, the rights will lapse.

Judgments of Brazilian courts with respect to our common shares will be payable only in reais.reais.

If proceedings are brought in the courts of Brazil seeking to enforce our obligations in respect of the common shares, we will not be required to discharge our obligations in a currency other thanreais. Under Brazilian exchange control limitations, an obligation in Brazil to pay amounts denominated in a currency other thanreais may only be satisfied in Brazilian currency at the exchange rate, as determined by the Central Bank, in effect on the date the judgment is obtained, and those amounts are then adjusted to reflect exchange rate variations through the effective payment date. The then prevailing exchange rate may not providenon-Brazilian investors with full compensation for any claim arising out of or related to our obligations under the common shares or the ADSs.

 

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ITEMItem 4.

INFORMATION ON THE COMPANY

4A.    History and Development of the Company

4A.

History and Development of the Company

Corporate History

Embraer S.A. is a publicly-heldpublicly held corporation duly incorporated under the laws of Brazil with an indefinite term of duration. Our principal executive office is located at Avenida Presidente Juscelino Kubitschek, 1909,14th and 15th floors—Torre Norte—Dra. Ruth Cardoso, 8,501 (formerly known as Avenida Nações Unidas, No. 8,501), 30th floor, Eldorado Business Tower, Pinheiros, ZIP Code05425-070, city of São Paulo, Corporate Towers,04543-907,state of São Paulo, State, Brazil. Our telephone numberis 55-11-3040-9518.55-11-3040-6874, and our internet address is http://www.ri.embraer.com.br. Our agent for service of process in the United States is National Registered Agents, Inc., with offices at 875 Avenue of the Americas, Suite 501, New York, New York 10001.

Originally formed in 1969 by the Brazilian government, we became a publicly-heldpublicly held corporation in 1989 and were privatized in 1994. In the privatization process, the Brazilian government created the golden share, a special class of shares to ensure that the Brazilian government has certain veto rights, in particular regarding military programs.

In 2000, we registered with the SEC and listed our American Depositary Receipts in the New York Stock Exchange.

In 2006, we promoted a corporate restructuring process focused on simplifying our capital structure, which since then is comprised of only common shares, and we also joined a special listing segment of the B3 Brasil, Bolsa, Balcão, or B3, known asNovo Mercado, enhancing our corporate governance standards. Since then we do not have a controlling shareholder or controlling shareholder group.

In 2010, our shareholders approved a change of our corporate name from “Embraer – Empresa Brasileira de Aeronáutica S.A.” to “Embraer S.A.,” as well as the addition of capabilities and the broadening of the scope of our defenseDefense and Security business unit to allow this business unit to manufacture and trade equipment, materials, systems, software, accessories and components for the defense, security and energy industries, as well as to perform technical activities and services related to these areas. As a result, our bylaws were amended to reflect the addition of these activities to our corporate purposes. As a result, in

In 2011 and 2012, we made acquisitions and entered into partnerships in the defense segment,Defense and Security business unit, including the acquisition of Atech Negócios em Tecnologias S.A. and Bradar Indústria S.A., or Bradar and the incorporation of Harpia Sistemas S.A. (which was liquidatedmerged into Embraer in December of 2016)2018), Savis Tecnologias e Sistemas S.A. and Visiona Tecnologia Espacial S.A.

On January 24, 2019, we entered into the Master Transaction Agreement and certain other transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer or a subsidiary of Embraer and Boeing or a subsidiary of Boeing would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission transport aircraft. On April 25, 2020, Boeing terminated the Master Transaction Agreement. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and/or the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and the Contribution Agreement by Boeing. For additional information on the now terminated Transaction, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing.”

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Termination of Strategic Partnership with Boeing

Overview

In December 2017, Embraer and The Boeing Company, or Boeing, announced that the two companies were engaged in discussions regarding a potential strategic partnership. In July 2018, the two companies entered into a preliminary andnon-binding memorandum of understanding establishing the basic premises for a potential strategic partnership involving certain of Embraer’s businesses. In December 2018, the board of directors of Embraer approved, in principle, the terms and conditions of the strategic partnership, subject to the approval by the Brazilian government, which holds the common share of special class issued by Embraer (golden share). The Brazilian government approved the Transaction (as defined below) in early 2019.

On January 24, 2019, Embraer and Boeing and certain of their subsidiaries entered into the MTA and certain other transaction agreements, pursuant to which, subject to certain approvals and other conditions precedent, a Brazilian subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer and Boeing or their respective subsidiaries would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft.

Subject to the conditions in the MTA, upon consummation of the Transaction, Boeing Brazil would acquire 80% of the issued and outstanding common shares and redeemable preferred shares of the Commercial Aviation NewCo, through the subscription of new shares to be issued by the Commercial Aviation NewCo and the acquisition directly from Embraer of existing shares issued by the Commercial Aviation NewCo, at an aggregate value of approximately $4.2 billion, subject to adjustments customary for transactions of the same nature.

On February 26, 2019, the shareholders of Embraer approved the terms and conditions of the Transaction at an annual and special general shareholders’ meeting.

On January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of the Commercial Aviation NewCo of the net assets comprising of assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. In exchange for the contribution, the Commercial Aviation NewCo issued common shares and redeemable preferred shares to Embraer. The Commercial Aviation NewCo’s redeemable preferred shares have a liquidation preference, right to receive an annual fixed cumulative dividend payable at a 3.3% rate, a right to be redeemed after two years from the date of issuance, and have no voting rights.

On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement.

We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement and that it had a continuing obligation to abide by the terms thereof. Embraer strongly believes that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us.

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For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the strategic partnership with Boeing including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and/or the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

Assets Held for Sale and Discontinued Operations

According to IFRS 5, in light of the approval of the then pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Business Development

We have grown from a government-controlled company, established to develop and produce aircraft for the Brazilian Air Force, into a publicly-heldpublicly held company that produces aircraft for commercial and executive aviation and for defense and security purposes and related services.

As part of our evolution, we have obtained, developed and enhanced our engineering and technological capabilities through our own development of products for the Brazilian Air Force and through joint product development with foreign companies on specific projects. We have applied these capabilities that we gained from our defenseDefense and Security business unit to further develop our Commercial Aviation business.business (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019).

Our first regional aircraft was the Bandeirante,a 19-passenger twin-enginenon-pressurized turboprop aircraft initially designed to service the transport needs of the Brazilian Air Force. This aircraft was certified in 1973. The Bandeirante was followed by the EMB 120 Brasília, which was certified in 1985. The EMB 120 Brasília is a high performance, pressurized turboprop commercial aircraft seating up to 30 passengers and was designed to serve the longer routes and higher passenger traffic of the growing regional aircraft market. Drawing upon the design of the EMB 120 Brasília and the jet technology acquired in our development of theAM-X, a jet strike bomber for the Brazilian Air Force, we developed the ERJ 145 regional aircraft family, our first jet product for commercial use. This family comprises three aircraft, which seat up to 37, 44 and 50 passengers. The first member of the ERJ 145 family, the ERJ 145, was certified in 1996. We have expanded our jet product line with the development of the EMBRAER 170/190 jet family, which has the capacity to seat between 70 and 118 passengers and was designed to serve the aircraft market’s trend towards larger, higher volume and longer rangelonger-range jets. The first member of this family, the EMBRAER 170, was certified in February 2004, and its derivatives, the EMBRAER 175 and the EMBRAER 190, were certified in December 2004 and August 2005, respectively. The certification of the EMBRAER 195 was granted in June 2006. In June 2013, Embraer launched the second generation of itsE-Jets family of commercial aircraft, theE-Jets E2, comprising three new aircraft, theE175-E2,E190-E2 andE195-E2. TheE190-E2 is expected to enterand theE195-E2 entered into service in April 2018. TheE195-E2 is slated to enter service inof 2018 and September of 2019, andrespectively. As of the date of this annual report, theE175-E2 family is engaged in 2021. the certification process to ensure compliance with regulatory requirements.

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Our Commercial Aviation business is our primary business, accounting for 57.7%unit (part of our discontinued operations as of December 31, 2019) accounted for 40.9% of our total revenue, including continuing and discontinued operations, for the year ended December 31, 2017.2019. In light of the approval of the then pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. For additional information on our assets held for sale and discontinued operations, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Partnership with Boeing—Assets Held for Sale and Discontinued Operations” and Note 4 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

We developed a line of executive jets throughout time, first the Legacy 600, which was discontinued in 2016 to focus on the success of its longer-range successor, the Legacy 650, followed by the Phenom 100, an entry-level jet, and the Phenom 300, a light jet, both launched in 2005. The Lineage 1000, an ultra-large jet, was added in 2006 as the largest executive jet in our executive jets portfolio and an enhanced version was introduced in 2013, the Lineage 1000E. In 2008, we launched the Legacy 450 and Legacy 500, both medium cabin jets. In 2009, we presented the Legacy 650, a large executive jet that is positioned in our portfolio between the Legacy 500 and the Lineage 1000E. The Legacy 500 and the Legacy 450 entered into service in October of 2014 and December 2015, respectively. In 2016, we launched the Phenom 100EV and the Legacy 650E. In 2017, the Phenom 100EV entered into service and we also launched the Phenom 300E, an enhanced version of our Phenom 300, with a revolutionary interior design, which entered into in service in October 2017 with a demonstration aircraft. In our latest development, we introduced the new Praetor 500 midsize and Praetor 600 super-midsize business jets in 2018, during a company event in the Orlando Executive Airport. The Praetor 600 and Praetor 500 entered into service in June and in December 2019, respectively. In 2019, we have successfully implemented the sunset strategy of the legacy 650 and Lineage 1000E. Our Executive Jets business unit accounted for 25.4%25.6% of our total revenue, including our continuing and discontinued operations, for the year ended December 31, 2017.2019.

We are the leading supplier of defense aircraft for the Brazilian Air Force, based on number of aircraft sold, and have sold aircraft to armed forces in the U.S., Europe, Asia and Latin America. In the defense and security market, we offer a line of intelligence, surveillance and reconnaissance aircraft, services, systems and solutions, ground radar, transportation of authorities, tactical military transport and aerial refueling(KC-390)(C-390 Millennium), basic and advanced training and light attack and training aircraft (Super Tucano) and satellites systems.solutions. Using our commercial aircraft platforms, we are able to offer a comprehensive range of aircraft dedicated to transportation of officials, medical evacuation and general transportation missions for the defense and security market.KC-390’s prototype 001

In 2018, Embraer entered into a consortium with Thyssenkrupp Marine Systems, named Águas Azuis, and, 002 together recorded more than 1500 flight hours during 2017,in 2019, this consortium was chosen as preferred supplier to build four new Tamandaré Class Frigates. In 2020, SPE Águas Azuis entered into an agreement providing for the manufacturing of these Class Tamandaré Ships with aircraft 003, 004 and 005 already in the assembly process. At the end of 2017, the aircraft reached Initial Operational Capability, or IOC,Company for Naval Projects (Empresa Gerencial de Projetos Navais – EMGEPRON), a key milestone to reiterate its first deliveryBrazilian government-owned company linked to the endBrazilian Ministry of 2018. Defense, and the Brazilian Navy. In 2019, Embraer and Elta System formalized a strategic cooperation agreement to develop and sell a comprehensive airborne early warning, or AEW, solution based on Praetor 600 super midsize bizjet. This solution provides an affordable AEW solution comprising extended coverage and situational picture for air surveillance, air defense, and homeland security missions, law enforcement enabling monitoring of aerial activity outside ground radar detection coverage. Additionally, in 2019, Embraer delivered the first twoC-390 Millennium multi-mission transport aircraft to the Brazilian Air Force.

Our Defense and Security business unit accounted for 16.3%14.2% of our total revenue for the year ended December 31, 2017.2019. Revenues from sales to the Brazilian government accounted for 70.4%54.4% of thethis business unit revenue for this segment for the year ended December 31, 2017. Moreover, we2019.

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We also provide fuel systems, structural parts, and mechanical and hydraulic systems to Sikorsky Aircraft Corporation, or Sikorsky, a LookheedLockheed Martin Company, for its production of helicopters. We provide to Sikorsky the services of development and manufacture of the landing gear, fuel system and fuel tanks for theS-92 andH-92 Helibus helicopters. We also act as a risk-sharing partner for Sikorsky. These contracts were renewed in 2015 and will expire in 2020. In addition, we developed Ipanema, a crop duster aircraft pursuant to specifications of the Brazilian Ministry of Agriculture. These aircraft are produced only on demand. Through December 31, 2017,2019, we had delivered a total of 1,3891,422 of these aircraft. Our Other Related businessesbusiness unit accounted for 0.5%0.2% of our revenue for the year ended December 31, 2017.2019.

On December 20, 2016, we announced the creation of Embraer Services and Support, a business unit focused on services and customer support, which brings together capabilities that were previously allocated to each business area, and is responsible for developing solutions in support of current and new products and services, as well as for managing the associated processes and resources. This represents an opportunity to obtain greater operational efficiency and recurring revenues. Currently there are approximately 2,5002,360 Embraer commercial aircraft and over 1,2001,400 Embraer executive jets, as well as more than 700600 defense aircraft, in operation. Over the next 20 years, we expect that an estimated 6,400 new jets (up to 150 seats) will be put into service. In business aviation, certain forecasts indicate that there may be more than 7,500 new jets placed into service over the next decade, not counting the commercialization of thepre-owned fleet. During 2017, the new Service and Support business unit of Embraer Services and Support consolidated the services and customer support processes previously allocated to each of our business areasunits to identify synergies and quantify our expertise in our Commercial Aviation, Executive Jets and Defense and Security businessesbusiness units regarding services and support. Since the first quarter of 2018, we have reported the Services and Support business as a separate business unit in our financial statements. For additional information, see Note 39.4 to our 2019 audited consolidated financial statements included elsewhere in this annual report. Our Services and Support business unit accounted for 19.2% of our revenue for the year ended December 31, 2019. For a description of our capital expenditures, see “Item 5C.5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Capital Expenditures.”

4B.    Business Overview

4B.

Business Overview

We are the leading manufacturer of jets up to 150 seats aircraft in the world, based on the number of deliveries duringover the period from 2004 to 2017,last decade, and we have a franchise footprint represented by our global customer base. Our focus is to achieve customer satisfaction with a range of products and services addressing the commercial airline, executive jets and defense and security markets. We have grown from a government-controlled company established to develop and produce aircraft for the Brazilian Air Force into a publicly-heldpublicly held company that produces aircraft for commercial and executive aviation, and for defense and security purposes and related services. We also produce, market and sell executive jets in the entry-level and light, medium cabin, large and ultra-large categories: the Phenom 100/300 family, the Legacy 450/500 family, the Praetor 500/600, the Legacy 650E and the Lineage 1000E, respectively. Providing high quality customer support is a key element of our customer focus and is critical to our ability to maintain customers with whom we have a long-term relationship. For the year ended December 31, 2017,2019, we generated revenue of US$5,839.35,462.6 million, considering our continuing and discontinued operations, of which approximately 89%90.8% wasU.S. dollar-denominated.dollar denominated. Of our revenue in 2017, 57.7%2019, 40.9% was from our Commercial Aviation business 25.4%unit, 25.6% was from our Executive Jets business 16.3%unit, 14.2% was from our Defense and Security business unit, 19.2% was from Services and 0.5%Support business unit and 0.2% was from our Other Related businesses.business unit. As of December 31, 2017,2019, we had a total firm order backlog of US$18.3 billion, which included 435 firm orders for commercial aircraft.16.8 billion.

Our Strengths

We believe that our primary strengths are:

Leading Commercial Aircraft Manufacturer with a Global Customer Base. Based on the number of aircraft delivered, we are the leading manufacturer of jets with up to 150 seats, with a strong global customer base. Around 100 airlines from over 60 countries are flying our commercial aircraft on five continents. Our customers include some of the largest and most significant network, regional and low cost carriers in the world.

Aircraft Design; Technology; Cost and Operating Efficiency. We conceive, develop and manufacture clean sheet design aircraft with cutting edge technology to provide our customers with reduced operating, maintenance and training costs due to the similarity and efficiency in design and the commonality of parts within a jet family. As an example, theall-new Praetor 500 and Praetor 600 jets share characteristics and technologies that enhance our value proposition for the midsize and super-midsize business units. These similarities enable us to significantly reduce our design, development and production costs and pass these savings along to our customers in our competitive salessale prices, reducing the development time of our aircraft. Our investment in innovative technologies, such as design for automation, enable us to increase operational efficiency by reducing engineering and production costs as well as lowering customers’ maintenance costs.

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Strategic Risk-Sharing Partners. With respect to our commercial and business aircraft, we developed strategic relationships with key risk-sharing partners. These risk-sharing partners develop and manufacture significant portions of the systems and components of our aircraft with their own funds, thereby reducing our development expenses. These risk-sharing partners also fund a portion of our research and development expenses through direct contributions of cash or materials. These strategic relationships enable us to reduce our development expenses and risks, improve our operating efficiency, enhance the quality of our products and reduce the number of our suppliers, thereby providing us with flexibility of our production process.

Funded Development of Defense Products. Historically, development expenditures related to defense aircraft have been funded in large part by our customers, which in this business segmentunit include the governments of different countries. These customers have had an important role in our engineering and industrial development. In addition, we use well-proven civil platforms as a solution for certain defense products.

Flexibility of Production to Meet Market Demands. We believe the flexibility of our production processes and our operating structure, including our risk-sharing partnerships, allow us to adjust our production in response to market demand.

Experienced and Highly Skilled Workforce. Our employees are experienced and highly skilled. As of December 31, 2017,2019, engineers comprised 31.4%approximately 31.0% of our workforce. Due to the high level of knowledge and skill of our employees, and our continuous training and incentive programs, we are able to efficiently pursue new programs and provide our customers with differentiated technical expertise and guidance.

Leading Commercial Aircraft Manufacturer with a Global Customer Base. Based on the number of aircraft delivered, we are the leading manufacturer of jets with up to 150 seats, with a strong global customer base. Around 170 airlines from over 80 countries are flying our commercial aircraft on five continents. Our customers include some of the largest and most significant network, regional and low cost carriers in the world.

High skilled engineering for defense application and development of market leading products for our Defense and Security business unit. Super Tucano andC-390 Millennium are the main products of our Defense and Security business unit. We believe Super Tucano is the market benchmark for its class, as it combines a rugged and reliable turboprop platform with a high precision weapons delivery system. It is the only combat-proven light attack aircraft currently in production. On the other hand, theC-390 Millennium is a multi-role military transport aircraft developed to become a market leader in its category as it is appropriate for several uses, including adverse situations such as firefighting, as well as features flexibility, strength, mobility, easy maintenance and new technology. Our workforce is highly capable of understanding the customers’ requirements for our defense products and services portfolio and their operational needs, transforming it into flexible and lower lifecycle cost products with global applications. We also count with strong ability to engage with several stakeholders in partnerships, enabling the development ofstate-of-the-art of the defense and space solutions with reduced cycles.

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Business Strategies

With a view to continue growth of our business and increasing our profitability, we intend to continue to offer our customers cost-effective, high quality, and reliable aircraft and services. The key elements of our strategy are the following:

Continuing to Market Our Commercial Aircraft. We are fully committed to marketing our jets of up to 150 seats. As of December 31, 2017, we had more than 500 units in the ERJ 145 family and over 1,300 units in the EMBRAER 170/190 jet family in active service. We believe that market opportunities exist for the EMBRAER 170/190 jet family and for the new E2 family of jets, especially with airlines seeking to expand their fleet, increase their penetration in higher density markets and add longer routes. We also believe that our commercial jets will have opportunities with mainline andlow-cost airlines that are right sizing their fleets to adjust capacity for low tomid-density markets and will provide us with significant opportunities to increase our competitiveness by offering a full range of jets of up to 150 seats to our customers.

Commitment to Investing in our Commercial Aviation Products. Our new generation of Commercial Aviation jets, the E2s, reinforce Embraer’s commitment to investing in its commercial aviation products as well as maintaining market leadership in the segment. The aircraft will havestate-of-the-art engines, which, combined with new aerodynamically advanced wings, fullfly-by-wire flight controls and improvements to other systems, will improve efficiency by delivering significant reductions in fuel burn, maintenance costs, emissions and external noise.

Strengthening Our Position in the Executive Jets Market. We believe thatwe are well positioned to grow in the executive jets market provides us with significant growth opportunities. We offer products in nearly all executivesmall and medium cabin jet categories, from theentry-level to the ultra-large cabin class.classes. We have developedstreamlined our portfolio to feature the Phenom 100EV, an entry-level jet, the Phenom 300E, a light jet, Legacy 450 and Legacy 500, both medium cabin jets, the Legacy 650E, a large jetPraetor 500 and the Lineage 1000E, an ultra large jet.Praetor 600,0, midsize and super-midsize jets, respectively. This renewed portfolio represents one of the broadestis industry-leading in the industry.performance, comfort and technology. We have endeavored to understand and respond to market and customer needs, in an effort to continuously improve the product and customer support for our executive jets. In the last 1213 years, we have introduced fourdisruptive clean sheet design aircraft to the market:market. In 2019, the Phenom 100,300E, was yet again the most delivered light jet. This is the eighth consecutive year that the Phenom 300 Legacy 500 and Legacy 450. In 2017, once again, our customer support placed first in an independent, industry-leading survey, Aviation International News, or AIN.series achieves this mark.

Continue to Pursue Market Niche Opportunities in the Defense and Space Market. We currently offer products for transportation, light attack, training, intelligence, surveillance and reconnaissance. With our products, we have been able to provide enhanced capabilities through a portfolio of defense-integrated solutions, meeting the needs of a wide range of governments to address their military assignments.

Consolidate our key position with the Brazilian Ministry of Defense.We are fully committed to consolidate our position as a key partner of the Brazilian Armed Forces. We believe that ourstate-of-art engineering, operations capability and supply chain management knowledge will continue to address the needs of our most strategic customers, including the Brazilian Ministry of Defense, providing them with personalized solution. The use of the products comprising the portfolio of our Defense and Security business unit by the Brazilian Armed Forces is an opportunity to market our products to other governments around the world, increasing the demand for our products.

Continued Focusfocus on Customer Satisfactioncustomer satisfaction through our established and respected Servicesservices and Supportsupport. We believe that our focus on customer satisfaction is fundamental to our entrepreneurial success and our business strategy. Providing high quality customer supportservices and servicessupport is a key element of our customer focus and it is critical to our ability to maintain long-term relationships with our customers and keep our products competitive in the market. As the number of our aircraft in operation continues to grow, and our business expands, we have further increased our commitment to providing our customers with an appropriate level of after-sale support, including technical assistance, training, maintenance, spare parts, product modifications and other related services. We own and manage several service centers, strategically located in various parts of the world. In addition, our customers can rely on several authorized third-party maintenance service centers around the world to comply with their maintenance needs. On December 20, 2016, we announced the creation of Embraer Services and Support. DuringIn 2017, the new business unit began consolidatingcompleted the consolidation of all services and customer processes previously allocated to each of our other business areas. Since the first quarter of 2018, we have reported the services and support business as a separate business unit in our financial statements. For furtheradditional information on our services and support network, see “—Services and Support” and “—4A. History and Development of the Company—Business Development.”

Continue to provide complete and integrated services to the customers of our Defense and Security business unit. In the Defense and Security business unit, we offer a broad range of services to our customers covering air, land, sea, space and cyber security environments. For example, Atech develops products and services network, see “—Business Development”in the area of command and “—Servicescontrol, communications, computer and Support.”intelligence, cyber defense, air defense and air traffic control for the defense, security and other civil applications, and Visiona develops satellite and was the prime contractor for the Brazilian Strategic and Defense Communications Geostationary Satellite, or SGDC. We are constantly evaluating, developing and efficiently integrating new opportunities to fit our clients’ needs.

Continuing to Market Our Commercial Aircraft. We are fully committed to marketing our jets of up to 150 seats. As of December 31, 2019, we had more than 500 units in the ERJ family and almost 1,400 units in the EMBRAER 170/190 jet family in active service. In 2018 and 2019, we also made the first deliveries of the 190-E2 and195-E2 jets, respectively. In total, the E2 generation had almost 20 units in operation within two years of its entry into service. The 175-E2 jets had its first flight also in 2019, and is engaged in a certification process to ensure compliance with regulatory requirements. We believe that market opportunities exist for the EMBRAER 170/190 and for the new E2 generation, especially with airlines seeking to expand their fleet, due to organic growth, exploring new markets in the mid-density segment, and substituting aging aircraft in the below-150 seat category. Additionally commercial jets will have opportunities with mainline and low-cost carriers that are right sizing their fleets to adjust capacity and will provide us with significant opportunities to increase our competitiveness by offering a full range of jets of up to 150 seats to our customers.

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Committed to maintain the market leadership of our commercial jets up to 150 seats. Our new generation of commercial aircraft, the E2s, reinforce our commitment to maintain the market leadership in the segment of commercial jets up to 150 seats. Embraer’s commercial aircraft havestate-of-the-art engines, which, combined with aerodynamically advanced wings, fullfly-by-wire flight controls and improvements to other systems, increase efficiency by delivering significant reductions in fuel burn, maintenance costs, emissions and external noise.

Continue to Motivate Our Employees and Improve Our Production Processes and Managerial Practices. We are constantly seeking to exceed our customers’ expectations. In order to achieve this goal, we must, on a daily basis, continuously seek to implement the most efficient production processes and best managerial practices. Because the success of our products and services is ultimately a combination of the contribution of our employees and the production processes we have developed over the years, we recognize that we must continue to motivate our employees and refine our production processes. To that effect, we have implemented, and intend to further develop, corporate programs based on a “lean manufacturing” philosophy, such as the Embraer Enterprise Excellence Program, or P3E.

Discussions with Boeing

In 2017, we commenced discussions with Boeing regarding a possible business combination. We already have active partnerships in various areas with Boeing, including engineering, as well as ecological, social and cultural projects.

The negotiations are ongoing. Any business combination between the Company and Boeing would be subject to the approval of the Brazilian government, Brazilian and international regulators, Boeing, and Embraer. We cannot assure you that a business combination with Boeing will materialize.

Evolution in Business Management – Passion for Excellence and P3E Programs

Launched in 2007, the Embraer Enterprise Excellence Program, or P3E, promotes excellence in corporate management, processes and products. P3E comprisesis comprised of four pillars: (i) the development of Embraer’s organizational culture; (ii) personnel development; (iii) continuous leadership training; and (iv) the pursuit of excellence and efficiency in all processes.

Based on continuous improvement, P3E encompasses all of Embraer’s businesses, operating locations and processes. In addition, it generates value for stakeholders by connecting each area to value streams with resulting strategies. P3E uses the Kaizen concept as a tool to optimize processes forwith a particular focus on productivity gains and eliminatethe elimination of waste.

In 2017, Embraer launched the “PassionPassion for Excellence” programExcellence Program with the goal of becomingtransforming Embraer into the best and most efficient aerospace and defense company in the world. Ourworld, creating value to our stakeholders. The transformation office, launched shortly thereafter, is a department that is responsible for the management of priority workworking areas and work streams. workstreams. The workstreams comprising this program are direct procurement, indirect procurement, design to value, inventory, engineering, manufacturing, services and support, support function,zero-based budget, organizational design, digital transformation, industrial intelligence, culture and investment forum.

In addition, theour transformation office monitors project execution and adherence to expected results, while reinforcing the “lean manufacturing” and excellence concepts thatwhich have been centralfundamental to our Company’s management since the launch of P3E in 2007.

P3E is an essentiala valuable component of the “PassionPassion for Excellence” program,Excellence Program, both of which are managed by our transformation office.

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Executive Aviation Business Unit

We refer to our business aviation business unit as our “Executive Jets business.” Our current portfolio comprises the entry-level Phenom 100 EV, the light Phenom 300E, the medium cabin Legacy 450 and Legacy 500 the midsize jet Praetor 500 and the super-midsize jet Praetor 600.

We market our executive jets to companies, including fractional ownership companies, charter andair-taxi companies,high-net-worth individuals and to flight academies, both independent as well as those belonging to airlines and armed forces. Our Executive Jets business unit accounted for 25.6% of our revenue for the year ended December 31, 2019. On December 31, 2019, our firm orders in backlog for our executive jets totaled US$1.4 billion.

In May 2005, we launched the Phenom 100 and Phenom 300, which are executive jets in the entry-level and light jet categories, respectively. The Phenom 100 jet, which carries six to eight people, received the Brazilian Aviation Authority and FAA certification in December 2008, the same month of its entry into service. The Phenom 300 carries up to ten people and has a larger fuselage and wingspan and longer range than the Phenom 100. It received the Brazilian Aviation Authority and FAA certification and entered service one year after the Phenom 100. By the end of 2019, the Phenom 100 fleet comprised more than 370 aircraft distributed in more than 30 countries and the Phenom 300 fleet comprised over 530 jets distributed in more than 30 countries. Focused on constant improvement, we launched the Phenom 100EV and the Phenom 300E in 2016 and 2017, respectively.

In May 2006, we launched the Lineage 1000, an ultra-large executive jet based on the EMBRAER 190 commercial jet platform. The Lineage 1000 is configured to accommodate up to 19 passengers in a total cabin area of 750 square feet (70 square meters). The Lineage 1000 was certified by the Brazilian Aviation Authority in December 2008 and by the FAA in January 2009 and entered service in the first half of 2009. By the end of 2018, the Lineage 1000 fleet comprised more than 25 units distributed in more than10 countries. Continued investments in the Lineage 1000 resulted in the introduction of the Lineage 1000E, in 2013, enhancing the customer experience by extending its range capability and offering new interior amenities. In 2019, we have successfully implemented the sunset strategy of the Lineage 1000E.

In April 2008, we formally launched two new programs in the medium cabin category, the medium cabin Legacy 450 jet, with a 2,575 nautical mile range and a capacity for up to nine passengers, and the medium cabin Legacy 500 jet, with a 3,125 nautical mile range and a capacity for up to 12 passengers. The Legacy 450/500 medium cabin jets are positioned in our executive jets portfolio between the Phenom 300 and the Legacy 650. The Legacy 500 was certified by the Brazilian Aviation Authority and the FAA in 2014, the same year that it entered service. The Legacy 450 was certified by the Brazilian Aviation Authority and the FAA in August 2015 and by the EASA in September 2015. In November of the same year, we announced an increase of 2,900 nautical miles in the Legacy 450’s range, and it entered service in December. In November 2017, we introduced thebest-in-class5,800-foot cabin altitude for the Legacy 450/500 jets, which further enhanced customer experience. These two aircraft programs have helped strengthen our position in the market and establish our portfolio as one of the broadest in the executive aviation industry. By the end of 2019, the Legacy 450/500 fleet was composed of more than 130 units distributed in 15 countries.

In October 2009, we introduced the Legacy 650 jet, a large jet based on the Legacy 600 platform, with a longer range for up to 14 passengers. The Legacy 650 received the Brazilian Aviation Authority and FAA certification in October 2010 and February 2011, respectively, and entered service in November 2010. The latest evolution of the aircraft that started our Executive Jets business unit is the Legacy 650E, which introduces auto-throttle and interior enhancements, in addition to aten-year warranty, which set a new industry standard for performance and reliability. By the end of 2019, the fleet of Legacy 600 and Legacy 650 comprised more than 260 jets in service in over 40 countries. In 2019, we have successfully implemented the Legacy 650 series sunset strategy.

In October 2018, we launched the new Praetor 500 midsize and Praetor 600, the most disruptive and technologically advanced midsize and super-midsize jets, respectively, introducing unprecedented range into their categories. The Praetor 600 is expected to be the farthest-flying super-midsize business jet, which allows nonstop flights between London and New York. The Praetor 500 will be the fastest midsize aircraft, capable of reaching Europe from the west coast of the US with a single stop. The Praetor 600 was certified and entered service in June of 2019 and in December of 2019, respectively.

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Competition

Phenom 100EV and Phenom 300E competitors in the entry-level and light jet categories include Textron, Bombardier, Honda and Pilatus. In the medium cabin category, the Legacy 500 and Praetor 600 compete with Textron, Bombardier, Dassault and Gulfstream aircraft, while the Legacy 450 and Praetor 500 compete largely with aircraft produced by Bombardier and Textron.

Continuing Internationalization

In October 2014, we announced the opening of our Legacy 500 and Legacy 450 assembly complex in Melbourne, Florida, more than doubling the size of our campus at Melbourne International Airport. The new complex consists of four new buildings: a delivery center, an assembly hangar, a paint facility and a flight preparation facility, which are operational, as well as a new dedicated delivery center that began operations in the first half of 2018. As of December 31, 2019, our Melbourne campus had a constructed area of approximately 180,000 square feet.

Defense and Security Business Unit

We conceive, design, develop, manufacture and support a wide range of integrated solutions for the defense and security market. Our products include training, light attack aircraft, aerial surveillance platforms, military transport aircraft, government transport aircraft and command, control, communications, computer, intelligence, surveillance and reconnaissance systems and border surveillance and security. We offer a complete portfolio of customer services, ranging from maintenance and material solutions to complete Contractor Logistical Support programs.

As of December 31, 2019, we had sold more than 1,350 defense aircraft, including government transport aircraft, to more than 60 armed forces and operators worldwide. We are also the leading supplier of defense aircraft to the Brazilian Air Force based on the total number of aircraft in its fleet. Our Defense and Security business unit accounted for 14.2% of our revenue for the year ended December 31, 2019.

Products

Military Transport –C-390 Millennium

Our new multi-mission aircraftC-390 Millennium (formerly known asKC-390), maintained its features for civilian use (as certified by ANAC) and military use (as certified by the Department of Aeronautical Science and Technology – DCTA, and the Industrial Development and Coordination Institute – IFI) after its rebranding in 2019.

TheC-390 Millennium is a multi-role military transport aircraft developed to set higher standards in its class. TheC-390 Millennium is efficient for cargo and troop transport, aerial resupply and humanitarian missions, among other uses, as well as for uses in adverse situations, evacuations and firefighting. Designed with modern engineering solutions, this new aircraft is an innovation in military transport aviation. TheC-390 Millennium features flexibility, strength, mobility, easy maintenance and new technology.

In 2016, Embraer and Boeing entered into an agreement to jointly market and support theC-390 Millennium military transport aircraft. Under the agreement, the companies will pursue new business opportunities together, both for the aircraft itself and for aircraft services and support. TheC-390 Millennium completed a key milestone in 2017, when Embraer demonstrated its Initial Operating Certificate, or IOC, to the Brazilian Air Force. After making its debut at the Paris Airshow in France, the aircraft subsequently carried out demonstrations in several countries and covered an additional 90,000 km. The aircraft confirmed a high level of capability, achieving 100% availability during all flights in this period.

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In the fourth quarter of 2018, theC-390 Millennium reached another important milestone when it obtained a Type Certificate from ANAC. This certificate evidences that the project meets the highest standards of quality, which are the same as those used by the international air transport association.

In 2019, Embraer delivered the first twoC-390 Millennium multi-mission transport aircraft to the Brazilian Air Force. The aircraft were engaged by the Brazilian Air Force on the pilots and maintenance training program. In addition, the tests campaign focused on military functionalities which have significantly evolved, highlighting the successful test accomplishment ofair-to-air refueling and heavy-loads airdrop. By the end of 2019, the test campaign accumulated 2,500 flight hours. In addition, the Portuguese government signed the first export contract ofC-390 Millennium aircraft, including the acquisition of five aircraft and one flight simulator, together with a12-year contract of services to support the fleet. The first delivery is planned for 2023, and the aircraft will be used for military transport.

C-390 Millennium JV

As part of the Transaction, Embraer and Boeing (or their respective subsidiaries) had agreed to form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission airplane, based on jointly identified opportunities and development, manufacture and sales of theC-390 Millennium, in which joint venture Embraer or its subsidiary would hold the majority of the share capital. The Contribution Agreement, dated as of January 24, 2019 (the “Contribution Agreement”), that provided for the creation of such joint venture has been terminated by Boeing.

For additional information on the termination of the Transaction, see the Explanatory Note on page 4 of this annual report.

Light Attack and Training – Super Tucano

Super Tucano is an aircraft equipped for counter-insurgency scenarios, containing integrated sensors, datalink, cockpit protection and multiple weapons configurations. We believe that Super Tucano is the market benchmark in its class, as it combines a rugged and reliable turboprop platform with a delivery system of high-precision weapons. It is the only combat-proven light attack aircraft currently under production. Super Tucano is also a full-fledged advanced trainer due to its handling features, low operational cost andstate-of-the-art avionics systems.

In 2017, we sold six Super Tucano aircraft to an undisclosed customer, which were delivered in 2018 to be used for tactical and advanced training as well as light attack missions. In addition, six Super Tucano aircraft were sold to the Philippine Air Force. All aircraft are expected to be delivered in 2019. The Super Tucano was selected as part of the Philippine Air Force’s modernization plan following a public bidding process involving other manufacturers. In the same year, Embraer and Mali’s Air Force entered into a settlement agreement to adjust the scope from six to four Super Tucano, after which four aircraft were delivered in 2016.

Furthermore, in the United States Air Force’s LAS program, threeA-29 Super Tucano aircraft were delivered, and six additional aircraft were purchased during 2017, which are scheduled to be delivered in the first half of 2020 to the Air Force of Nigeria. In 2018, a contract was also signed for twelveA-29 Super Tucano aircraft that will be delivered in 2020 and 2021. Jointly with SNC, we have been participating in the Light Attack Aircraft (LAA) program, previously calledOA-X. In early 2019, the United States Air Force (USAF) canceled the LAA program. After deciding to proceed with additional LAA experiments, the USAF purchased twoA-29 aircraft for use by the Air Force Special Operations Command (AFSOC). The aircraft are expected to be delivered in 2020.

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In 2019, we sold fiveA-29 Super Tucano aircraft to an undisclosed customer. The deliveries are planned by 2021 and the aircraft will be used as light attack. FourA-29 Super Tucano aircraft were sold to another undisclosed customer. All aircraft are expected to be delivered in 2020. Additionally, in 2019, an integrated solution was delivered to an undisclosed customer compound of two Super Tucano aircraft, three SABER M60 Radar Units and three SENTIR M20 Radar units.

In 2020, the USAF transferred the LAA mission and associated funds to the U.S. Special Operations Command (SOCOM). SOCOM announced a new program named “Armed Overwatch” to acquire 75 armed aircraft. We have the opportunity to participate in a bidding process along with other manufacturers for the purchase of these aircraft with our reconnaissance aircraft or theA-29 Super Tucano.

Fighter –F-X2 Project

In July 2014, Embraer Defense and Security and Saab entered into a memorandum of understanding to collaborate in a joint management program for theF-X2 Project, pursuant to the selection of the Gripen NG as Brazil’s next generation fighter jet. Under this agreement, we will perform a material role in the overall program, as well as undertake an extensive share of work in systems development, integration, flight testing, final assembly and aircraft deliveries of both the single andtwo-seat versions of thestate-of-the-art Gripen NG aircraft for the Brazilian Air Force. The contract between the companies that establishes the partnership for joint development, industrialization and management of theF-X2 Project for the Brazilian Air Force, became effective in 2015. We participate in the coordination of all development and production activities in Brazil. Furthermore, we and Saab will work together in the development of thetwo-seat version of the Gripen NG.

By December 2017, a team of more than 120 Embraer engineers and technicians were in Sweden to conduct initial training in maintenance and development work for the Gripen NG. All the technology developed by the joint team will be transferred to Brazil later. A dedicated engineering development center for this program, the Gripen Design Development Network, or the GDDN, was inaugurated at Embraer’s industrial plant in Gavião Peixoto in the State of São Paulo to support the Brazilian Air Force Program. In June 2017, the first Gripen E prototype flight took place in Sweden.

In October 2018, at Vidsel Test Range in the north of Sweden, the Gripen E fighter successfully completed the first tests to verify the ability to release and launch external payloads. The tests conducted by the first test aircraft consisted of discharging an external fuel tank and firing anIRIS-Tair-to-air missile.

In August 2019, the Brazilian Fighter Gripen E achieved its first flight, being introduced to the Brazilian Air Force in September of the same year. The flight test campaign started at Saab and, in 2020, will continue at Embraer in Brazil. The prototype used for the first flight included software features developed by Embraer’s engineers. The first Gripen development simulator(S-RIG) was completed in November 2019 at the Embraer facility in Gavião Peixoto.

Special Transportation Aircraft

We have two ongoing programs under an agreement to develop special transportation aircraft. The first special mission program isI-X, entered into between Embraer and the Brazilian Air Force. The agreement started in 2014 with the sale of six Legacy 500 aircraft adapted to flight inspection missions. Due to budgetary constraints of the Brazilian government at the end of 2017, the scope had to be adjusted from six to four aircraft. In 2019, the last aircraft of four Legacy 500 units was delivered to the Special Flight Inspection Group (GEIV).

The second program started at the end of 2018 with the sale of two Phenom 100 aircraft to an undisclosed customer. All deliveries were concluded in 2019.

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Modernization Programs

We offer military aircraft modernization services and currently have four ongoing programs under contract, of which three are with the Brazilian Air Force and one with the Brazilian Navy. The first program, known asF-5BR, is focused on performing structural and electronics upgrades forF-5 fighter jets. In 2012, we concluded the modernization and delivery of 46F-5 jets to the Brazilian Air Force. In 2011, a contract to modernize one additional batch of 11F-5 fighter jets was signed. During 2015, the scope of this contract was reduced from 11 to three aircraft. As of December 31, 2019, two aircraft were delivered.

The second program, known as theA-1M modernization program, focuses on modernizing theAM-X aircraft, which is an aircraft developed and sold by us to the Brazilian Air Force approximately 20 years ago and became technologically outdated overtime. From 2013 to 2014, Defense and Security delivered threeA-1M fighter jets to the Brazilian Air Force. Due to Brazilian government budget constraints, the scope was adjusted from 43 to 14 aircraft at the end of 2016. In 2019, we delivered two such aircraft.

The third program relates to the upgrade ofA-4 Skyhawk fighter jets(AF-1 Brazilian Navy Designation), aimed at incorporating new technology, including new avionics, radar, power generation and independent oxygen generating systems. In 2019, the scope was adjusted from 12 to 7 aircraft. Until 2019, five modernizedAF-1(AF-1B) fighter jets were delivered to the Brazilian Navy.

The fourth program entered into between Embraer and the Brazilian Air Force relates to the modernization of five EMB 145 Airborne Early Warning and Control aircraft. This related agreement also provides for six mission planning and analysis stations, which will be employed for training and crew improvement. In 2019, Embraer performed the first flight of these modernized aircraft. The deliveries are planned for 2022.

Radars Programs

In 2019, Embraer delivered a modernized SABER M60 Radar unit to an undisclosed customer. The radar will be used as a tactical defense system. During the period, the contract for the acquisition of fourteen SABER M60 Radar mockups was signed between Embraer and the Brazilian Army. The mockups will be used for training. Additionally, in the same year, Embraer sold five anti-aircraft operations centers (Centro de Operações de Artilharia Antiaéreas – COAAe) to the Brazilian Army. The operations centers will be used for land surveillance.

Principal Defense and Security Subsidiaries and Joint Ventures

Savis Tecnologia e Sistemas S.A.

Savis Tecnologia e Sistemas S.A., or Savis, our affiliate, is an engineering company dedicated to system integration, and specializes in the development, integration, project management, implementation and life cycle support of border protection projects and of strategic structures defense. Savis is the lead system integrator for Brazilian Army’s SISFRON; we believe it is one of the largest ongoing border surveillance projects in the world.

The year 2020 represents an important milestone in the implementation of the first phase of the SISFRON Program. All different solutions and technologies have been tested and validated by the Brazilian Army in operational scenarios, enabling itsfollow-on application and continued development in the next phases of the program. We expect that the pilot phase will be concluded by 2022.

In 2019, Savis and the Brazilian Army amended the SISFRON agreement to add price escalation clauses, among other provisions. Additionally, in 2019 the Brazilian Army compensated us for currency conversion losses according to the terms of the SISFRON agreement.

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In December 2019, Savis received a request for a proposal related to phase 2 of the SISFRON Program.

Atech

Atech is a Brazilian company, wholly owned by us since 2013, focused on complex systems for critical missions, developing products and services in the area of command and control, communications, computer and intelligence, cyber defense, air defense and air traffic control for defense, security and other civil applications. Atech has worked in many Brazilian government strategic projects, including a nucleus-electric generation laboratory program, or LABGENE, which aims to develop a protection and control system for the nuclear reactor and the Brazilian air defense systems. Atech is also responsible for the development, implementation and modernization of the Brazilian air traffic control centers.

In 2018, Atech advanced on several fronts, such as contracting with main suppliers for the LABGENE, receiving and accomplishing several tests of acceptance for the control and monitoringsub-systems, as well as the inauguration of the first replica of the control room. In the area of air traffic control in Brazil, Atech completed the upgrade of the aeronautical messaging system (AMHS) and the implementation of the platform for evaluation and simulation of the new aeronautical communications network(ATN-BR). In the defense market, it also successfully concluded tests for the acceptance of the first fixed center for air traffic control and surveillance in a North African country, as well as the delivery of the first mobile air and ground surveillance centers. In the naval helicopter for the Brazilian Navy(H-XBR) program, the final certification of the tactical naval data management system was obtained, concluding the program’s development phase with the delivery of two complete sets with the embedded console tactical and mission computers.

In 2019, Atech concluded the LABGENE program with the hiring of the main suppliers of the subsystems of the program and the performance of factory acceptance tests in the control and monitoring subsystems. In the area of air traffic control, the SAGITARIO system was fully implemented in Venezuela, after being implemented in Paraguay. In 2019, Atech has also completed the project relating to the air traffic flow management system (Skyflow) to the Airport Authority of India, meeting all customer requirements. In Brazil, factory acceptance of the project to centralize flight plans for DECEA was completed. In the defense market, in a partnership with Embraer, Atech delivered a simulator for the Gripen BR program. In the same year, Águas Azuis consortium, to which Atech is a party, was selected by the Brazilian Navy for the supply of four Tamandaré class ships. Atech will provide the Integrated Platform Management System (IPMS), which is expected to be delivered, together with the class ships, to the Brazilian Navy in 2025.

Visiona Tecnologia Espacial S.A.

Embraer and Telecomunicações Brasileiras S.A., or Telebras, formed Visiona Tecnologia Espacial S.A., or Visiona, of which Embraer holds a 51% stake and Telebras 49%. Through this agreement between Embraer and Telebras, Visiona became the prime contractor for the Brazilian Strategic and Defense Communications Geostationary Satellite, or SGDC, with responsibility for the system integration.

In December 2016, after a successful phase of environmental and functional tests, Visiona delivered the SGDC satellite that will be operated by Telebras and the Brazilian Ministry of Defense. The ground system’s test and validation was also concluded in December 2016.

In 2017, the SGDCX-Band services (6 GHz to 8.5 GHz), which is used for strategic defense communication was launched successfully, and Telebras took over its control. Visiona has also entered into an agreement to support Telebras in its satellite operations.

In 2018, Visiona launched the VCUB nano-satellite program, the first satellite designed by a company in the Brazilian industry, and entered into partnerships with INPE,SENAI-SC/EMBRAPII, Government of Santa Catarina, CEMADEN and EMBRAPA for technological development and evaluation of the products generated by satellite.

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In 2019, Visiona made substantial progress in the VCUB program, successfully concluding the satellite Preliminary Design Review and, later in the year, all subsystems Critical Design Reviews. Visiona has also entered into cooperation agreements with CPRM, the Brazilian geological survey, and the São José dos Campos municipality, for evaluation of the use of the VCUB in geological survey and city management applications. Additionally, Visiona has entered into an agreement with the Brazilian Army for airborneP-Band radar remote sensing services using technology licensed from Embraer. We expect this opportunity to open a new business unit for Visiona’s remote sensing services.

Competition

Our military aircraft faces competition from various manufacturers in different countries in each market segment. The Super Tucano competes in the light attack market with the TextronAT-6 (USA), L3AT-802L Longsword (USA), Textron Scorpion (USA), LeonardoM-345 (Italy), Aero VodochodyL-159 (Czech Republic), among others. In the flight training market, it competes with the PilatusPC-21 (Switzerland), TextronT-6A/B (USA), Aero VodochodyL-39NG (Czech Republic), among others.

In the military transportation segment, theC-390 Millennium operates in the medium airlift segment in the class of 20 tons. Accordingly, its main competitor is the Lockheed MartinC-130J (USA). Due to the multi-mission design of theC-390 Millennium, including medical evacuation, search and rescue, firefighting,air-to-air refueling, transport of troops and aerial resupply, we expect specific competition with the Airbus A400M and KawasakiC-2 with respect toair-to-air refueling missions, AirbusC-295 with respect to search and rescue missions, LeonardoC-27J with respect to passengers aircraft convertible into troop transportation aircraft, IlyushinIL-76 with respect to firefighting aircraft, as well asC-130J, which is our biggest competitor in all of these categories.

In the VIP transportation segment, which comprises the aircraft that will be used by government officials and authorities, our business jets face competition from the main manufacturers of business jets, such as Bombardier (Canada), Gulfstream (USA), Textron (USA) and Dassault (France).

Services and Support Business Unit

On December 20, 2016, we announced the creation of Embraer Services and Support, a business unit focused on services and customer support, which brings together capabilities that were previously allocated to each business unit, and is responsible for developing solutions in support of current and new products and services, as well as for managing the associated processes and resources. This represents an opportunity to obtain greater operational efficiency and recurring revenues. Currently there are approximately 2,360 Embraer commercial aircraft and over 1,400 Embraer executive jets, as well as more than 600 defense aircraft, in operation. During 2017, the new business unit of Embraer Services and Support consolidated the services and customer support processes previously allocated to each of our business units to identify synergies and quantify our expertise in our Commercial Aviation, Executive Jets and Defense and Security business units regarding services and support. Since the first quarter of 2018, we have reported the Services and Support business unit as a separate segment in our financial statements. For further information, see Note 39.4 to our consolidated financial statements as of and for the year ended December 31, 2019. Our Services and Support business unit accounted for 19.2% of our revenue for the year ended December 31, 2019.

Executive Jets Industry

Our executive jets customer fleet has expanded globally and has a strong presence in major markets. We expect to continue enhancing customer services and support offered to our Executive Jets business unit. Between 2008 and 2010, we added seven wholly owned service centers to support our executive and defense aircraft in Fort Lauderdale, Florida, U.S.: Melbourne, Florida, U.S.; Mesa, Arizona, U.S.; Bradley, Connecticut, U.S.; Le Bourget, France; Gavião Peixoto and Sorocaba, São Paulo, Brazil. At the end of 2019, we had eight service centers to support our executive and defense jets fleet; including OGMA in Lisbon, Portugal, and 62 authorized service centers around the world. In addition, in order to ensure customer satisfaction, we implemented a new spare parts system and planning policy to generate synergies among business units. Our new planning policy will further enhance stock optimization and service levels, offering customers an availability between 92% and 98% for our spare parts items.

We have further developed our customer services and support structure to enhance our customers’ satisfaction in operating our Executive Jets business unit. To measure our customers’ satisfaction, we conduct a yearly customer experience survey of executive jet customers to develop action plans that will allow us to provide effective responses to our clients. Our Customer Support Contact Center counts on a team of specialists dedicated to support all Embraer Executive Jets and offers complete and timely assistance for their operational, technical and maintenance needs. This Customer Support Contact Center operates 24 hours a day, seven days a week, and is based at Embraer’s headquarters in São José dos Campos. Its priority is to minimize downtime from the customer’s first contact to final completion, by quickly and efficiently applying appropriate resources to critical needs, assuring that customers have expert assistance anywhere in the world.

Since 2014, our product support has been top-ranked in industry surveys. In 2016, for the first time we were number one in both the AIN and Pro Pilot Product Support Surveys. In 2017, AIN ranked us first for project support. In 2018, we were ranked number one in the Pro Pilot Product Support Survey and number two in AIN’s Product Support Survey. In 2019, we were top ranked in the Pro Pilot Product Support Survey and in AIN’s Product Support Survey. The positive customer responses evidenced by these surveys demonstrate our efforts in providing excellent customer services and support which are consistent with our business strategy and demonstrate Embraer’s commitment in this regard.

In 2019, our four service centers in the United States received for the ninth time the FAA Diamond award, a certificate of excellence related to maintenance technician training.

Defense and Security Industry

The Services and Support business unit provides solutions to several air forces and government entities through our comprehensive portfolio. These solutions are tailored to our customer needs and may include provision of material, training, maintenance, engineering and other aspects that will enhance fleet availability and mission readiness.

Our support services may range from simple transactional sales to integrated support programs. We assess our customer capabilities and requirements in order to define the integrated solution that will keep the fleet operating in the most effective way.

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The multi-missionC-390 Millennium has a dedicated team to design and implement the most effective entry into service solution. The customer participates directly in the process, alongside the Embraer team, encompassing overall strategy as well as specific details, assuring a reliable and smooth operation from the beginning of the process.

As part of the integrated support program, we also provide services to new and existing customers of our Super Tucano, which is an aircraft used by several air forces around the world.

Additionally, we also provide support aircraft services to passenger carriers from several government organizations. For instance, we have support services designed to fulfill requirements, including sale of spare parts, maintenance, training and technical support, among others, relating to (i) recent aircraft Phenom 100, Phenom 300, Legacy 450; (ii) older aircraft, including Legacy 600 andERJ-145, and (iii) legacy aircraft, including Bandeirantes(EMB-110) and Brasília(EMB-120). Through the support services we provide to our customers, we can complement commercial or business aircraft with equipment and sensors, thereby making our customers’ fleet available for different types of missions.

One of the pillars of the Services and Support business unit is to keep old aircraft in service. We provide engineering solutions to our customers designed to overcome material shortages or technical difficulties of obsolete aircraft by means of incorporation of modern technologies into older aircraft, making their operation reliable, safe and cost-effective.

We provide a full range of services in different countries, often operating together with our customers’ teams in their own bases. In order to provide specific activities and comprehensive maintenance solutions, we own and operate maintenance, repair and overhaul, or MRO, service centers as follows:

Alverca, Portugal, which we refer to as OGMA, which became operational in March 2005 and provides services to our commercial aviation, executive aviation and defense and security customers; and

Gavião Peixoto, in the State of São Paulo, Brazil, where we have a dedicated service center for defense and security customers.

These MRO service centers are adapting their capabilities for purposes of providingC-390 Millennium maintenance services.

In 2019, as a result of our sales efforts, we entered into new service support agreements in Latin America, Europe, Africa and Asia to support our Defense and Security customers, thus improving the quality of service in order to meet our customers’ operational requirements.

Indústria Aeronáutica de Portugal S.A. – OGMA

Indústria Aeronáutica de Portugal S.A—OGMA, or OGMA, located in Alverca, Portugal, combines the accumulatedknow-how as an aircraft manufacturer and maintenance service provider. It offers worldwide MRO services, for defense, commercial and executive aviation as well for aircraft engines and components. Furthermore, OGMA plays an important role as a major aerostructures supplier of integrated solutions to OEMs and first tier suppliers. OGMA delivers assemblies andsub-assemblies of both metallic and composite materials. Embraer owns 65% of the voting capital of OGMA and the Portuguese State owns the remaining 35%.

In 2018, OGMA celebrated 100 years of activity in the aeronautical market. Since its formation, OGMA has been investing in the areas of MRO and manufacturing of aerostructures. In 2018, it also entered into an agreement for the maintenance and management of the Brazilian Air Force’sC-130 aircraft fleet, strengthening OGMA’s position in this market. OGMA further extended the MRO spectrum, obtaining certification for maintenance of the Rolls-Royce AE1107 engine. In addition, it also entered into a pylon manufacturing agreement with one of the largest manufacturers of executive aircraft.

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Additionally, as of the date of this annual report, OGMA is developing the Supplementary Type Certificate (STCs) to integrate additional functionalities and certify theC-390 Millennium according to NATO requirements in the scope of the agreement entered into with the Portuguese Air Force (FAP) for fiveC-390. Pursuant to the terms of subcontracting agreement we have with OGMA, OGMA is also responsible to perform the maintenance activities related to the delivery of theC-390 Millennium aircraft to the FAP from March 2023 until March 2027.

Other Related Business Unit

We provide fuel systems, structural parts, and mechanical and hydraulic systems to Sikorsky Aircraft Corporation, a Lockheed Martin Company, for its production of helicopters. We also manufacture general aviation propeller aircraft, also known as light aircraft, such as crop dusters. Our Other Related business unit accounted for 0.2% of our revenue for the year ended December 31, 2019.

We provide Sikorsky Corporation with the development and manufacture of landing gear, fuel systems and fuel tanks for theS-92 andH-92 Helibus helicopters. We also act as a risk-sharing partner for Sikorsky. These contracts were renewed in 2015 and will expire at the end of 2020.

We also have Ipanema in our Other Related business unit pipeline, which is a crop duster aircraft developed pursuant to the specifications of the Brazilian Ministry of Agriculture. These aircraft are produced only on demand. As of December 31, 2019, we have delivered a total of 1,422 of these aircraft, including 15 in 2019.

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Discontinued Operations – Commercial Aviation Business Unit

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

We design, develop and manufacture a variety of commercial aircraft. Our Commercial Aviation business is our primary business, accountingunit accounted for 57.7%40.9% of our revenue for the year ended December 31, 2017.

2019. As a result of our then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded our Commercial Aviation business unit and related services in one single line item and the balances of assets and liabilities and the statement of operations were presented as held for sale and discontinued operations. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Termination of Strategic Partnership with Boeing

On January 24, 2019, we entered into the Master Transaction Agreement and certain other transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer or a subsidiary of Embraer, and Boeing or a subsidiary of Boeing, would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. For additional information on the termination strategic partnership with Boeing, see Explanatory Note on page 4 of this annual report.

For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the now-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

Assets Held for Sale and Discontinued Operations

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the

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statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Products

ERJ Jet Family

We developed the ERJ 145 family, ourour 37-50-passenger twinjet-powered regional jet, introduced in 1996, to address the growing demand among regional airlines for medium-range,jet-powered aircraft. Until the launch of the EMBRAER 170/190 Jet Family, the ERJ 145 was our most important product, achieving great results and being responsible for consolidating our presence in the United States regional market. As of December 31, 2017,2019, more than 500 ERJ 145 aircraft remained in service around the world.

EMBRAER 170/190 Jet Family

The EMBRAER 170/190 jet family provides our customers four aircraft models in the regional passenger jet range. The EMBRAER 170 is aa 70-7866-78 seat jet and the EMBRAER 175 is aa 78-8876-88 seat jet, while the EMBRAER 190 is a98-114 seat jet and the EMBRAER 195 is aa 108-124100-124 seat jet. The EMBRAER 170 was certified by the Brazilian Aviation Authority, the FAA, the Joint Aviation Authority of Europe (the former advisory organization that made certification recommendations tonon-European Union national authorities), or the JAA, and the EASA in February 2004, and deliveries of the EMBRAER 170 began in March 2004. The EMBRAER 175 was certified by the Brazilian Aviation Authority in December 2004, by the EASA in January 2005 and by the FAA in August 2006. The EMBRAER 190 was certified by the Brazilian Aviation Authority in August 2005, by the FAA in September 2005 and by the EASA in June 2006. The EMBRAER 195 was certified by the Brazilian Aviation Authority in June 2006, by the EASA in July 2006 and by the FAA in June 2007.

We designed the EMBRAER 170/190 jet family to maximize the benefits of commonality. Aircraft in the family share approximately 86% of the same components. The high level of commonality in this jet family lowered our development expenses and shortened our development period. We believe that this commonality leads to significant savings to our customers in the form of easier training, less expensive parts and maintenance and lower operational costs. Due to differences in size and weight, the EMBRAER 170/190 jet family does not share the same wing design. This new regional jet family has engines fixed under its main wings—a design intended to enhance power, improve fuel economy and minimize turnaround times. All of the aircraft models of this family are powered by engines manufactured by General Electric Aircraft Engines and containstate-of-the-art avionics manufactured by Honeywell International Inc. (Aerospace).

The EMBRAER 170/190 jet family’s principal features are:

 

  

Performance. All four jets in the EMBRAER 170/190 jet family have a maximum cruising speed of Mach .82. The EMBRAER 170 and the EMBRAER 175 with all passengers on board have maximum fully loaded ranges of 1,800 and 1,7001,750 nautical miles, respectively, and each is available in the long-rangeadvanced-range version, with maximum fully loaded ranges of 2,1002,150 and 2,0002,250 nautical miles, respectively. The EMBRAER 190 and EMBRAER 195 with all passengers on board have maximum fully loaded ranges of 1,8001,850 and 1,5001,600 nautical miles, respectively, and each is available in the long-rangeadvanced-range version with maximum fully loaded ranges of 2,4002,450 and 2,2002,300 nautical miles, respectively.

 

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Ground servicing. The underwing engine design and the existence of four doors, two in the front and two in the back, provide for enhanced accessibility and efficiency of ground services.

 

  

Cabin and cargo space. We have enhanced passenger safety and comfort in the EMBRAER 170/190 jet family. The aircraft’s “double-bubble” design enables a four-abreast cabin, a wide aisle, greater interior space and headroom, and a larger baggage compartment than the regional jets of our competitors, including those regional jets that are in the development stage.

E-Jets E2Family

In June 2013, we launched the second generation of ourE-Jets family of commercial aircraft, named theE-Jets E2, comprising three new aircraft, theE175-E2,E190-E2, andE195-E2. TheE190-E2 is expected to enterandE195-E2 entered service in April of 2018 and October of 2019, respectively. As of the first halfdate of 2018. TheE195-E2 is slated to enter service in 2019 andthis annual report, theE175-E2 in 2021. We estimate our total investmentsfamily is engaged in the newE-Jets E2 modelscertification process to be US$1.7 billion, net of contributions from suppliers, through 2021.ensure compliance with regulatory requirements.

The launch of the E2 advances our vision of offering leading-edge commercial aircraft with a capacityright-sized for 70 to 150 seats, seamless mainline comfort and performance for flexible and efficient utilization by regional,low-cost and network carriers. Our strategy is to offer all the benefits of a new design, but with the reliability of a maturean updated platform and commonality with current generationE-Jets. We have continually invested in theE-Jets program, so that our customers can stay competitive with aircraft that have the lowest operating costs and the highest passenger appeal.

In a typical single-class layout, theE175-E2 was extended by one seataone-seat row, compared to the current generation E175, and will seat up to 90 passengers, while theE190-E2 is the same size as the E190, of up to 114 seats. TheE195-E2, compared to the current E195, has grown by three seatthree-seat rows and will accommodate up to 132 seats in a typical single class configuration or up to 146144 seats in a high-density configuration.

In June 2015, two years after the launch of the program, we began to assemble the first of theE-Jets E2 family, anE190-E2, at our factory in São José dos Campos. We have already received the firstsub-assemblies from suppliers in several countries.

In November 2015, the Pratt &Whitney PW1900G PurePower® Geared Turbofan™Turbofan (GTF) engine for the EmbraerE190-E2 andE195-E2 aircraft successfully completed its first flight initiating the engine’s flight test program.

In February 2016, in a ceremony held at our plant in São José dos Campos, we presented theE190-E2.E190-E2, TheE190-E2which made its first flight in May 2016. In March 2017, in a ceremony held at our plant in São José dos Campos, we presented the second model of the E2 jet family, theE195-E2 that is scheduled to entry into service in 2019.

Ongeneration. In March 9, 2017, we announced that Azul, the largest operator of the current generation E195s in the world, will beas the launch operator of theE195-E2. Azul has 3051 firm orders and 20 purchase rights forof theE195-E2. In April 2019, theE195-E2 received simultaneous approval and was certified by ANAC, the FAA and EASA. In September 2019, we delivered the firstE195-E2 aircraft to Azul in a ceremony held in the São José dos Campos’s facility. TheE195-E2 aircraft entered into service in October of 2019.

On February 28, 2018, in a ceremony held in São José dos Campos, we received a Type Certificate from the National Civil Aviation Agency, the FAA and EASA for theE190-E2, the first member of theE-Jets E2 family of commercial aircraft, from ANAC, the FAA and EASA.aircraft. It was the first time that an aircraft program with the level of complexity of the E2 received a type certificate from three major worldwide certification authorities simultaneously.

On April 4, 2018, in a ceremony held in São José dos Campos, we celebrated the delivery of the first aircraftE190-E2 to Widerøe, the largest regional airline of Scandinavia. The aircraft entered into service in the same month and performed asold-out flight between Bergen and Tromsø in Norway.

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Customers

We have a diverse, global customer base, mainly in the commercial airline market in Europe, the Middle East, Africa, Asia (particularly China) and the Americas. Ourour major customersoperators for commercial aircraft include some of the largest regional,low-cost and mainline airlines in the world. As of December 31, 2017,2019, our largestE-Jet customers by number of aircraft in service wereare Republic, Skywest, Envoy Air, Skywest,JetBlue, Mesa, Azul, JetBlue,Aeromexico, KLM Cityhopper, Compass,Tianjin-HNA Mesa, Aeromexico and Tran States.Lot Polish. In addition, as of December 31, 2017, almost 90%2019, 78.9% of our firm orders in backlog for the current EMBRAER 170/190 jet family are from the airlines Skywest, American, JetBlue, Alaska, AirFrance-KLMRepublic Airlines, United Airlines, and the leasing company NAC/Aldus.Skywest. Moreover, ourE-Jets E2 family backlog mainly comprises orders from the companies Skywest, AirCosta,Azul, AerCap, Azul, AirCastle and ICBC,AirPeace, which represent approximately 91%85% of ourE-Jets E2 family orders. For a discussion of significant customer relationships, see “Item 3D. Key Information—Risk Factors—Risks Relating to Embraer—We depend on key customers.”

We generally sell our commercial aircraft pursuant to contracts with our customers on a fixed-price basis, adjusted by an escalation formula. Our contracts generally include an option for our customers to purchase additional aircraft at a fixed pricefixed-price option, subject to the same escalation formula. In addition, our contracts include a product support package to cover the entry into service of our aircraft, as well as a general warranty for such aircraft. Other provisions for specific aircraft performance and design requirements are negotiated with our customers. In addition, some of our contracts contain cancellation provisions andtrade-in options and financial and residual value guarantees. See “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Some of our aircraft sales may be subject to financial and residual value guarantees andtrade-in options that may require us to make significant cash disbursements” for a more detailed discussion of these provisions.

Sales and MarketingContinuing Internationalization

Our current marketing strategy is based upon our assessments ofIn October 2014, we announced the worldwide commercial airline market and of the needsopening of our customers. We actively market our aircraft to international airlinesLegacy 500 and regional affiliates of major global airlines through our regional officesLegacy 450 assembly complex in Melbourne, Florida, more than doubling the United States, Europe and Asia. Our success depends, to a significant extent, on our ability to discern our customers’ needs, including needs for customer service and product support, and to fill those needs in a timely and efficient manner while maintaining the high qualitysize of our products. Our marketcampus at Melbourne International Airport. The new complex consists of four new buildings: a delivery center, an assembly hangar, a paint facility and airline analysts focus on the long-term trends of the market, competitive analysis,product-enhancement planning and airline analysis. In terms of direct marketing to our customers, we rely heavily on the media,a flight preparation facility, which are operational, as well as participating in air shows and other cost-effective events that enhance customer awareness and brand recognition. Besides São José dos Campos in Brazil, we have regional sales offices in Amsterdam, Holland; Fort Lauderdale, Florida, U.S.A.; Beijing, China; and Singapore.

Production, New Orders and Options

Prior to starting production or development of a new project, we secure letters of intent for future orders of a significant number of aircraft. We typically begin taking orders and building a backlog two years before we begin producing a new aircraft model, aiming to receive a significant number of orders before we deliver the initial aircraft. Once an order is taken, we reserve a place fordedicated delivery center that order on the production line, ensuring that we will maintain production sufficient to meet demand. Once a place is reserved on the production line, we are able to give customers delivery dates for their orders.

We include an order in backlog once we have received a firm commitment, represented by a signed contract. Our backlog does not include options and letters of intent for which definitive contracts have not been entered into.

Our options generally provide our customers the right to purchase an aircraft at a fixed price and on a specified delivery date, subject to escalation provisions, under a purchase agreement. Once a customer decides to exercise an option, we account for it as a firm order. Occasionally, we have extended the exercise date for our options and renegotiated the delivery schedule of firm orders, as well as allowed customers to convert their firm orders or options for one aircraft into firm orders or options for another aircraft within the same commercial aircraft family.

Services and Support

We are working on further developing our portfolio of services for our commercial aviation customers, which comprises the following areas:

field Support, which provides convenient, accessible,on-site or remote assistance for all operational and technical issues in order to maximize customer performance;

technical Support, which serves technical needs through analytics, engineering expertise, and real-time fleet monitoring;

flight Operations, which supports the efficiency and safety of airlinebegan operations through tailored solutions, consulting, supervision and training resources;

aircraft Modification, which provides execution and coordination of system upgrades for improved fleet performance and cabin modifications for enhanced onboard amenities;

materials, which ensures availability and economy in parts and materials management for both scheduled and unscheduled maintenance;

maintenance, which provides optimized maintenance solutions based on best practices for efficiency, safety and effectiveness;

training, which prepares crew, maintenance technicians and operations personnel for the highest levels of competence; and

eSolutions, which deploys the internet as the core communication channel for 24 hours a day, seven days a week collaboration and information exchange.

We have a worldwide presence, with five regional units strategically positioned around the globe in order to provide us with greater agility in understanding the needs and desires of our customers and respecting the cultural diversity of the different regions where our customers are based. Our regional units are located as follows:

Fort Lauderdale, Florida, U.S.A., which supports our customers in North America;

Amsterdam, Netherlands, which supports our customers in Europe, Africa, the Middle East and Central Asia;

Singapore, which supports our customers in the Asia Pacific region;

Beijing, China, which supports our customers in China; and

São José dos Campos, Brazil, which supports our customers in Latin America.

All units mentioned above have the following infrastructure:

a spare parts distribution center;

technical and material field support teams with field engineers and customer account managers;

warranty and repair administration offices; and

services sales managers.

In São José dos Campos, we also offer the following services:

Customer Care Center, providing an integrated solutionfirst half of technical and spare parts support available 24 hours a day, seven days a week;

spare parts planning and material engineering;

technical support;

flight operations support;

maintenance support engineering;

Maintenance Repair and Overhaul, or MRO, network management strategy and policy;

business development support;

technical publications development; and

technical services, such as: maintenance training, eSolutions, engineering services, pilot services and aircraft modifications.

Beyond parts fulfillment and simple rental plans, we also provide innovative programs for material planning, logistics, and acquisitions, such as our:

Fleet-Hour Pool Program;

Parts Consignment Program;

Embraer Collaborative Inventory Plan;

Embraer Parts Exchange Program; and

Customer Stock Optimization.

We own and operate MRO facilities in Nashville, Tennessee, where we have the Embraer Aircraft Maintenance Services, a dedicated service center for commercial aviation, and through Indústria Aeronáutica de Portugal S.A, or OGMA, we offer dedicated maintenance services to both commercial and defense customers in Alverca, Portugal.

The Embraer MRO Network that supports our commercial aviation aircraft fleet is also expanding with our third-party maintenance service centers.2018. As of December 31, 2017, these centers are:2019, our Melbourne campus had a constructed area of approximately 180,000 square feet.

TAP Maintenance & Engineering, in Porto Alegre, Rio Grande do Sul, Brazil;

STAECO, in Jinan, China;
Defense and Security Business Unit

HNA Technik, in Tianjin, China;

AUSTRAL, in Buenos Aires, Argentina;

Kenya Airways, in Nairobi, Kenya;

SIA Engineering Company, in Singapore; and

Hawker Pacific, in Singapore.

Our strategy is to target our serviceWe conceive, design, develop, manufacture and support leadership position by continuing to provide the best customer support anytime and anywhere in the world, and relying on our strong MRO Network, which satisfies customers’ expectationsa wide range of quality, lead time, affordability, capability and global coverage.

We constantly monitor customer satisfaction levels and keep open communication channels with them to understand customer needs and define the most appropriate actionsintegrated solutions for the continuous improvement of our customer support. To do so, we use the following toolsdefense and forums:

security market. Our products include training, light attack aircraft, aerial surveillance platforms, military transport aircraft, government transport aircraft and command, control, communications, computer, intelligence, surveillance and reconnaissance systems and border surveillance and security. We offer a customer support satisfaction survey performed annually in order to identify our competitive position;

specific action plans and commitments with each customer, known as Customer Integrated Action Plans;

teamwork and systematic identification and integrated action plans to solve problems affecting us, our suppliers and customers;

periodic dedicated meetings at the customer’s headquarters;

Embraer Operators’ Conferences, which are yearly events typically held in regions of the world where we have customer operators;

Embraer MRO Conference, which is typically a yearly event held in our service centers;

Maintenance Cost Workshop, which is typically a yearly event where operators share best maintenance practices and discuss cost reduction initiatives;

events organized by customers, including the Operators’ Maintenance Forum and the European Customer Community Conference;

interactive forums for discussions in the web portal FlyEmbraer, fostering the exchange of experiences among customers and Embraer;

participation in international fairs related to maintenance, technology, customer relationship management and others;

Customer Advisory Board, a biennial meeting with senior executives from our customer companies to get high level insights, visions and suggestions for our future; and

an internal program, Embraer Excellence in Customer Experience, which aims to address changes in the Services and Support area of the Commercial Aviation division, in order to elevate the performance of our Commercial Aviation business, covering current and future market needs, with the purpose of obtaining the highest levelscomplete portfolio of customer satisfactionservices, ranging from maintenance and material solutions to complete Contractor Logistical Support programs.

As of December 31, 2019, we had sold more than 1,350 defense aircraft, including government transport aircraft, to more than 60 armed forces and operators worldwide. We are also the leading supplier of defense aircraft to the Brazilian Air Force based on their experience in the commercial aviation industry.

Competition

We generally face competition from major manufacturers in the international aircraft market. Each category of our products faces competition of a different nature and generally from different companies. Some of our competitors have greater financial, marketing and other resources than we do.

We currently face the strongest competition from the following aircraft:

ATR-72,a 68-seat turboprop produced by ATR Aircraft, or ATR;

Q-400,a 72-seat turboprop produced by Bombardier;

CRJ-700,CRJ-900 andCRJ-1000,70-seat,86-seatand 98-seat regional jets, respectively, produced by Bombardier;

CSeries, CS100 and CS300, 110 to150-seat jets produced by Bombardier, which entered into service in 2016;

MRJ, a 76 to88-seat jet under development by Mitsubishi, which is expected to enter into service by 2020;

ARJ21,a 90-seat regional jet produced by COMAC;

SSJ100,a 103-seat regional jet produced by Sukhoi;

A319, a140-seat jet produced by Airbus;

A319neo, are-engined A319 jet expected to enter into service in 2018;

737-700, a126-seat jet produced by Boeing; and

737 MAX 7, are-engined and stretched737-700 jet, with138-seat, expected to entering into service in 2019.

We are the leading manufacturer in the market for jets up to 150 seats in the world, with 28% of market share in terms of accumulated deliveries, since 2004, followed by Bombardier with 25%, Airbus with 16%, ATR with 13%, Boeing with 12% and the remaining 6% held by other competitors.

The key competitive factors in the markets in which we participate include design and technological strength, aircraft operational costs, pricetotal number of aircraft including financing costs, customer servicein its fleet. Our Defense and manufacturing efficiency. We believe that we will be able to compete favorably on the basis of our aircraft performance, efficiency, low operating costs, product development experience, global customer base, market acceptance, cabin design and aircraft price.

In addition, while the competitive landscape has become increasingly aggressive, deals such as the Airbus acquisition of a majority stake in Bombardier’sC-Series Program are evidence of the opportunities in the100-150 seats market. With the Airbus sales team marketing theC-Series Program, we believe customers who would not have previously considered theC-Series will seek ourE190/E195-E2 as a comparable alternative.

Executive Aviation Business

We refer to ourSecurity business aviation segment as our “Executive Jets business.” Our current portfolio is one of the broadest in the industry, comprising the entry-level Phenom 100 EV, the light Phenom 300E, the revolutionary medium cabin Legacy 450 and Legacy 500, the large cabin Legacy 650E and the ultra-large cabin Lineage 1000E.

We market our executive jets to companies, including fractional ownership companies, charter andair-taxi companies,high-net-worth individuals and to flight academies, both independent as well as those belonging to airlines and armed forces. Our Executive Jets businessunit accounted for 25.4%14.2% of our revenue for the year ended December 31, 2017. On December 31, 2017, our firm orders2019.

Products

Military Transport –C-390 Millennium

Our new multi-mission aircraftC-390 Millennium (formerly known asKC-390), maintained its features for civilian use (as certified by ANAC) and military use (as certified by the Department of Aeronautical Science and Technology – DCTA, and the Industrial Development and Coordination Institute – IFI) after its rebranding in backlog2019.

TheC-390 Millennium is a multi-role military transport aircraft developed to set higher standards in its class. TheC-390 Millennium is efficient for our executive jets totaled US$777.4 million.cargo and troop transport, aerial resupply and humanitarian missions, among other uses, as well as for uses in adverse situations, evacuations and firefighting. Designed with modern engineering solutions, this new aircraft is an innovation in military transport aviation. TheC-390 Millennium features flexibility, strength, mobility, easy maintenance and new technology.

In May 2005, we launched2016, Embraer and Boeing entered into an agreement to jointly market and support the Phenom 100C-390 Millennium military transport aircraft. Under the agreement, the companies will pursue new business opportunities together, both for the aircraft itself and Phenom 300,for aircraft services and support. TheC-390 Millennium completed a key milestone in 2017, when Embraer demonstrated its Initial Operating Certificate, or IOC, to the Brazilian Air Force. After making its debut at the Paris Airshow in France, the aircraft subsequently carried out demonstrations in several countries and covered an additional 90,000 km. The aircraft confirmed a high level of capability, achieving 100% availability during all flights in this period.

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In the fourth quarter of 2018, theC-390 Millennium reached another important milestone when it obtained a Type Certificate from ANAC. This certificate evidences that the project meets the highest standards of quality, which are executive jetsthe same as those used by the international air transport association.

In 2019, Embraer delivered the first twoC-390 Millennium multi-mission transport aircraft to the Brazilian Air Force. The aircraft were engaged by the Brazilian Air Force on the pilots and maintenance training program. In addition, the tests campaign focused on military functionalities which have significantly evolved, highlighting the successful test accomplishment ofair-to-air refueling and heavy-loads airdrop. By the end of 2019, the test campaign accumulated 2,500 flight hours. In addition, the Portuguese government signed the first export contract ofC-390 Millennium aircraft, including the acquisition of five aircraft and one flight simulator, together with a12-year contract of services to support the fleet. The first delivery is planned for 2023, and the aircraft will be used for military transport.

C-390 Millennium JV

As part of the Transaction, Embraer and Boeing (or their respective subsidiaries) had agreed to form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission airplane, based on jointly identified opportunities and development, manufacture and sales of theC-390 Millennium, in which joint venture Embraer or its subsidiary would hold the majority of the share capital. The Contribution Agreement, dated as of January 24, 2019 (the “Contribution Agreement”), that provided for the creation of such joint venture has been terminated by Boeing.

For additional information on the termination of the Transaction, see the Explanatory Note on page 4 of this annual report.

Light Attack and Training – Super Tucano

Super Tucano is an aircraft equipped for counter-insurgency scenarios, containing integrated sensors, datalink, cockpit protection and multiple weapons configurations. We believe that Super Tucano is the market benchmark in its class, as it combines a rugged and reliable turboprop platform with a delivery system of high-precision weapons. It is the only combat-proven light attack aircraft currently under production. Super Tucano is also a full-fledged advanced trainer due to its handling features, low operational cost andstate-of-the-art avionics systems.

In 2017, we sold six Super Tucano aircraft to an undisclosed customer, which were delivered in 2018 to be used for tactical and advanced training as well as light attack missions. In addition, six Super Tucano aircraft were sold to the Philippine Air Force. All aircraft are expected to be delivered in 2019. The Super Tucano was selected as part of the Philippine Air Force’s modernization plan following a public bidding process involving other manufacturers. In the same year, Embraer and Mali’s Air Force entered into a settlement agreement to adjust the scope from six to four Super Tucano, after which four aircraft were delivered in 2016.

Furthermore, in the entry-levelUnited States Air Force’s LAS program, threeA-29 Super Tucano aircraft were delivered, and six additional aircraft were purchased during 2017, which are scheduled to be delivered in the first half of 2020 to the Air Force of Nigeria. In 2018, a contract was also signed for twelveA-29 Super Tucano aircraft that will be delivered in 2020 and 2021. Jointly with SNC, we have been participating in the Light Attack Aircraft (LAA) program, previously calledOA-X. In early 2019, the United States Air Force (USAF) canceled the LAA program. After deciding to proceed with additional LAA experiments, the USAF purchased twoA-29 aircraft for use by the Air Force Special Operations Command (AFSOC). The aircraft are expected to be delivered in 2020.

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In 2019, we sold fiveA-29 Super Tucano aircraft to an undisclosed customer. The deliveries are planned by 2021 and the aircraft will be used as light jet categories, respectively. The Phenom 100 jet, which carries sixattack. FourA-29 Super Tucano aircraft were sold to eight people, receivedanother undisclosed customer. All aircraft are expected to be delivered in 2020. Additionally, in 2019, an integrated solution was delivered to an undisclosed customer compound of two Super Tucano aircraft, three SABER M60 Radar Units and three SENTIR M20 Radar units.

In 2020, the USAF transferred the LAA mission and associated funds to the U.S. Special Operations Command (SOCOM). SOCOM announced a new program named “Armed Overwatch” to acquire 75 armed aircraft. We have the opportunity to participate in a bidding process along with other manufacturers for the purchase of these aircraft with our reconnaissance aircraft or theA-29 Super Tucano.

Fighter –F-X2 Project

In July 2014, Embraer Defense and Security and Saab entered into a memorandum of understanding to collaborate in a joint management program for theF-X2 Project, pursuant to the selection of the Gripen NG as Brazil’s next generation fighter jet. Under this agreement, we will perform a material role in the overall program, as well as undertake an extensive share of work in systems development, integration, flight testing, final assembly and aircraft deliveries of both the single andtwo-seat versions of thestate-of-the-art Gripen NG aircraft for the Brazilian Aviation AuthorityAir Force. The contract between the companies that establishes the partnership for joint development, industrialization and FAA certificationmanagement of theF-X2 Project for the Brazilian Air Force, became effective in 2015. We participate in the coordination of all development and production activities in Brazil. Furthermore, we and Saab will work together in the development of thetwo-seat version of the Gripen NG.

By December 2008,2017, a team of more than 120 Embraer engineers and technicians were in Sweden to conduct initial training in maintenance and development work for the Gripen NG. All the technology developed by the joint team will be transferred to Brazil later. A dedicated engineering development center for this program, the Gripen Design Development Network, or the GDDN, was inaugurated at Embraer’s industrial plant in Gavião Peixoto in the State of São Paulo to support the Brazilian Air Force Program. In June 2017, the first Gripen E prototype flight took place in Sweden.

In October 2018, at Vidsel Test Range in the north of Sweden, the Gripen E fighter successfully completed the first tests to verify the ability to release and launch external payloads. The tests conducted by the first test aircraft consisted of discharging an external fuel tank and firing anIRIS-Tair-to-air missile.

In August 2019, the Brazilian Fighter Gripen E achieved its first flight, being introduced to the Brazilian Air Force in September of the same month of its entryyear. The flight test campaign started at Saab and, in 2020, will continue at Embraer in Brazil. The prototype used for the first flight included software features developed by Embraer’s engineers. The first Gripen development simulator(S-RIG) was completed in November 2019 at the Embraer facility in Gavião Peixoto.

Special Transportation Aircraft

We have two ongoing programs under an agreement to develop special transportation aircraft. The first special mission program isI-X, entered into service. The Phenom 300 carries up to ten peoplebetween Embraer and has a larger fuselage and wingspan and longer range than the Phenom 100. It received the Brazilian Aviation Authority and FAA certification and entered into service one year afterAir Force. The agreement started in 2014 with the Phenom 100. Bysale of six Legacy 500 aircraft adapted to flight inspection missions. Due to budgetary constraints of the Brazilian government at the end of 2017, the scope had to be adjusted from six to four aircraft. In 2019, the last aircraft of four Legacy 500 units was delivered to the Special Flight Inspection Group (GEIV).

The second program started at the end of 2018 with the sale of two Phenom 100 fleet comprisedaircraft to an undisclosed customer. All deliveries were concluded in 2019.

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Modernization Programs

We offer military aircraft modernization services and currently have four ongoing programs under contract, of which three are with the Brazilian Air Force and one with the Brazilian Navy. The first program, known asF-5BR, is focused on performing structural and electronics upgrades forF-5 fighter jets. In 2012, we concluded the modernization and delivery of 46F-5 jets to the Brazilian Air Force. In 2011, a contract to modernize one additional batch of 11F-5 fighter jets was signed. During 2015, the scope of this contract was reduced from 11 to three aircraft. As of December 31, 2019, two aircraft were delivered.

The second program, known as theA-1M modernization program, focuses on modernizing theAM-X aircraft, which is an aircraft developed and sold by us to the Brazilian Air Force approximately 20 years ago and became technologically outdated overtime. From 2013 to 2014, Defense and Security delivered threeA-1M fighter jets to the Brazilian Air Force. Due to Brazilian government budget constraints, the scope was adjusted from 43 to 14 aircraft at the end of 2016. In 2019, we delivered two such aircraft.

The third program relates to the upgrade ofA-4 Skyhawk fighter jets(AF-1 Brazilian Navy Designation), aimed at incorporating new technology, including new avionics, radar, power generation and independent oxygen generating systems. In 2019, the scope was adjusted from 12 to 7 aircraft. Until 2019, five modernizedAF-1(AF-1B) fighter jets were delivered to the Brazilian Navy.

The fourth program entered into between Embraer and the Brazilian Air Force relates to the modernization of five EMB 145 Airborne Early Warning and Control aircraft. This related agreement also provides for six mission planning and analysis stations, which will be employed for training and crew improvement. In 2019, Embraer performed the first flight of these modernized aircraft. The deliveries are planned for 2022.

Radars Programs

In 2019, Embraer delivered a modernized SABER M60 Radar unit to an undisclosed customer. The radar will be used as a tactical defense system. During the period, the contract for the acquisition of fourteen SABER M60 Radar mockups was signed between Embraer and the Brazilian Army. The mockups will be used for training. Additionally, in the same year, Embraer sold five anti-aircraft operations centers (Centro de Operações de Artilharia Antiaéreas – COAAe) to the Brazilian Army. The operations centers will be used for land surveillance.

Principal Defense and Security Subsidiaries and Joint Ventures

Savis Tecnologia e Sistemas S.A.

Savis Tecnologia e Sistemas S.A., or Savis, our affiliate, is an engineering company dedicated to system integration, and specializes in the development, integration, project management, implementation and life cycle support of border protection projects and of strategic structures defense. Savis is the lead system integrator for Brazilian Army’s SISFRON; we believe it is one of the largest ongoing border surveillance projects in the world.

The year 2020 represents an important milestone in the implementation of the first phase of the SISFRON Program. All different solutions and technologies have been tested and validated by the Brazilian Army in operational scenarios, enabling itsfollow-on application and continued development in the next phases of the program. We expect that the pilot phase will be concluded by 2022.

In 2019, Savis and the Brazilian Army amended the SISFRON agreement to add price escalation clauses, among other provisions. Additionally, in 2019 the Brazilian Army compensated us for currency conversion losses according to the terms of the SISFRON agreement.

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In December 2019, Savis received a request for a proposal related to phase 2 of the SISFRON Program.

Atech

Atech is a Brazilian company, wholly owned by us since 2013, focused on complex systems for critical missions, developing products and services in the area of command and control, communications, computer and intelligence, cyber defense, air defense and air traffic control for defense, security and other civil applications. Atech has worked in many Brazilian government strategic projects, including a nucleus-electric generation laboratory program, or LABGENE, which aims to develop a protection and control system for the nuclear reactor and the Brazilian air defense systems. Atech is also responsible for the development, implementation and modernization of the Brazilian air traffic control centers.

In 2018, Atech advanced on several fronts, such as contracting with main suppliers for the LABGENE, receiving and accomplishing several tests of acceptance for the control and monitoringsub-systems, as well as the inauguration of the first replica of the control room. In the area of air traffic control in Brazil, Atech completed the upgrade of the aeronautical messaging system (AMHS) and the implementation of the platform for evaluation and simulation of the new aeronautical communications network(ATN-BR). In the defense market, it also successfully concluded tests for the acceptance of the first fixed center for air traffic control and surveillance in a North African country, as well as the delivery of the first mobile air and ground surveillance centers. In the naval helicopter for the Brazilian Navy(H-XBR) program, the final certification of the tactical naval data management system was obtained, concluding the program’s development phase with the delivery of two complete sets with the embedded console tactical and mission computers.

In 2019, Atech concluded the LABGENE program with the hiring of the main suppliers of the subsystems of the program and the performance of factory acceptance tests in the control and monitoring subsystems. In the area of air traffic control, the SAGITARIO system was fully implemented in Venezuela, after being implemented in Paraguay. In 2019, Atech has also completed the project relating to the air traffic flow management system (Skyflow) to the Airport Authority of India, meeting all customer requirements. In Brazil, factory acceptance of the project to centralize flight plans for DECEA was completed. In the defense market, in a partnership with Embraer, Atech delivered a simulator for the Gripen BR program. In the same year, Águas Azuis consortium, to which Atech is a party, was selected by the Brazilian Navy for the supply of four Tamandaré class ships. Atech will provide the Integrated Platform Management System (IPMS), which is expected to be delivered, together with the class ships, to the Brazilian Navy in 2025.

Visiona Tecnologia Espacial S.A.

Embraer and Telecomunicações Brasileiras S.A., or Telebras, formed Visiona Tecnologia Espacial S.A., or Visiona, of which Embraer holds a 51% stake and Telebras 49%. Through this agreement between Embraer and Telebras, Visiona became the prime contractor for the Brazilian Strategic and Defense Communications Geostationary Satellite, or SGDC, with responsibility for the system integration.

In December 2016, after a successful phase of environmental and functional tests, Visiona delivered the SGDC satellite that will be operated by Telebras and the Brazilian Ministry of Defense. The ground system’s test and validation was also concluded in December 2016.

In 2017, the SGDCX-Band services (6 GHz to 8.5 GHz), which is used for strategic defense communication was launched successfully, and Telebras took over its control. Visiona has also entered into an agreement to support Telebras in its satellite operations.

In 2018, Visiona launched the VCUB nano-satellite program, the first satellite designed by a company in the Brazilian industry, and entered into partnerships with INPE,SENAI-SC/EMBRAPII, Government of Santa Catarina, CEMADEN and EMBRAPA for technological development and evaluation of the products generated by satellite.

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In 2019, Visiona made substantial progress in the VCUB program, successfully concluding the satellite Preliminary Design Review and, later in the year, all subsystems Critical Design Reviews. Visiona has also entered into cooperation agreements with CPRM, the Brazilian geological survey, and the São José dos Campos municipality, for evaluation of the use of the VCUB in geological survey and city management applications. Additionally, Visiona has entered into an agreement with the Brazilian Army for airborneP-Band radar remote sensing services using technology licensed from Embraer. We expect this opportunity to open a new business unit for Visiona’s remote sensing services.

Competition

Our military aircraft faces competition from various manufacturers in different countries in each market segment. The Super Tucano competes in the light attack market with the TextronAT-6 (USA), L3AT-802L Longsword (USA), Textron Scorpion (USA), LeonardoM-345 (Italy), Aero VodochodyL-159 (Czech Republic), among others. In the flight training market, it competes with the PilatusPC-21 (Switzerland), TextronT-6A/B (USA), Aero VodochodyL-39NG (Czech Republic), among others.

In the military transportation segment, theC-390 Millennium operates in the medium airlift segment in the class of 20 tons. Accordingly, its main competitor is the Lockheed MartinC-130J (USA). Due to the multi-mission design of theC-390 Millennium, including medical evacuation, search and rescue, firefighting,air-to-air refueling, transport of troops and aerial resupply, we expect specific competition with the Airbus A400M and KawasakiC-2 with respect toair-to-air refueling missions, AirbusC-295 with respect to search and rescue missions, LeonardoC-27J with respect to passengers aircraft convertible into troop transportation aircraft, IlyushinIL-76 with respect to firefighting aircraft, as well asC-130J, which is our biggest competitor in all of these categories.

In the VIP transportation segment, which comprises the aircraft that will be used by government officials and authorities, our business jets face competition from the main manufacturers of business jets, such as Bombardier (Canada), Gulfstream (USA), Textron (USA) and Dassault (France).

Services and Support Business Unit

On December 20, 2016, we announced the creation of Embraer Services and Support, a business unit focused on services and customer support, which brings together capabilities that were previously allocated to each business unit, and is responsible for developing solutions in support of current and new products and services, as well as for managing the associated processes and resources. This represents an opportunity to obtain greater operational efficiency and recurring revenues. Currently there are approximately 2,360 Embraer commercial aircraft and over 1,400 Embraer executive jets, as well as more than 350600 defense aircraft, distributed in operation. During 2017, the new business unit of Embraer Services and Support consolidated the services and customer support processes previously allocated to each of our business units to identify synergies and quantify our expertise in our Commercial Aviation, Executive Jets and Defense and Security business units regarding services and support. Since the first quarter of 2018, we have reported the Services and Support business unit as a separate segment in our financial statements. For further information, see Note 39.4 to our consolidated financial statements as of and for the year ended December 31, 2019. Our Services and Support business unit accounted for 19.2% of our revenue for the year ended December 31, 2019.

Executive Jets Industry

Our executive jets customer fleet has expanded globally and has a strong presence in major markets. We expect to continue enhancing customer services and support offered to our Executive Jets business unit. Between 2008 and 2010, we added seven wholly owned service centers to support our executive and defense aircraft in Fort Lauderdale, Florida, U.S.: Melbourne, Florida, U.S.; Mesa, Arizona, U.S.; Bradley, Connecticut, U.S.; Le Bourget, France; Gavião Peixoto and Sorocaba, São Paulo, Brazil. At the end of 2019, we had eight service centers to support our executive and defense jets fleet; including OGMA in Lisbon, Portugal, and 62 authorized service centers around the world. In addition, in order to ensure customer satisfaction, we implemented a new spare parts system and planning policy to generate synergies among business units. Our new planning policy will further enhance stock optimization and service levels, offering customers an availability between 92% and 98% for our spare parts items.

We have further developed our customer services and support structure to enhance our customers’ satisfaction in operating our Executive Jets business unit. To measure our customers’ satisfaction, we conduct a yearly customer experience survey of executive jet customers to develop action plans that will allow us to provide effective responses to our clients. Our Customer Support Contact Center counts on a team of specialists dedicated to support all Embraer Executive Jets and offers complete and timely assistance for their operational, technical and maintenance needs. This Customer Support Contact Center operates 24 hours a day, seven days a week, and is based at Embraer’s headquarters in São José dos Campos. Its priority is to minimize downtime from the customer’s first contact to final completion, by quickly and efficiently applying appropriate resources to critical needs, assuring that customers have expert assistance anywhere in the world.

Since 2014, our product support has been top-ranked in industry surveys. In 2016, for the first time we were number one in both the AIN and Pro Pilot Product Support Surveys. In 2017, AIN ranked us first for project support. In 2018, we were ranked number one in the Pro Pilot Product Support Survey and number two in AIN’s Product Support Survey. In 2019, we were top ranked in the Pro Pilot Product Support Survey and in AIN’s Product Support Survey. The positive customer responses evidenced by these surveys demonstrate our efforts in providing excellent customer services and support which are consistent with our business strategy and demonstrate Embraer’s commitment in this regard.

In 2019, our four service centers in the United States received for the ninth time the FAA Diamond award, a certificate of excellence related to maintenance technician training.

Defense and Security Industry

The Services and Support business unit provides solutions to several air forces and government entities through our comprehensive portfolio. These solutions are tailored to our customer needs and may include provision of material, training, maintenance, engineering and other aspects that will enhance fleet availability and mission readiness.

Our support services may range from simple transactional sales to integrated support programs. We assess our customer capabilities and requirements in order to define the integrated solution that will keep the fleet operating in the most effective way.

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The multi-missionC-390 Millennium has a dedicated team to design and implement the most effective entry into service solution. The customer participates directly in the process, alongside the Embraer team, encompassing overall strategy as well as specific details, assuring a reliable and smooth operation from the beginning of the process.

As part of the integrated support program, we also provide services to new and existing customers of our Super Tucano, which is an aircraft used by several air forces around the world.

Additionally, we also provide support aircraft services to passenger carriers from several government organizations. For instance, we have support services designed to fulfill requirements, including sale of spare parts, maintenance, training and technical support, among others, relating to (i) recent aircraft Phenom 100, Phenom 300, Legacy 450; (ii) older aircraft, including Legacy 600 andERJ-145, and (iii) legacy aircraft, including Bandeirantes(EMB-110) and Brasília(EMB-120). Through the support services we provide to our customers, we can complement commercial or business aircraft with equipment and sensors, thereby making our customers’ fleet available for different types of missions.

One of the pillars of the Services and Support business unit is to keep old aircraft in service. We provide engineering solutions to our customers designed to overcome material shortages or technical difficulties of obsolete aircraft by means of incorporation of modern technologies into older aircraft, making their operation reliable, safe and cost-effective.

We provide a full range of services in different countries, often operating together with our customers’ teams in their own bases. In order to provide specific activities and comprehensive maintenance solutions, we own and operate maintenance, repair and overhaul, or MRO, service centers as follows:

Alverca, Portugal, which we refer to as OGMA, which became operational in March 2005 and provides services to our commercial aviation, executive aviation and defense and security customers; and

Gavião Peixoto, in the State of São Paulo, Brazil, where we have a dedicated service center for defense and security customers.

These MRO service centers are adapting their capabilities for purposes of providingC-390 Millennium maintenance services.

In 2019, as a result of our sales efforts, we entered into new service support agreements in Latin America, Europe, Africa and Asia to support our Defense and Security customers, thus improving the quality of service in order to meet our customers’ operational requirements.

Indústria Aeronáutica de Portugal S.A. – OGMA

Indústria Aeronáutica de Portugal S.A—OGMA, or OGMA, located in Alverca, Portugal, combines the accumulatedknow-how as an aircraft manufacturer and maintenance service provider. It offers worldwide MRO services, for defense, commercial and executive aviation as well for aircraft engines and components. Furthermore, OGMA plays an important role as a major aerostructures supplier of integrated solutions to OEMs and first tier suppliers. OGMA delivers assemblies andsub-assemblies of both metallic and composite materials. Embraer owns 65% of the voting capital of OGMA and the Portuguese State owns the remaining 35%.

In 2018, OGMA celebrated 100 years of activity in the aeronautical market. Since its formation, OGMA has been investing in the areas of MRO and manufacturing of aerostructures. In 2018, it also entered into an agreement for the maintenance and management of the Brazilian Air Force’sC-130 aircraft fleet, strengthening OGMA’s position in this market. OGMA further extended the MRO spectrum, obtaining certification for maintenance of the Rolls-Royce AE1107 engine. In addition, it also entered into a pylon manufacturing agreement with one of the largest manufacturers of executive aircraft.

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Additionally, as of the date of this annual report, OGMA is developing the Supplementary Type Certificate (STCs) to integrate additional functionalities and certify theC-390 Millennium according to NATO requirements in the scope of the agreement entered into with the Portuguese Air Force (FAP) for fiveC-390. Pursuant to the terms of subcontracting agreement we have with OGMA, OGMA is also responsible to perform the maintenance activities related to the delivery of theC-390 Millennium aircraft to the FAP from March 2023 until March 2027.

Other Related Business Unit

We provide fuel systems, structural parts, and mechanical and hydraulic systems to Sikorsky Aircraft Corporation, a Lockheed Martin Company, for its production of helicopters. We also manufacture general aviation propeller aircraft, also known as light aircraft, such as crop dusters. Our Other Related business unit accounted for 0.2% of our revenue for the year ended December 31, 2019.

We provide Sikorsky Corporation with the development and manufacture of landing gear, fuel systems and fuel tanks for theS-92 andH-92 Helibus helicopters. We also act as a risk-sharing partner for Sikorsky. These contracts were renewed in 2015 and will expire at the end of 2020.

We also have Ipanema in our Other Related business unit pipeline, which is a crop duster aircraft developed pursuant to the specifications of the Brazilian Ministry of Agriculture. These aircraft are produced only on demand. As of December 31, 2019, we have delivered a total of 1,422 of these aircraft, including 15 in 2019.

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Discontinued Operations – Commercial Aviation Business Unit

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

We design, develop and manufacture a variety of commercial aircraft. Our Commercial Aviation business unit accounted for 40.9% of our revenue for the year ended December 31, 2019. As a result of our then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded our Commercial Aviation business unit and related services in one single line item and the balances of assets and liabilities and the statement of operations were presented as held for sale and discontinued operations. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Termination of Strategic Partnership with Boeing

On January 24, 2019, we entered into the Master Transaction Agreement and certain other transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer or a subsidiary of Embraer, and Boeing or a subsidiary of Boeing, would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. For additional information on the termination strategic partnership with Boeing, see Explanatory Note on page 4 of this annual report.

For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the now-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

Assets Held for Sale and Discontinued Operations

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the

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statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Products

ERJ Jet Family

We developed the ERJ family, our37-50-passenger twinjet-powered regional jet, introduced in 1996, to address the growing demand among regional airlines for medium-range,jet-powered aircraft. Until the launch of the EMBRAER 170/190 Jet Family, the ERJ was our most important product, achieving great results and being responsible for consolidating our presence in the United States regional market. As of December 31, 2019, more than 30 countries500 ERJ aircraft remained in service around the world.

EMBRAER 170/190 Jet Family

The EMBRAER 170/190 jet family provides our customers four aircraft models in the regional passenger jet range. The EMBRAER 170 is a66-78 seat jet and the Phenom 300 fleet comprised over 430 jets distributed in more than 30 countries. Focused on constant improvement, we launched the Phenom 100EV and the Phenom 300E in 2016 and 2017, respectively.

In May 2006, we launched the Lineage 1000, an ultra-large executiveEMBRAER 175 is a76-88 seat jet, based onwhile the EMBRAER 190 commercialis a98-114 seat jet platform.and the EMBRAER 195 is a100-124 seat jet. The Lineage 1000 is configuredEMBRAER 170 was certified by the Brazilian Aviation Authority, the FAA, the Joint Aviation Authority of Europe (the former advisory organization that made certification recommendations to accommodate up to 19 passengersnon-European Union national authorities), or the JAA, and the EASA in a total cabin areaFebruary 2004, and deliveries of 750 square feet (70 square meters).the EMBRAER 170 began in March 2004. The Lineage 1000EMBRAER 175 was certified by the Brazilian Aviation Authority in December 20082004, by the EASA in January 2005 and by the FAA in January 2009, and entered into service in the first half of 2009. By the end of 2017, the Lineage 1000 fleet comprised more than 25 units distributed in 13 countries. Continued investments in the Lineage 1000 resulted in the introduction of the Lineage 1000E, in 2013, enhancing the customer experience by extending its range capability and offering new interior amenities.

In April 2008, we formally launched two new programs in the medium cabin category, the medium cabin Legacy 450 jet, with a 2,575 nautical mile range and a capacity for up to nine passengers, and the medium cabin Legacy 500 jet, with a 3,125 nautical mile range and a capacity for up to 12 passengers.August 2006. The Legacy 450/500 medium cabin jets are positioned in our executive jets portfolio between the Phenom 300 and the Legacy 650. The Legacy 500EMBRAER 190 was certified by the Brazilian Aviation Authority andin August 2005, by the FAA in 2014,September 2005 and by the same year that it entered into service.EASA in June 2006. The Legacy 450EMBRAER 195 was certified by the Brazilian Aviation Authority and the FAA in August 2015 andJune 2006, by the EASA in September 2015. In NovemberJuly 2006 and by the FAA in June 2007.

We designed the EMBRAER 170/190 jet family to maximize the benefits of commonality. Aircraft in the family share approximately 86% of the same year,components. The high level of commonality in this jet family lowered our development expenses and shortened our development period. We believe that this commonality leads to significant savings to our customers in the form of easier training, less expensive parts and maintenance and lower operational costs. Due to differences in size and weight, the EMBRAER 170/190 jet family does not share the same wing design. This new regional jet family has engines fixed under its main wings—a design intended to enhance power, improve fuel economy and minimize turnaround times. All of the aircraft models of this family are powered by engines manufactured by General Electric Aircraft Engines and containstate-of-the-art avionics manufactured by Honeywell International Inc. (Aerospace).

The EMBRAER 170/190 jet family’s principal features are:

Performance. All four jets in the EMBRAER 170/190 jet family have a maximum cruising speed of Mach .82. The EMBRAER 170 and the EMBRAER 175 with all passengers on board have maximum ranges of 1,800 and 1,750 nautical miles, respectively, and each is available in the advanced-range version, with maximum ranges of 2,150 and 2,250 nautical miles, respectively. The EMBRAER 190 and EMBRAER 195 with all passengers on board have maximum ranges of 1,850 and 1,600 nautical miles, respectively, and each is available in the advanced-range version with maximum ranges of 2,450 and 2,300 nautical miles, respectively.

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Ground servicing. The underwing engine design and the existence of four doors, two in the front and two in the back, provide for enhanced accessibility and efficiency of ground services.

Cabin and cargo space. We have enhanced passenger safety and comfort in the EMBRAER 170/190 jet family. The aircraft’s “double-bubble” design enables a four-abreast cabin, a wide aisle, greater interior space and headroom, and a larger baggage compartment than the regional jets of our competitors, including those regional jets that are in the development stage.

E-Jets E2Family

In June 2013, we launched the second generation of ourE-Jets family of commercial aircraft, named theE-Jets E2, comprising three new aircraft, theE175-E2,E190-E2, andE195-E2. TheE190-E2 andE195-E2 entered service in April of 2018 and October of 2019, respectively. As of the date of this annual report, theE175-E2 family is engaged in the certification process to ensure compliance with regulatory requirements.

The launch of the E2 advances our vision of offering leading-edge commercial aircraft with a capacity for 70 to 150 seats, seamless mainline comfort and performance for flexible and efficient utilization by regional,low-cost and network carriers. Our strategy is to offer all the benefits of a new design, but with the reliability of an updated platform and commonality with current generationE-Jets. We have continually invested in theE-Jets program, so that our customers can stay competitive with aircraft that have the lowest operating costs and the highest passenger appeal.

In a typical single-class layout, theE175-E2 was extended by aone-seat row, compared to the current generation E175, and will seat up to 90 passengers, while theE190-E2 is the same size as the E190, of up to 114 seats. TheE195-E2, compared to the current E195, has grown by three-seat rows and will accommodate up to 132 seats in a typical single class configuration or up to 144 seats in a high-density configuration.

In June 2015, two years after the launch of the program, we began to assemble the first of theE-Jets E2 family, anE190-E2, at our factory in São José dos Campos.

In November 2015, the Pratt &Whitney PW1900G PurePower® Geared Turbofan (GTF) engine for the EmbraerE190-E2 andE195-E2 aircraft successfully completed its first flight initiating the engine’s flight test program.

In February 2016, in a ceremony held at our plant in São José dos Campos, we presented theE190-E2, which made its first flight in May 2016. In March 2017, in a ceremony held at our plant in São José dos Campos, we presented the second model of the E2 generation. In March 2017, we announced an increasethat Azul, the largest operator of 2,900 nautical milesthe current generation E195s in the Legacy 450’s range,world, as the launch operator of theE195-E2. Azul has 51 firm orders of theE195-E2. In April 2019, theE195-E2 received simultaneous approval and itwas certified by ANAC, the FAA and EASA. In September 2019, we delivered the firstE195-E2 aircraft to Azul in a ceremony held in the São José dos Campos’s facility. TheE195-E2 aircraft entered into service in December. In November 2017,October of 2019.

On February 28, 2018, we introducedreceived a Type Certificate from thebest-in-class 5,800 foot cabin altitude National Civil Aviation Agency, the FAA and EASA for the Legacy 450/500 jets, which further enhanced customer experience. These twoE190-E2, the first member of theE-Jets E2 family of commercial aircraft. It was the first time that an aircraft programs have helped strengthen our position inprogram with the market and establish our portfolio as onelevel of complexity of the broadestE2 received a type certificate from three major worldwide certification authorities simultaneously.

On April 4, 2018, in a ceremony held in São José dos Campos, we celebrated the executive aviation industry. Bydelivery of the endfirst aircraftE190-E2 to Widerøe, the largest regional airline of 2017, the Legacy 450/500 fleet was composed of more than 90 units distributed in 18 countries.

In October 2009, we introduced the Legacy 650 jet, a large jet based on the Legacy 600 platform, with a longer range for up to 14 passengers.Scandinavia. The Legacy 650 received the Brazilian Aviation Authority and FAA certification in October 2010 and February 2011, respectively, andaircraft entered into service in November 2010. The latest evolutionthe same month and performed asold-out flight between Bergen and Tromsø in Norway.

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Customers

We have a diverse, global customer base, and our major operators for commercial aircraft include some of the largest regional,low-cost and mainline airlines in the world. As of December 31, 2019, our largestE-Jet customers by number of aircraft that startedin service are Republic, Skywest, Envoy Air, JetBlue, Mesa, Azul, Aeromexico, KLM Cityhopper, Compass,Tianjin-HNA and Lot Polish. In addition, as of December 31, 2019, 78.9% of our Executive Jets business isfirm orders in backlog for the Legacy 650E,current EMBRAER 170/190 jet family are from the airlines Republic Airlines, United Airlines, and Skywest. Moreover, ourE-Jets E2 family backlog mainly comprises orders from the companies Azul, AerCap, AirCastle and AirPeace, which introduces auto-throttle and interior enhancements, inrepresent approximately 85% of ourE-Jets E2 family orders.

We generally sell our commercial aircraft pursuant to contracts with our customers on a fixed-price basis, adjusted by an escalation formula. Our contracts generally include an option for our customers to purchase additional aircraft at a fixed-price option, subject to the same escalation formula. In addition, our contracts include a product support package to cover the entry into service of our aircraft, as well as aten-year general warranty which set a new industry standard for such aircraft. Other provisions for specific aircraft performance and reliability. By the enddesign requirements are negotiated with our customers. In addition, some of 2017, the fleetour contracts contain cancellation provisions andtrade-in options and financial and residual value guarantees. See “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Some of Legacy 600our aircraft sales may be subject to financial and Legacy 650 comprisedresidual value guarantees andtrade-in options that may require us to make significant cash disbursements” for a more than 280 jets in service in 55 countries.detailed discussion of these provisions.

Competition

Phenom 100 and Phenom 300 competitors in the entry-level and light jet categories include Textron, Bombardier, Honda and Pilatus. In the medium cabin category, the Legacy 500 competes with Textron, Bombardier, Dassault and Gulfstream aircraft, while the Legacy 450 competes largely with aircraft produced by Bombardier and Textron. The Legacy 650 competes with aircraft produced by Dassault, Bombardier and Gulfstream. Boeing and Airbus are the main competitors for the Lineage 1000E ultra-large jet.

Continuing Internationalization

In October 2014, we announced the opening of our Legacy 500 and Legacy 450 assembly complex in Melbourne, Florida, more than doubling the size of our campus at Melbourne International Airport. The new complex consists of four new buildings: a delivery center, an assembly hangar, a paint facility a completion center and a flight preparation facility, which are operational, as well as a new dedicated delivery center that will beginbegan operations in the first half of 2018. As of December 31, 2018,2019, our Melbourne campus had ana constructed area of approximately 450,000180,000 square feet.

Our Executive Jets customer fleet has expanded globally and has a strong presence in major markets. In order to ensure customer satisfaction, we implemented a new spare parts system and planning policy to generate synergies among business units. Our new planning policy will further enhance stock optimization and service levels, offering customers an availabilitybetween 92% and 98% for our spare parts items.

Services and Support

We expect to continue enhancing customer support and services offered in our Executive Jets business. To this end, we have added five wholly owned service centers to our operations since 2007, in Fort Lauderdale, Florida; Mesa, Arizona; Le Bourget, France; Bradley, Connecticut and Sorocaba, São Paulo. At the end of 2017, we had 69 service centers to support our executive jets fleet.

We have further developed our customer support and services structure to enhance our customers’ satisfaction in operating our executive jets. To measure our customers’ satisfaction, we conduct a yearly customer experience survey of executive jets customers to develop action plans that will allow us to provide effective responses to our clients. Our Customer Support Contact Center counts on a team of specialists dedicated to support all Embraer Executive Jets and offers complete and timely assistance for their operational, technical and maintenance needs. This Customer Support Contact Center operates 24 hours a day, seven days a week, and is based at Embraer’s headquarters in São José dos Campos. Its priority is to minimize downtime from the customer’s first contact to the final solution, by quickly and efficiently applying appropriate resources to critical needs, assuring that customers have expert assistance anywhere in the world.

Since 2014, our product support has beentop-ranked in industry surveys. In 2016, for the first time, we were number one in both the AIN and Pro Pilot Product Support Surveys. In 2017, AIN ranked us first for project support. The positive customer responses evidenced by these surveys demonstrate our efforts in providing excellent customer support and services which are consistent with our business strategy and demonstrate Embraer’s commitment in this regard.

In 2017, our three service centers in the United States received for the seventh time the FAA Diamond award, a certificate of excellence related to maintenance technician training.

In 2013, we selected FlightSafety International as the training provider for the Legacy 450/500 and by the end of the year the first Full Flight Simulator had already been built. It was certified in November 2014 in accordance with the aircraft’s entry to service at the end of 2014. In 2016 FlightSafety offered its inaugural class in the Legacy 500 Full Flight Simulator, in Dallas, TX, USA.

Defense and Security Business Unit

We conceive, design, develop, manufacture and support a wide range of integrated solutions for the defense and security market. Our products include training/training, light attack aircraft, aerial surveillance platforms, military transport aircraft, government transport aircraft and command, control, communications, computer, intelligence, surveillance and reconnaissance systems and border surveillance and security. We offer a complete portfolio of customer services, ranging from maintenance and material solutions to complete Contractor LogisticLogistical Support programs.

As of December 31, 2017,2019, we had sold more than 1,2501,350 defense aircraft, including government transport aircraft, to more than 4060 armed forces and operators worldwide. We are also the leading supplier of defense aircraft to the Brazilian Air Force based on the total number of aircraft in its fleet products.fleet. Our Defense and Security business unit accounted for 16.3%14.2% of our revenue for the year ended December 31, 2017.2019.

Products

Military Transport –Transport—KC-390C-390 Millennium

Our new multi-mission aircraftC-390 Millennium (formerly known asKC-390), maintained its features for civilian use (as certified by ANAC) and military use (as certified by the Department of Aeronautical Science and Technology – DCTA, and the Industrial Development and Coordination Institute – IFI) after its rebranding in 2019.

TheKC-390C-390 Millennium is a multirolemulti-role military transport aircraft developed to set higher standards in its class. Flexible, safe and fast, theTheKC-390C-390 Millennium is efficient for cargo and troop transport, aerial resupply and humanitarian missions, among other uses.uses, as well as for uses in adverse situations, evacuations and firefighting. Designed with modern engineering solutions, this new aircraft is an innovation in military transport aviation. GreaterTheC-390 Millennium features flexibility, strength, mobility, easy maintenance and new technology make the KC-390 the best option on the market.technology.

In 2016, Embraer and Boeing expanded their agreement, signingentered into an agreement to jointly market and support theKC-390C-390 Millennium military transport aircraft. Under the agreement, the companies will pursue new business opportunities together, both for the aircraft itself and for aircraft supportservices and services.support. TheKC-390C-390 Millennium completed a key milestone in 2017, when Embraer demonstrated its Initial Operating Certificate, or IOC, to the Brazilian Air Force. After making its debut at the Paris Airshow in France, the aircraft subsequently carried out demonstrations in several countries and covered an additional 90,000 km. The aircraft confirmed itsa high level of maturity,capability, achieving 100% availability during all flights in this period.

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In the fourth quarter of 2018, theC-390 Millennium reached another important milestone when it obtained a Type Certificate from ANAC. This certificate evidences that the project meets the highest standards of quality, which are the same as those used by the international air transport association.

In 2019, Embraer delivered the first twoC-390 Millennium multi-mission transport aircraft to the Brazilian Air Force. The certificationaircraft were engaged by the Brazilian Air Force on the pilots and maintenance training program. In addition, the tests campaign focused on military functionalities which have significantly evolved, highlighting the successful test accomplishment ofair-to-air refueling and heavy-loads airdrop. By the end of 2019, the test campaign accumulated 2,500 flight hours. In addition, the Portuguese government signed the first export contract ofC-390 Millennium aircraft, including the acquisition of five aircraft and one flight simulator, together with a12-year contract of services to support the fleet. The first delivery is on schedule, withplanned for 2023, and the deliveryaircraft will be used for military transport.

C-390 Millennium JV

As part of the first aircraft scheduledTransaction, Embraer and Boeing (or their respective subsidiaries) had agreed to form a joint venture for 2018. Sales campaigns are taking placethe promotion and development of new markets and applications for theC-390 Millennium multi-mission airplane, based on jointly identified opportunities and development, manufacture and sales of theC-390 Millennium, in several countries, memorandawhich joint venture Embraer or its subsidiary would hold the majority of understanding have alreadythe share capital. The Contribution Agreement, dated as of January 24, 2019 (the “Contribution Agreement”), that provided for the creation of such joint venture has been signed for up to 16 aircraft and a campaign for five aircraft plus an after-sales package (spare parts, maintenance and training, among others) is already in an advanced stage in Portugal.

terminated by Boeing.

For additional information on the termination of the Transaction, see the Explanatory Note on page 4 of this annual report.

Light Attack and Training—Training – Super Tucano

EquippedSuper Tucano is an aircraft equipped for counter insurgencycounter-insurgency scenarios, withcontaining integrated sensors, data-link,datalink, cockpit protection and multiple weapons configurations, the combat provenconfigurations. We believe that Super Tucano is the market benchmark in its class, as it combines a rugged and reliable turboprop platform with a delivery system of high-precision weapons. It is the only turboprop platformcombat-proven light attack aircraft currently under production that was designed from its inception for close air support, precision weapons delivery, intelligence, surveillance and reconnaissance, or ISR, and electronic warfare. Dueproduction. Super Tucano is also a full-fledged advanced trainer due to its handling characteristics,features, low operational cost andstate-of-the-art avionics systems, the Super Tucano is also a full-fledged advanced trainer.

In February 2013, the U.S. Air Force awarded the Light Air Support, or LAS, contract to Sierra Nevada Corporation, or SNC, who partnered with us to supply 20 EmbraerA-29 Super Tucano aircraft as well as ground training devices, pilot and maintenance training and logistic support. The aircraft have been used to provide light air support, reconnaissance and training capabilities to two foreign countries, and the U.S. Congress approved additional support to another country’s military operations with the Super Tucano through the LAS program. In March 2013, we officially opened a40,000-square-foot facility in Jacksonville, Florida, to produce the LAS aircraft. The facility in Jacksonville performspre-equipping, mechanical assembly, structural assembly, systems installation and testing, and flight testing ofA-29 aircraft. Through the LAS program, SNC and Embraer support more than 1,400 jobs with more than 100 companies throughout the United States. Jointly with SNC, we have been participating in theOA-X assessment, the U.S. Air Force’s potential program for the acquisition of up to 300 aircraft in the Super TucanoA-29 category. Although the budget approval by the U.S. government is still under discussion, the capabilities assessment was concluded in 2017 and the Super TucanoA-29 has met all mandatory requirements, being classified as aTier-1 potential supplier, jointly with TextronAT-6.systems.

In 2017, we sold six Super Tucano aircraft to an undisclosed customer. The deliveries are planned forcustomer, which were delivered in 2018 and the aircraft willto be used for tactical and advanced training as well as light attack and ISR missions. SixIn addition, six Super Tucano aircraft were sold to the Philippine Air Force. All aircraft are expected to be delivered in 2019. The Super Tucano was selected as part of the Philippine Air Force’s modernization plan following a public bidding process involving other manufacturers. Also in 2017,In the same year, Embraer and Mali’s Air Force signedentered into a settlement agreement to adjust the scope from six to four Super Tucano. InTucano, after which four aircraft were delivered in 2016.

Furthermore, in the United States Air Force’s LAS Program,program, threeA-29 Super Tucano aircraft were delivered, and six additional aircraft were purchased during 2017.2017, which are scheduled to be delivered in the first half of 2020 to the Air Force of Nigeria. In 2018, a contract was also signed for twelveA-29 Super Tucano aircraft that will be delivered in 2020 and 2021. Jointly with SNC, we have been participating in the Light Attack Aircraft (LAA) program, previously calledOA-X. In early 2019, the United States Air Force (USAF) canceled the LAA program. After deciding to proceed with additional LAA experiments, the USAF purchased twoA-29 aircraft for use by the Air Force Special Operations Command (AFSOC). The aircraft are expected to be delivered in 2020.

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In 2019, we sold fiveA-29 Super Tucano aircraft to an undisclosed customer. The deliveries are planned by 2021 and the aircraft will be used as light attack. FourA-29 Super Tucano aircraft were sold to another undisclosed customer. All aircraft are expected to be delivered in 2020. Additionally, in 2019, an integrated solution was delivered to an undisclosed customer compound of two Super Tucano aircraft, three SABER M60 Radar Units and three SENTIR M20 Radar units.

In 2020, the USAF transferred the LAA mission and associated funds to the U.S. Special Operations Command (SOCOM). SOCOM announced a new program named “Armed Overwatch” to acquire 75 armed aircraft. We have the opportunity to participate in a bidding process along with other manufacturers for the purchase of these aircraft with our reconnaissance aircraft or theA-29 Super Tucano.

Fighter –Fighter—F-X2 Project

In July 2014, Embraer Defense and Security and Saab entered into a memorandum of understanding to collaborate in a joint management program management for theF-X2 Project, pursuant to the selection of the Gripen NG as Brazil’s next generation fighter jet. Under this agreement, we will perform a relevantmaterial role in the overall program, performance as well as undertake an extensive share of work in systems development, integration, flight testing, final assembly and aircraft deliveries of both the single andtwo-seat versions of thestate-of-the-art Gripen NG aircraft for the Brazilian Air Force. The contract between the companies that establishes the partnership for joint development, industrialization and management of theF-X2 Project for the Brazilian Air Force, became effective in 2015. We participate in the coordination of all development and production activities in Brazil. Furthermore, we and Saab will work together in the development of thetwo-seat version of the Gripen NG.

By December 2017, a team of more than 120 Embraer engineers and technicians were in Sweden to conduct initial training in the maintenance and development work for the Gripen NG. All the technology developed by the joint team will be later transferred to Brazil.Brazil later. A dedicated engineering development center for this program, the Gripen Design Development Network, or the GDDN, was inaugurated at Embraer’s industrial plant in Gavião Peixoto in the State of São Paulo to support the Brazilian Air Force Program. We have over 60 trained engineers working on the development of Gripen NG in the GDDN with engineers from Saab and other beneficiary companies. In June 2017, the first Gripen E prototype flight occurredtook place in Sweden.

In October 2018, at Vidsel Test Range in the north of Sweden, the Gripen E fighter successfully completed the first tests to verify the ability to release and launch external payloads. The tests conducted by the first test aircraft consisted of discharging an external fuel tank and firing anIRIS-Tair-to-air missile.

In August 2019, the Brazilian Fighter Gripen E achieved its first flight, being introduced to the Brazilian Air Force in September of the same year. The flight test campaign started at Saab and, in 2020, will continue at Embraer in Brazil. The prototype used for the first flight included software features developed by Embraer’s engineers. The first Gripen development simulator(S-RIG) was completed in November 2019 at the Embraer facility in Gavião Peixoto.

Special Transportation Aircraft

We have two ongoing programs under the contractan agreement to develop special transportation aircraft. The first special mission program isI-X, accomplishedentered into between Embraer and the Brazilian Air Force. The contractagreement started in 2014 with the sale of six Legacy 500 aircraft adapted to flight inspection missions. The deliveries are scheduled to take place in 2018 and 2019. Due to budgetary constraints of the Brazilian government inat the end of 2017, the scope had to be adjusted from six to four aircraft. In 2019, the last aircraft of four Legacy 500 units was delivered to the Special Flight Inspection Group (GEIV).

The second program delivered fourstarted at the end of 2018 with the sale of two Phenom 100 Aircraftaircraft to the Military Flight Training System (MFTS) of the United Kingdom Ministry of Defense,an undisclosed customer. All deliveries were concluded in 2017. The MFTS takes United Kingdom Armed Forces aircrew from initial training through elementary, basic and advanced flying training phases preparing them for their arrival at their designated operational conversion units.2019.

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Modernization Programs

We offer military aircraft modernization services and currently have four ongoing programs under contract, of which three are with the Brazilian Air Force and one with the Brazilian Navy. The first program, known asF-5BR, is focused on performing structural and electronics upgrades forF-5 fighter jets. In 2012, we concluded the modernization and delivery of 46F-5 jets to the Brazilian Air Force. In 2011, a contract to modernize one additional batch of 11F-5 fighter jets was signed. During 2015, the scope of this contract was reduced from 11 to three aircraft. By the endAs of 2017,December 31, 2019, two of these three aircraft have already beenwere delivered.

The second program, known as theA-1M modernization program, focuses on modernizing the AMX.AM-X aircraft, which is an aircraft developed and sold by us to the Brazilian Air Force approximately 20 years ago and became technologically outdated overtime. From 2013 to 2014, Defense and Security delivered threeA-1M fighter jets to the Brazilian Air Force. Due to Brazilian government budget constraints, the scope was adjusted from 43 to 14 aircraft at the end of 2016. In 2017,2019, we delivered the fourth aircraft and the other deliveries are expected by 2020.two such aircraft.

The third modernization program regardsrelates to the upgrade of the 12A-4 Skyhawk fighter jets(AF-1 Brazilian Navy Designation), with the goal ofaimed at incorporating new technology, including new avionics, radars,radar, power generation and autonomousindependent oxygen generating systems. In 2019, the scope was adjusted from 12 to 7 aircraft. Until 2017, two2019, five modernizedAF-1(AF-1B) fighter jets were delivered to the Brazilian Navy.

The fourth contract signedprogram entered into between Embraer Defense and Security and the Brazilian Air Force relates to the modernization of five EMB 145 Airborne Early Warning and Control or AEW&C. The contractaircraft. This related agreement also provides for six mission planning and analysis stations, which will be employed for training and crew improvement. In 2019, Embraer performed the first flight of these modernized aircraft. The deliveries are planned for 2022.

Radars Programs

In 2019, Embraer delivered a modernized SABER M60 Radar unit to an undisclosed customer. The radar will be used as a tactical defense system. During the period, the contract for the acquisition of fourteen SABER M60 Radar mockups was signed between Embraer and the Brazilian Army. The mockups will be used for training. Additionally, in the training and improvement of crews.same year, Embraer sold five anti-aircraft operations centers (Centro de Operações de Artilharia Antiaéreas – COAAe) to the Brazilian Army. The first delivery is scheduledoperations centers will be used for 2019.land surveillance.

Principal Defense and Security Subsidiaries and Joint Ventures

Savis Tecnologia e Sistemas S.A. and Bradar

Savis Tecnologia e Sistemas S.A., or Savis, our affiliate, is aan engineering company dedicated to developing, designing, certifying, industrializing, integratingsystem integration, and deploying systems and services in the area of border monitoring and protection of strategic structures.

Bradar specializes in the development, integration, project management, implementation and life cycle support of electronic systemsborder protection projects and sensors as defense radars for ground and aerial surveillance, electronic warfare and intelligence equipment, and airborne remote sensing solutions for mapping and monitoring using synthetic aperture radar (BradarSAR) that generates high-resolution precision maps on day or night and all weather conditions.

Savis, through its distinct systems integration capabilities, and Bradar, with its technological development capabilities, have joined efforts in the execution of complex projects. Together, they form the Consortium Tepro, which is responsible for implementing the Integrated Border Monitoring System, or SISFRON, in Brazil.strategic structures defense. Savis as leader of the Tepro Consortium, is the lead system integrator for Phase I of Brazilian Army’s SISFRON, whichSISFRON; we believe it is one of the largest ongoing border surveillance projects in the world.

The full scopeyear 2020 represents an important milestone in the implementation of the first phase of the SISFRON will encompass the surveillanceProgram. All different solutions and protection of more than 10,000 miles of Brazilian western land borders, stretching through 11 Brazilian statestechnologies have been tested and 10 neighboring countries, covering 27% of Brazil’s land mass.

SISFRON’s Phase I includes the surveillance and protection of approximately 400 miles of Brazilian borders under responsibility of the Western Military Command, covering the frontiers between the Brazilian States of Mato Grosso and Mato Grosso do Sul with Paraguay and Bolivia.

In 2017, the SISFRON Program was over 2/3 implemented, delivering operational capabilities tovalidated by the Brazilian Army in different technologiesoperational scenarios, enabling itsfollow-on application and areascontinued development in the next phases of application, including sensors for electromagnetic signal intelligence, or COMINT, mobile and fixed ground surveillance radars, optronics, tactical and strategic communications networks, mobile and fixed command and control centers. All of this works organically as one system, backedthe program. We expect that the pilot phase will be concluded by extensive Integrated Logistic Support.2022.

Another important accomplishment forIn 2019, Savis and Bradarthe Brazilian Army amended the SISFRON agreement to add price escalation clauses, among other provisions. Additionally, in 2017 was2019 the conclusion ofBrazilian Army compensated us for currency conversion losses according to the development phase and production of the first two operational units of COMINT Sensors for SISFRON by Bradar, the transfer and initial operationterms of the SISFRON Network Operations Center in the city of Campo Grande, State of Mato Grosso do Sul, and successful completionagreement.

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In December 2019, Savis received a request for a proposal related to phase 2 of the S200 Radar Conformity Assessment by the Brazilian Air Force.SISFRON Program.

Atech

Atech is a Brazilian company, fullywholly owned by us since 2013, focused inon complex systems for critical missions, developing products and services in the area of command and control, communications, computer and intelligence, cyber defense, air defense and air traffic control for the defense, security and other civil applications. Atech has worked in many Brazilian government strategic projects, including a nucleus-electric generation laboratory program, or LABGENE, which aims to develop a protection and control system for the nuclear reactor and the Brazilian air defense systems. Atech is also responsible for the development, implementation and modernization of Brazilian Air Traffic Control Systems and has already implemented the new SAGITÁRIO system in 14 Air Traffic Centers in Brazil. In 2017, Atech also signed important contracts, including a new long term contract to continue updating and modernizing the Brazilian air traffic control systems.centers.

In 2017,2018, Atech successfully deliveredadvanced on several fronts, such as contracting with main suppliers for the LABGENE, receiving and implementedaccomplishing several tests of acceptance for the second phasecontrol and monitoringsub-systems, as well as the inauguration of the Air Traffic Flow Management Systemfirst replica of the control room. In the area of air traffic control in Brazil, Atech completed the upgrade of the aeronautical messaging system (AMHS) and the implementation of the platform for evaluation and simulation of the new aeronautical communications network(ATN-BR). In the defense market, it also successfully concluded tests for the acceptance of the first fixed center for air traffic control and surveillance in a North African country, as well as the delivery of the first mobile air and ground surveillance centers. In the naval helicopter for the Brazilian Navy(H-XBR) program, the final certification of the tactical naval data management system was obtained, concluding the program’s development phase with the delivery of two complete sets with the embedded console tactical and mission computers.

In 2019, Atech concluded the LABGENE program with the hiring of the main suppliers of the subsystems of the program and the performance of factory acceptance tests in the control and monitoring subsystems. In the area of air traffic control, the SAGITARIO system was fully implemented in Venezuela, after being implemented in Paraguay. In 2019, Atech has also completed the project relating to the air traffic flow management system (Skyflow) to the Airport Authority of India. Atech also concluded the development and started the implementationIndia, meeting all customer requirements. In Brazil, factory acceptance of the integrated solution(Air-Ground Surveillance, Air Traffic Control, Communication and Command and Control)project to centralize flight plans for DECEA was completed. In the defense market, in an African country as part ofa partnership with Embraer, Atech delivered a simulator for the contract signed in 2015.

As part ofGripen BR program. In the Nucleoelectric Generation Laboratory program, or LABGENE, signed withsame year, Águas Azuis consortium, to which Atech is a party, was selected by the Brazilian Navy to develop the protection and control system of the nuclear reactor for the project,supply of four Tamandaré class ships. Atech concluded all system definition andwill provide the procurement phase of the project and the program has been evolving as planned.

The company also continued the technology transfer and development of the mission training and support system of the new Brazilian FX fighter program, as part of our contract with SAAB. Other relevant programs have evolved in 2017 as theH-XBR (AtechIntegrated Platform Management System (IPMS), which is responsible for the Tactical Mission System)expected to be delivered, together with the conclusion ofclass ships, to the qualification phase of the systemBrazilian Navy in the helicopterH-225. Atech is also positioned as the strategic alternative to develop critical systems for Embraer, including the new Logistics Execution System (LES) and digital solutions.2025.

Visiona Tecnologia Espacial S.A.

In November 2011, Embraer and Telecomunicações Brasileiras S.A., or Telebras, formed Visiona Tecnologia Espacial S.A., or Visiona, of which Embraer holds a 51% stake and Telebras 49%.

Through this partnershipagreement between Embraer and Telebras, Visiona isbecame the prime contractor for the Brazilian Strategic and Defense Communications Geostationary Satellite, or SGDC, with responsibility for the system integration. This is a key step for Embraer’s entry into the satellite integration business.

In November 2013, Visiona was selected by Telebras to be the integrator of the SGDC system that, once delivered, will be operated by Telebras and the Brazilian Ministry of Defense.

In December 2016, after a successful phase of environmental and functional tests, Visiona delivered the SGDC satellite was deliveredthat will be operated by Telebras and approved. It is ready to be shipped to the launch site according to its launch slot.Brazilian Ministry of Defense. The ground system’s test and validation was also concluded in December 2016.

In 2017, the SGDC launched successfully, and Telebras took over its control.X-Band services (6 GHz to 8.5 GHz), which is used for strategic defense communication have already begun for the Ministry of Defense.Ka-Band service (17GHz to 30GHz), used for broadband internet service, is due in early 2018.was launched successfully, and Telebras took over its control. Visiona has also signed a contractentered into an agreement to support Telebras in its satellite operations.

In 2018, Visiona launched the VCUB nano-satellite program, the first satellite designed by a company in the Brazilian industry, and entered into partnerships with INPE,SENAI-SC/EMBRAPII, Government of Santa Catarina, CEMADEN and EMBRAPA for technological development and evaluation of the products generated by satellite.

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In 2019, Visiona made substantial progress in the VCUB program, successfully concluding the satellite Preliminary Design Review and, later in the year, all subsystems Critical Design Reviews. Visiona has also entered into cooperation agreements with CPRM, the Brazilian geological survey, and the São José dos Campos municipality, for evaluation of the use of the VCUB in geological survey and city management applications. Additionally, Visiona has entered into an agreement with the Brazilian Army for airborneP-Band radar remote sensing services using technology licensed from Embraer. We expect this opportunity to open a new business unit for Visiona’s remote sensing services.

Competition

Our military aircraft faces competition from various manufacturers in different countries in each market segment. The Super Tucano competes in the light attack market with the TextronAT-6 (USA), L3AT-802L Longsword (USA), Textron Scorpion (USA), LeonardoM-345 (Italy), Aero VodochodyL-159 (Czech Republic), among others. In the flight training market, it competes with the PilatusPC-21 (Switzerland), TextronT-6A/B (USA), Aero VodochodyL-39NG (Czech Republic), among others.

In the military transportation segment, theC-390 Millennium operates in the medium airlift segment in the class of 20 tons. Accordingly, its main competitor is the Lockheed MartinC-130J (USA). Due to the multi-mission design of theC-390 Millennium, including medical evacuation, search and rescue, firefighting,air-to-air refueling, transport of troops and aerial resupply, we expect specific competition with the Airbus A400M and KawasakiC-2 with respect toair-to-air refueling missions, AirbusC-295 with respect to search and rescue missions, LeonardoC-27J with respect to passengers aircraft convertible into troop transportation aircraft, IlyushinIL-76 with respect to firefighting aircraft, as well asC-130J, which is our biggest competitor in all of these categories.

In the VIP transportation segment, which comprises the aircraft that will be used by government officials and authorities, our business jets face competition from the main manufacturers of business jets, such as Bombardier (Canada), Gulfstream (USA), Textron (USA) and Dassault (France).

Services and Support Business Unit

On December 20, 2016, we announced the creation of Embraer Services and Support, a business unit focused on services and customer support, which brings together capabilities that were previously allocated to each business unit, and is responsible for developing solutions in support of current and new products and services, as well as for managing the associated processes and resources. This represents an opportunity to obtain greater operational efficiency and recurring revenues. Currently there are approximately 2,360 Embraer commercial aircraft and over 1,400 Embraer executive jets, as well as more than 600 defense aircraft, in operation. During 2017, the new business unit of Embraer Services and Support consolidated the services and customer support processes previously allocated to each of our business units to identify synergies and quantify our expertise in our Commercial Aviation, Executive Jets and Defense and Security business units regarding services and support. Since the first quarter of 2018, we have reported the Services and Support business unit as a separate segment in our financial statements. For further information, see Note 39.4 to our consolidated financial statements as of and for the year ended December 31, 2019. Our Services and Support business unit accounted for 19.2% of our revenue for the year ended December 31, 2019.

Executive Jets Industry

Our executive jets customer fleet has expanded globally and has a strong presence in major markets. We expect to continue enhancing customer services and support offered to our Executive Jets business unit. Between 2008 and 2010, we added seven wholly owned service centers to support our executive and defense aircraft in Fort Lauderdale, Florida, U.S.: Melbourne, Florida, U.S.; Mesa, Arizona, U.S.; Bradley, Connecticut, U.S.; Le Bourget, France; Gavião Peixoto and Sorocaba, São Paulo, Brazil. At the end of 2019, we had eight service centers to support our executive and defense jets fleet; including OGMA in Lisbon, Portugal, and 62 authorized service centers around the world. In addition, in order to ensure customer satisfaction, we implemented a new spare parts system and planning policy to generate synergies among business units. Our new planning policy will further enhance stock optimization and service levels, offering customers an availability between 92% and 98% for our spare parts items.

We have further developed our customer services and support structure to enhance our customers’ satisfaction in operating our Executive Jets business unit. To measure our customers’ satisfaction, we conduct a yearly customer experience survey of executive jet customers to develop action plans that will allow us to provide effective responses to our clients. Our Customer Support Contact Center counts on a team of specialists dedicated to support all Embraer Executive Jets and offers complete and timely assistance for their operational, technical and maintenance needs. This Customer Support Contact Center operates 24 hours a day, seven days a week, and is based at Embraer’s headquarters in São José dos Campos. Its priority is to minimize downtime from the customer’s first contact to final completion, by quickly and efficiently applying appropriate resources to critical needs, assuring that customers have expert assistance anywhere in the world.

Since 2014, our product support has been top-ranked in industry surveys. In 2016, for the first time we were number one in both the AIN and Pro Pilot Product Support Surveys. In 2017, AIN ranked us first for project support. In 2018, we were ranked number one in the Pro Pilot Product Support Survey and number two in AIN’s Product Support Survey. In 2019, we were top ranked in the Pro Pilot Product Support Survey and in AIN’s Product Support Survey. The positive customer responses evidenced by these surveys demonstrate our efforts in providing excellent customer services and support which are consistent with our business strategy and demonstrate Embraer’s commitment in this regard.

In 2019, our four service centers in the United States received for the ninth time the FAA Diamond award, a certificate of excellence related to maintenance technician training.

Defense and Security Industry

The Services and Support business unit provides solutions to several air forces and government entities through our comprehensive portfolio. These solutions are tailored to our customer needs and may include provision of material, training, maintenance, engineering and other aspects that will enhance fleet availability and mission readiness.

Our support services may range from simple transactional sales to integrated support programs. We assess our customer capabilities and requirements in order to define the integrated solution that will keep the fleet operating in the most effective way.

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The multi-missionC-390 Millennium has a dedicated team to design and implement the most effective entry into service solution. The customer participates directly in the process, alongside the Embraer team, encompassing overall strategy as well as specific details, assuring a reliable and smooth operation from the beginning of the process.

As part of the integrated support program, we also provide services to new and existing customers of our Super Tucano, which is an aircraft used by several air forces around the world.

Additionally, we also provide support aircraft services to passenger carriers from several government organizations. For instance, we have support services designed to fulfill requirements, including sale of spare parts, maintenance, training and technical support, among others, relating to (i) recent aircraft Phenom 100, Phenom 300, Legacy 450; (ii) older aircraft, including Legacy 600 andERJ-145, and (iii) legacy aircraft, including Bandeirantes(EMB-110) and Brasília(EMB-120). Through the support services we provide to our customers, we can complement commercial or business aircraft with equipment and sensors, thereby making our customers’ fleet available for different types of missions.

One of the pillars of the Services and Support business unit is to keep old aircraft in service. We provide engineering solutions to our customers designed to overcome material shortages or technical difficulties of obsolete aircraft by means of incorporation of modern technologies into older aircraft, making their operation reliable, safe and cost-effective.

We provide a full range of services in different countries, often operating together with our customers’ teams in their own bases. In order to provide specific activities and comprehensive maintenance solutions, we own and operate maintenance, repair and overhaul, or MRO, service centers as follows:

Alverca, Portugal, which we refer to as OGMA, which became operational in March 2005 and provides services to our commercial aviation, executive aviation and defense and security customers; and

Gavião Peixoto, in the State of São Paulo, Brazil, where we have a dedicated service center for defense and security customers.

These MRO service centers are adapting their capabilities for purposes of providingC-390 Millennium maintenance services.

In 2019, as a result of our sales efforts, we entered into new service support agreements in Latin America, Europe, Africa and Asia to support our Defense and Security customers, thus improving the quality of service in order to meet our customers’ operational requirements.

Indústria Aeronáutica de Portugal S.A—S.A. – OGMA

Indústria Aeronáutica de Portugal S.A,S.A—OGMA, or OGMA, located in Alverca, Portugal, combines the accumulatedknow-how as an aircraft manufacturer and maintenance service provider. OGMA is celebrating its 100th Anniversary in 2018. It offers worldwide MRO services, for defense, commercial and executive aviation as well for aircraft engines and components. Furthermore, OGMA plays an important role as a major aerostructures supplier of integrated solutions to OEMs and first tier suppliers. OGMA delivers assemblies andsub-assemblies of both metallic and composite materials. Embraer owns 65% of the voting capital of OGMA and the Portuguese Defense Company (EMPORDEF)State owns the remaining 35%.

During 2016,In 2018, OGMA made important investments focusing on efficiency and maintenance capability improvements, including a new painting hangar, a new commercial aircraftcelebrated 100 years of activity in the aeronautical market. Since its formation, OGMA has been investing in the areas of MRO line and manufacturing capabilities (automatic riveting and 5axe machines).of aerostructures. In 2017, OGMA proceeded in making investments in continuous MRO improvements and in its aerostructures manufacturing area, specifically in equipment and technologies and continuous training2018, it also entered into an agreement for its personnel.

Services and Support

Our Defense and Security customer service portfolio involves material support, training, field support, technical support and MRO services.

Our Customer Support and Services department provides the support and services required by our customers for aircraft operational success, ensuring readiness and sustained mission capability. The provision of world-class support and services to our customers is essential to our business strategy and the maintenance and management of enduring relationshipsthe Brazilian Air Force’sC-130 aircraft fleet, strengthening OGMA’s position in this market. OGMA further extended the MRO spectrum, obtaining certification for maintenance of the Rolls-Royce AE1107 engine. In addition, it also entered into a pylon manufacturing agreement with customers.

We own and operate MRO, located as follows:one of the largest manufacturers of executive aircraft.

 

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Alverca, Portugal, which we refer

Additionally, as of the date of this annual report, OGMA is developing the Supplementary Type Certificate (STCs) to as OGMA, beganintegrate additional functionalities and certify theC-390 Millennium according to operate in March 2005 and operates for commercial and defense customers; and;

Gavião Peixoto,NATO requirements in the Statescope of São Paulo, Brazil, wherethe agreement entered into with the Portuguese Air Force (FAP) for fiveC-390. Pursuant to the terms of subcontracting agreement we have a dedicated service center for defense customers.

In 2017, sales efforts resulted in new contracts to support Embraer’s Defense and Security customers. We strengthened this relationship by establishing several support and services contracts in Latin America, Europe, Africa and Asia, improving the quality of service in order to meet customers’ operational requirements.

Competition

Our military aircraft faces rigorous competition from various manufacturers from different countries in each market segment. The Super Tucano competes in the light attack market with the TextronAT-6 and Scorpion. In the flight training market, it competes with the PilatusPC-21 (advanced) aircraft from Switzerland, the TextronT-6A/B from the U.S.

In the military transport segment, theKC-390 will operate in the medium airlift segment in the class of 23 tons. Hence its main competitor is theC-130J. Given the multi-mission design ofKC-390, including Medical Evacuation, Search and Rescue, Firefighting,Air-to-Air Refueling, Transport of Troops and Aerial Resupply, specific competition with other platformsOGMA, OGMA is also expected.responsible to perform the maintenance activities related to the delivery of theC-390 Millennium aircraft to the FAP from March 2023 until March 2027.

Other Related BusinessesBusiness Unit

We provide fuel systems, structural parts, and mechanical and hydraulic systems to Sikorsky Aircraft Corporation, a LookheedLockheed Martin Company, for its production of helicopters. We also manufacture general aviation propeller aircraft, such as crop dusters, also known as light aircraft.aircraft, such as crop dusters. Our Other Related businessesbusiness unit accounted for 0.5%0.2% of our revenue for the year ended December 31, 2017.2019.

We provide to Sikorsky Corporation with the development and manufacture of the landing gear, fuel systemsystems and fuel tanks for theS-92 andH-92 Helibus helicopters. We also act as a risk-sharing partner for Sikorsky. These contracts were renewed in 2015 and will expire inat the end of 2020.

We also developedhave Ipanema in our Other Related business unit pipeline, which is a crop duster aircraft developed pursuant to the specifications of the Brazilian Ministry of Agriculture. These aircraft are produced only on demand. ThroughAs of December 31, 2017,2019, we hadhave delivered a total of 1,3891,422 of these aircraft, including 1615 in 2017.2019.

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Discontinued Operations – Commercial Aviation Business Unit

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

We design, develop and manufacture a variety of commercial aircraft. Our Commercial Aviation business unit accounted for 40.9% of our revenue for the year ended December 31, 2019. As a result of our then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded our Commercial Aviation business unit and related services in one single line item and the balances of assets and liabilities and the statement of operations were presented as held for sale and discontinued operations. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Termination of Strategic Partnership with Boeing

On January 24, 2019, we entered into the Master Transaction Agreement and certain other transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer or a subsidiary of Embraer, and Boeing or a subsidiary of Boeing, would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. For additional information on the termination strategic partnership with Boeing, see Explanatory Note on page 4 of this annual report.

For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the now-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

Assets Held for Sale and Discontinued Operations

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the

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statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Products

ERJ Jet Family

We developed the ERJ family, our37-50-passenger twinjet-powered regional jet, introduced in 1996, to address the growing demand among regional airlines for medium-range,jet-powered aircraft. Until the launch of the EMBRAER 170/190 Jet Family, the ERJ was our most important product, achieving great results and being responsible for consolidating our presence in the United States regional market. As of December 31, 2019, more than 500 ERJ aircraft remained in service around the world.

EMBRAER 170/190 Jet Family

The EMBRAER 170/190 jet family provides our customers four aircraft models in the regional passenger jet range. The EMBRAER 170 is a66-78 seat jet and the EMBRAER 175 is a76-88 seat jet, while the EMBRAER 190 is a98-114 seat jet and the EMBRAER 195 is a100-124 seat jet. The EMBRAER 170 was certified by the Brazilian Aviation Authority, the FAA, the Joint Aviation Authority of Europe (the former advisory organization that made certification recommendations tonon-European Union national authorities), or the JAA, and the EASA in February 2004, and deliveries of the EMBRAER 170 began in March 2004. The EMBRAER 175 was certified by the Brazilian Aviation Authority in December 2004, by the EASA in January 2005 and by the FAA in August 2006. The EMBRAER 190 was certified by the Brazilian Aviation Authority in August 2005, by the FAA in September 2005 and by the EASA in June 2006. The EMBRAER 195 was certified by the Brazilian Aviation Authority in June 2006, by the EASA in July 2006 and by the FAA in June 2007.

We designed the EMBRAER 170/190 jet family to maximize the benefits of commonality. Aircraft in the family share approximately 86% of the same components. The high level of commonality in this jet family lowered our development expenses and shortened our development period. We believe that this commonality leads to significant savings to our customers in the form of easier training, less expensive parts and maintenance and lower operational costs. Due to differences in size and weight, the EMBRAER 170/190 jet family does not share the same wing design. This new regional jet family has engines fixed under its main wings—a design intended to enhance power, improve fuel economy and minimize turnaround times. All of the aircraft models of this family are powered by engines manufactured by General Electric Aircraft Engines and containstate-of-the-art avionics manufactured by Honeywell International Inc. (Aerospace).

The EMBRAER 170/190 jet family’s principal features are:

Performance. All four jets in the EMBRAER 170/190 jet family have a maximum cruising speed of Mach .82. The EMBRAER 170 and the EMBRAER 175 with all passengers on board have maximum ranges of 1,800 and 1,750 nautical miles, respectively, and each is available in the advanced-range version, with maximum ranges of 2,150 and 2,250 nautical miles, respectively. The EMBRAER 190 and EMBRAER 195 with all passengers on board have maximum ranges of 1,850 and 1,600 nautical miles, respectively, and each is available in the advanced-range version with maximum ranges of 2,450 and 2,300 nautical miles, respectively.

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Ground servicing. The underwing engine design and the existence of four doors, two in the front and two in the back, provide for enhanced accessibility and efficiency of ground services.

Cabin and cargo space. We have enhanced passenger safety and comfort in the EMBRAER 170/190 jet family. The aircraft’s “double-bubble” design enables a four-abreast cabin, a wide aisle, greater interior space and headroom, and a larger baggage compartment than the regional jets of our competitors, including those regional jets that are in the development stage.

E-Jets E2Family

In June 2013, we launched the second generation of ourE-Jets family of commercial aircraft, named theE-Jets E2, comprising three new aircraft, theE175-E2,E190-E2, andE195-E2. TheE190-E2 andE195-E2 entered service in April of 2018 and October of 2019, respectively. As of the date of this annual report, theE175-E2 family is engaged in the certification process to ensure compliance with regulatory requirements.

The launch of the E2 advances our vision of offering leading-edge commercial aircraft with a capacity for 70 to 150 seats, seamless mainline comfort and performance for flexible and efficient utilization by regional,low-cost and network carriers. Our strategy is to offer all the benefits of a new design, but with the reliability of an updated platform and commonality with current generationE-Jets. We have continually invested in theE-Jets program, so that our customers can stay competitive with aircraft that have the lowest operating costs and the highest passenger appeal.

In a typical single-class layout, theE175-E2 was extended by aone-seat row, compared to the current generation E175, and will seat up to 90 passengers, while theE190-E2 is the same size as the E190, of up to 114 seats. TheE195-E2, compared to the current E195, has grown by three-seat rows and will accommodate up to 132 seats in a typical single class configuration or up to 144 seats in a high-density configuration.

In June 2015, two years after the launch of the program, we began to assemble the first of theE-Jets E2 family, anE190-E2, at our factory in São José dos Campos.

In November 2015, the Pratt &Whitney PW1900G PurePower® Geared Turbofan (GTF) engine for the EmbraerE190-E2 andE195-E2 aircraft successfully completed its first flight initiating the engine’s flight test program.

In February 2016, in a ceremony held at our plant in São José dos Campos, we presented theE190-E2, which made its first flight in May 2016. In March 2017, in a ceremony held at our plant in São José dos Campos, we presented the second model of the E2 generation. In March 2017, we announced that Azul, the largest operator of the current generation E195s in the world, as the launch operator of theE195-E2. Azul has 51 firm orders of theE195-E2. In April 2019, theE195-E2 received simultaneous approval and was certified by ANAC, the FAA and EASA. In September 2019, we delivered the firstE195-E2 aircraft to Azul in a ceremony held in the São José dos Campos’s facility. TheE195-E2 aircraft entered into service in October of 2019.

On February 28, 2018, we received a Type Certificate from the National Civil Aviation Agency, the FAA and EASA for theE190-E2, the first member of theE-Jets E2 family of commercial aircraft. It was the first time that an aircraft program with the level of complexity of the E2 received a type certificate from three major worldwide certification authorities simultaneously.

On April 4, 2018, in a ceremony held in São José dos Campos, we celebrated the delivery of the first aircraftE190-E2 to Widerøe, the largest regional airline of Scandinavia. The aircraft entered into service in the same month and performed asold-out flight between Bergen and Tromsø in Norway.

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Customers

We have a diverse, global customer base, and our major operators for commercial aircraft include some of the largest regional,low-cost and mainline airlines in the world. As of December 31, 2019, our largestE-Jet customers by number of aircraft in service are Republic, Skywest, Envoy Air, JetBlue, Mesa, Azul, Aeromexico, KLM Cityhopper, Compass,Tianjin-HNA and Lot Polish. In addition, as of December 31, 2019, 78.9% of our firm orders in backlog for the current EMBRAER 170/190 jet family are from the airlines Republic Airlines, United Airlines, and Skywest. Moreover, ourE-Jets E2 family backlog mainly comprises orders from the companies Azul, AerCap, AirCastle and AirPeace, which represent approximately 85% of ourE-Jets E2 family orders.

We generally sell our commercial aircraft pursuant to contracts with our customers on a fixed-price basis, adjusted by an escalation formula. Our contracts generally include an option for our customers to purchase additional aircraft at a fixed-price option, subject to the same escalation formula. In addition, our contracts include a product support package to cover the entry into service of our aircraft, as well as a general warranty for such aircraft. Other provisions for specific aircraft performance and design requirements are negotiated with our customers. In addition, some of our contracts contain cancellation provisions andtrade-in options and financial and residual value guarantees. See “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Some of our aircraft sales may be subject to financial and residual value guarantees andtrade-in options that may require us to make significant cash disbursements” for a more detailed discussion of these provisions.

Sales and Marketing

Our current marketing strategy is based upon our assessments of the worldwide commercial airline market and of the needs of our customers. We actively market our aircraft to international airlines and regional affiliates of major global airlines through our regional offices in the United States, Europe and Asia. Our success depends, to a significant extent, on our ability to discern our customers’ needs, including needs for customer service and product support, and to fill those needs in a timely and efficient manner while maintaining the high quality of our products. Our market and airline analysts focus on the long-term trends of the market, competitive analysis, product-enhancement planning and airline analysis. In terms of direct marketing to our customers, we rely on relationship development, social media and professional networks, as well as participating in air shows and other cost-effective events that enhance customer awareness and brand recognition. Besides São José dos Campos in Brazil, we have regional sales offices in Amsterdam, Holland; Fort Lauderdale, Florida, U.S.A.; Beijing, China; and Singapore.

Production, New Orders and Options

Prior to starting production or development of a new project, we secure letters of intent for future orders of a significant number of aircraft. We typically begin taking orders and building a backlog two years before we begin producing a new aircraft model, aiming to receive a significant number of orders before we deliver the initial aircraft. Once an order is taken, we reserve a place for that order on the production line, ensuring that we will maintain production sufficient to meet demand. Once a place is reserved on the production line, we are able to give customers delivery dates for their orders.

We include an order in backlog once we have received a firm commitment, represented by a signed contract. Our backlog does not include options and letters of intent for which definitive contracts have not been entered into.

Our options generally provide our customers the right to purchase an aircraft at a fixed price and on a specified delivery date, subject to escalation provisions, under a purchase agreement. Once a customer decides to exercise an option, we account for it as a firm order. Occasionally, we have extended the exercise date for our options and renegotiated the delivery schedule of firm orders, as well as allowed customers to convert their firm orders or options for one aircraft into firm orders or options for another aircraft within the same commercial aircraft family.

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Services and Support

We are working on further developing our portfolio of services for our Commercial Aviation customers, which comprises the following areas:

field Support, which provides convenient, accessible,on-site or remote assistance for all operational and technical issues in order to maximize customer performance;

technical Support, which serves technical needs through analytics, engineering expertise, and real-time fleet monitoring;

flight Operations, which supports the efficiency and safety of airline operations through tailored solutions, consulting, supervision and training resources;

aircraft Modification, which provides execution and coordination of system upgrades for improved fleet performance and cabin modifications for enhanced onboard amenities;

materials, which ensures availability and economy in parts and materials management for both scheduled and unscheduled maintenance;

maintenance, which provides optimized maintenance solutions based on best practices for efficiency, safety and effectiveness;

training, which prepares crew, maintenance technicians and operations personnel for the highest levels of competence; and

Digital Solutions, which deploys the internet as the core communication channel for 24 hours a day, seven days a week collaboration and information exchange.

We have a worldwide presence, with five regional units strategically positioned around the globe in order to provide us with greater agility in understanding the needs and desires of our customers and respecting the cultural diversity of the different regions where our customers are based. Our regional units are located as follows:

Fort Lauderdale, Florida, U.S.A., which supports our customers in North America;

Amsterdam, Netherlands, and Paris, France, which supports our customers in Europe, Africa, the Middle East and Central Asia;

Singapore, which supports our customers in the Asia Pacific region;

Beijing, China, which supports our customers in China; and

São José dos Campos, Brazil, which supports our customers in Latin America.

All units mentioned above have the following infrastructure:

a spare parts distribution center;

technical and material field support teams with field engineers and customer account managers;

warranty and repair administration offices; and

services sales managers.

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In São José dos Campos, we also offer the following services:

Customer Care Center, providing an integrated solution of technical and spare parts support available 24 hours a day, seven days a week;

spare parts planning and material engineering;

technical support;

flight operations support;

maintenance support engineering;

maintenance Repair and Overhaul, or MRO, network management strategy and policy;

business development support;

technical publications development; and

technical services, such as: maintenance training, Digital Solutions, engineering services, pilot services and aircraft modifications.

Beyond parts fulfillment and simple rental plans, we also provide innovative programs for material planning, logistics, and acquisitions, such as our:

Flight-Hour Pool Program;

Parts Consignment Program;

Embraer Collaborative Inventory Plan;

Embraer Parts Exchange Program; and

Customer Stock Optimization.

We own a full flight simulator, which is operated by the Embraer Training Center in Johannesburg, South Africa, and supports our fleet growth in the African market.

We own and operate MRO facilities in Nashville, Tennessee, where we have the Embraer Aircraft Maintenance Services, a dedicated service center for commercial aviation, and through Indústria Aeronáutica de Portugal S.A, or OGMA, in Alverca, Portugal and Embraer Service Center in Gavião Peixoto, Brazil we offer dedicated maintenance services to both commercial and defense customers.

The Embraer MRO Network that supports our commercial aviation aircraft fleet is also expanding with our third-party maintenance service centers. As of December 31, 2019, these centers are:

STAECO, in Jinan, China;

HNA Technik, in Tianjin, China;

SIA Engineering Company, in Singapore; and

Hawker Pacific, in Singapore.

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Our strategy is to target our services and support leadership position by continuing to provide the best customer support anytime and anywhere in the world, and relying on our strong MRO Network, which satisfies customers’ expectations of quality, lead time, affordability, capability and global coverage.

We constantly monitor customer satisfaction levels and keep open communication channels with them to understand customer needs and define the most appropriate actions for the continuous improvement of our customer support. To do so, we use the following tools and forums:

a customer support satisfaction survey performed annually in order to identify our competitive position;

specific action plans and commitments with each customer, known as Customer Integrated Action Plans;

teamwork and systematic identification and integrated action plans to solve problems affecting us, our suppliers and customers;

periodic dedicated meetings at the customer’s headquarters;

Embraer Operators’ Conferences, which are yearly events typically held in regions of the world where we have customer operators;

Maintenance Cost Workshop, which is typically a yearly event where operators share best maintenance practices and discuss cost reduction initiatives;

interactive forums for discussions in the web portal FlyEmbraer, fostering the exchange of experiences among customers and Embraer;

participation in international fairs related to maintenance, technology, customer relationship management and others; and

an internal program, Embraer Excellence in Customer Experience, which aims to address changes in the Services and Support area of the commercial aviation division, in order to elevate the performance of our Commercial Aviation business unit, covering current and future market needs, with the purpose of obtaining the highest levels of customer satisfaction based on their experience in the commercial aviation industry.

Competition

We generally face competition from major manufacturers in the international aircraft market. Each category of our products faces competition of a different nature and generally from different companies. Some of our competitors have greater financial, marketing and other resources than we do.

We currently face the strongest competition from the following aircraft:

ATR-72, a68-seat turboprop produced by ATR Aircraft, or ATR;

Q-400, a72-seat turboprop program recently acquired by Viking Air from Bombardier;

CRJ-700,CRJ-900 andCRJ-1000,70-seat,86-seat and98-seat regional jets, respectively, currently produced by Bombardier, acquisition by Mistubishi pending regulatory approval;

A220, former CSeries, 110 to150-seat jets acquired by Airbus from Bombardier, which entered into service in 2016;

MRJ, a 76 to88-seat jet under development by Mitsubishi, which is expected to enter into service by 2021;

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ARJ21, a90-seat regional jet produced by COMAC; and

SSJ100, a103-seat regional jet produced by Sukhoi.

We are the leading manufacturer in the market for jets up to 150 seats in the world, with 29% of market share in terms of accumulated deliveries, since 2004.

The key competitive factors in the markets in which we participate include design and technological strength, aircraft operational costs, aircraft price, including financing costs, customer service and manufacturing efficiency. We believe that we will be able to compete favorably based on our aircraft performance, efficiency, low operating costs, product development experience, global customer base, market acceptance, cabin design and aircraft price. In addition, while the competitive landscape has become increasingly aggressive, deals such as the Airbus acquisition of a majority stake in Bombardier’sC-Series Program, rebranded as A220, are evidence of the opportunities in the100-150 seats market. With the Airbus sales team marketing the A220 Program, we believe customers who would not have previously considered the business unit may seek ourE190/E195-E2 as a comparable alternative.

Aircraft Operating Lease Activities

In order to provide better financial support to our commercial activities, as well as to manage and reduce financial risks related to the marketing of aircraft, we created ECC Leasing in September 2002. ECC Leasing has been able tore-market remarket aircraft in its portfolio with conditions and at values similar to market conditions and without any guarantee from Embraer. All sale and leasing transactions were entered into based on market rates, helping to sustain the present and future valuesvalue of our products.

In January 2017, ECC Leasing merged with Embraer Netherlands, with its assets and activities incorporated under Embraer Netherlands. The mission of Embraer Netherlands, as our company responsible for aircraft operating lease activities, is to manage and remarket Embraer’s aircraft portfolio, which as a result of contractual obligations, may be acquired by us viatrade-in transactions. We also providere-marketing remarketing services to third parties looking to sell their Embraer manufactured aircraft.

We haveIn 2019, we successfully completed sales campaigns for newtheE190-E1 and the ERJ145 aircraft, where the acceptance oftrade-in aircraft as part of payment was allowed. We have also generated additional revenues through the sale and lease of aircraft received astrade-ins. Since its establishment in 2002 through December 31, 2019, this activity handled 207261 aircraft, of which two areone is under an operating leases, 41lease, five are available or under lease/sale negotiations, two are performing flight tests at Embraer, and 144196 were sold.

We believe the results of Embraer Netherlands will be largely dependent on market conditions, aircraft availability levels and the demand for jets in the 37 to 50 seat category.

Markets

The following table sets forth our revenues by line of business and geographic region of end users for the periods indicated:indicated, considering our continuing and discontinued operations:

 

  Year ended December 31,(1) (3) 
  Year ended December 31,   2019   2018   2017   2016 2015(2) 
  2017   2016   2015   2014   2013       Recast   Recast   Recast Recast 
  (in US$ millions)   (in US$ millions) 

Commercial Aviation

                   

North America

   2,077.6    2,461.7    2,452.7    2,065.0    1,089.4    1,399.8    1,449.4    1,795.5    2,157.3  2,452.7 

Latin America (except Brazil)

   23.5    87.3    89.8    64.7    457.9    17.0    11.9    0.5    63.9  89.8 

Asia Pacific

   723.7    641.1    307.8    155.4    546.3    256.9    324.1    670.3    581.6  307.8 

Brazil

   53.9    57.6    145.3    73.9    103.5    0.7    0.2    0.9    (6.9 145.3 

Europe

   354.0    230.8    316.5    624.7    916.4    508.2    519.1    200.1    105.1  316.5 

Others

   139.2    48.5    36.6    179.6    193.5    51.8    53.6    104.1    15.9  36.6 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

  

 

 

Total

   3,371.9    3,527.0    3,348.7    3,163.3    3,307.0    2,234.4    2,358.3    2,771.4    2,916.9   3,348.7 
  

 

   

 

   

 

   

 

  

 

 

Executive Jets

                   

North America

   1,123.9    1,247.2    1,226.6    739.3    632.2 

Latin America (except Brazil)

   6.1    107.9    38.7    110.7    6.3 

Asia Pacific

   118.2    118.3    149.2    353.3    336.6 

Brazil

   38.4    68.8    72.6    207.1    357.7 

Europe

   194.3    184.3    218.3    168.4    290.6 

Others

   4.0    4.0    13.2    12.7    21.1 
  

 

   

 

   

 

   

 

   

 

 

Total

   1,484.9    1,730.5    1,718.6    1,591.5    1,644.5 

Defense and Security

          

North America

   117.6    179.1    177.2    199.5    26.4 

Latin America (except Brazil)

   20.7    17.7    21.7    47.3    16.3 

Asia Pacific

   11.1    27.7    33.2    78.5    71.0 

Brazil

   630.4    543.6    479.3    1,004.5    848.5 

Europe

   144.1    103.6    84.8    100.0    166.9 

Others

   26.8    61.0    14.9    26.6    67.8 
  

 

   

 

   

 

   

 

   

 

 

Total

   950.7    932.7    811.1    1,456.4    1,196.9 

Other Related businesses

          

North America

   21.3    22.8    30.1    53.6    59.7 

Asia Pacific

   —      —      —      0.1    —   

Brazil

   10.5    3.9    12.3    20.0    26.9 

Europe

   —      0.6    7.3    3.9    —   
  

 

   

 

   

 

   

 

   

 

 

Total

   31.8    27.3    49.7    77.6    86.6 
  

 

   

 

   

 

   

 

   

 

 

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   Year ended December 31,(1) (3) 
   2019   2018   2017   2016  2015(2) 
       Recast   Recast   Recast  Recast 
   (in US$ millions) 

North America

   1,181.6    936.7    1,006.8    1,147.7   1,226.6 

Latin America (except Brazil)

   21.6    22.5    0.6    102.3   38.7 

Asia Pacific

   20.3    1.6    94.1    98.4   149.2 

Brazil

   54.7    16.1    17.1    46.7   72.6 

Europe

   118.8    127.4    161.7    158.1   218.3 

Others

   —      —      —      0.1   13.2 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Total

   1,397.0    1,104.3    1,280.3    1,553.3   1,718.6 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Defense and Security

         

North America

   202.8    145.7    93.3    166.4   177.2 

Latin America (except Brazil)

   2.7    68.3    5.4    (0.7  21.7 

Asia Pacific

   4.3    1.6    13.7    22.2   33.2 

Brazil

   431.8    258.9    587.1    479.6   479.3 

Europe

   96.7    122.8    133.5    99.3   84.8 

Others

   37.0    14.8    20.7    58.7   14.9 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Total

   775.3    612.1    853.7    825.5   811.1 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Services and Support

         

North America

   560.7    422.2    421.0    416.6   —   

Latin America (except Brazil)

   35.1    47.3    45.1    45.2   —   

Asia Pacific

   95.5    104.7    81.4    85.0   —   

Brazil

   107.6    157.2    133.3    140.6   —   

Europe

   200.0    196.7    196.3    156.0   —   

Others

   47.8    52.7    45.1    38.8   —   
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Total

   1,046.7    980.8    922.2    882.2   —   
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Other Related businesses

         

North America

   0.7    5.0    21.3    22.7   30.1 

Brazil

   8.5    10.6    10.5    3.3   12.3 

Europe

   —      —      —      —     7.3 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

Total

   9.2    15.6    31.8    26.0   49.7 
  

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

(1)

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. We have also recast the statement of operations for the years ended December 31, 2016 and 2015 to account for the discontinued operations in all comparative periods. The recast financial data for the years ended December 31, 2016 and 2015 included herein are unaudited.

(2)

The consolidated financial information as of and for the year ended December 31, 2015 has been derived from our historical financial statements but was not restated for the retrospective application of IFRS 9 and IFRS 15 as management cannot provide this financial information without unreasonable effort or expense.

Suppliers and Components; Risk-Sharing Arrangements

We do not manufacture all of the parts and components used in the production of our commercial and executive aircraft. Approximately 80%65.4% of the production costs in our Executive Jets and Defense and Security business units and approximately 86.8% of the production costs in the Commercial Aviation business unit (recorded and Executive Jets businessespresented as discontinued operations for the financial statements as of and for the year ended December 31, 2019) consist of materials and equipment purchased from our risk-sharing partners and other major suppliers. Risk-sharing arrangements with suppliers of key components enable us to focus on our core business: design, development, manufacture and sale of aircraft and systems for the Commercial Aviation, Executive Jets, and Defense and Security businesses.business units. Risk-sharing arrangements are those in which suppliers are responsible for the design, development and manufacture of major components or systems of our aircraft. Our risk-sharing partners, therefore, must invest their own money in development and share the risk and success of our products with us.

In our Commercial Aviation, and Executive Jets businesses,and Defense and Security business units, we rely on risk-sharing partners to supply vital components of our aircraft. We select suppliers on the basis of, among other factors, technical performance and quality of their products, production capacity, prior relationship and financial condition.competitiveness. We have had continuing relationships with most of our major suppliers since production of the Bandeirante aircraft began in 1975.

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In addition, we have entered into purchase agreements with our major suppliers, which cover our production. These contracts contain pricing formulas that take into consideration the various factors that affect the business of our suppliers and help us mitigate the effects of price volatility (which in some cases can be significant) of the materials, parts and components that are required for our operating activities. We are not obligated to purchase a minimum amount of materials annually under any of these supply contracts. Our ongoing supplier relationships depend on cooperation, performance and the maintenance of competitive pricing. For furtheradditional information on our relationship with our suppliers, see “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—We work with a limited number of key suppliers.”

Executive Jets

The risk-sharing partners for the Phenom 100EV and Phenom 300E jets are Pratt & Whitney Canada, the engines’ supplier, Garmin, the avionics systems’ supplier, and Eaton Corporation, the hydraulic systems’ supplier. The main risk-sharing partners for the Legacy 450/500 jet family, Praetor 500 and Praetor 600 jets are Honeywell, the engines’ supplier, and Rockwell Collins, the avionics systems’ supplier.

Discontinued Operations

EMBRAER 170/190 Jet Family andE-Jets E2 Jet Family

We are continuously improving the EMBRAER 170/190 jet family, together with risk-sharing partners that supply key systems for the aircraft. Our supplier arrangements for the EMBRAER 170/190 jet family differ from the supplier arrangements of the ERJ 145 regional jet family, in which we use fewer suppliers. In the EMBRAER 170/190 jet family, eachrisk-sharing partner is responsible for the development and production of aircraft systems, including the landing gear, the hydraulic system and the flight control system, rather than individual components, and fewer components are supplied by companies that are not risk-sharing partners. The assumption of responsibility for systems by ourrisk-sharing partners lowers our capital expenditures, which decreases our development risks and increases our operating efficiency by reducing the number of suppliers per product and cutting production costs. It also shortens development and production time.

In addition, some of the risk-sharing partners for the EMBRAER 170/190 jet family have assumed a broader role in other aspects of the program by providing sales financing and residual guarantees, rather than simply supplying us with aircraft components.

WhenE-Jets were launched, they were one of the most advanced aircraft in operation. Thefly-by-wire system, the integrated avionics and the double-bubble cross-section brought a new level of technology and passenger comfort for the segment. The family success led to 60%29% of the deliveries share in the70-130 up to 150 seats jet segment during 20042005 to 2017.2019. Notwithstanding, during the last ten years we have been continually improving the family. New performance packages, maintenance improvements, external noise reduction and fuel burn reduction are examples of improvements developed.

TheE-Jets E2 project is another important example of our commitment to keep our market leadership in the segment. The state of the artstate-of-the-art technology applied on the engines, wings, and avionics make the E2 family a highly efficient tool for airlines. The E2 will bring a new level of aerodynamic efficiency, as applied on the wing with one of the highest aspect ratioratios of the industry and advanced wing shape, it will also improve the systems and avionics, including fourth generation fullfly-by-wire flight controls, and Pratt & Whitney’s PurePowerTM Geared Turbofan highby-pass ratio engines (PW1700G on theE175-E2, PW1900G on theE190-E2 andE195-E2). We expect that all of those improvements will result in double-digit reductions of fuel burn, emissions, noise and maintenance costs. Cockpit commonality with current generationE-Jets is a key driver in the design of theE-Jets E2, in order to enable a smooth transition for theE-Jets pilots. Honeywell’s Primus Epic™Epic 2 advanced integrated avionics system with large landscape displays and

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advanced graphics capabilities, and Honeywell’s Next Generation Flight Management System (NGFMS), already in development with current-generationE-Jets, will provide exceptional pilot situational awareness and flexibility for continuous innovation on the flight deck.E-Jets E2 has the additional objective of increasing revenue opportunities, as the family is designed to provide better aircraft availability and to increase ancillary revenue for operators.

Known for its comfortable and roomy cabins, with no middle seats, theE-Jets passenger experience will be further enhanced in the E2 generation. The U.K. design firm Priestmangoode was contracted to develop the aircraft cabin jointly with Embraer. The interiors will establish a new benchmark in cabin design, improve the passenger experience, and deliver a more comfortable and improved environment tailored to passengers’ needs, while maximizing airlines’ operational efficiency.

Other suppliers and partners for theE-Jets E2 have been announced: Liebherr (control systems for flaps and slats), Moog(fly-by-wire), Rockwell Collins (horizontal stabilizer control system), UTC Aerospace Systems (wheels, brakes, APU, electrical system), Intertechnique (engine and APU fuel feed, pressure refueling, fuel transfer, fuel tank inerting and ventilation, and fuel gauging and control), Crane Aerospace & Electronics (electronic control module for landing gear, brake control systems and proximity sensors), Triumph (fuselage segments, rudder and elevators) and Aernnova Aerospace (vertical and horizontal stabilizers).

We also announced that we have selected new IFEC’s systems suppliers for theE-Jets E2. Meggitt Polymers & Composites will design and produce a high performance radomeredone high-performance assembly forin-flight connectivity, whilstwhile we selectedKID-Systeme was selected by us to provide the SKYfi Club, a wireless streaming onboard platform.

Executive Jets

The risk-sharing partners for the Phenom 100 and Phenom 300 jets are Pratt & Whitney Canada, the engines’ supplier, Garmin, the avionics systems’ supplier, and Eaton Corporation, the hydraulic systems’ supplier. The main risk-sharing partners for the Legacy 450/500 jet family are Honeywell, the engines’ supplier, Rockwell Collins, the avionics systems’ supplier, and the main risk-sharing partners for the Legacy 650 include Rolls-Royce, the engines’ supplier, and Honeywell, the avionics systems’ supplier. The risk-sharing partners for the Lineage 1000 are the same as those for our EMBRAER 170/190 jet family.

Aircraft Financing Arrangements

Commercial aircraft customers may request financing support for aircraft acquisition. This support usually includes providing assistance to customers in obtaining financing arrangements from different sources, including ECAs, leasing companies, commercial banks and capital markets. Financing support may exceptionally include providing assurance that financing will be available for the acquisition.

Additionally, customers may sometimes require short-term bridge financing prior to arranging long-term debt financing, as long-term funding may not be available for them at the time of delivery. On acase-by-case basis, we have provided interim financing, above market rates, to customers who already have their financing arrangement structured or who are in the process of negotiating such arrangements.

Government Regulation and Aircraft Certification

We are subject to regulation by regulatory aviation agencies, both in Brazil and abroad. These agencies principally regulate the aircraft design, manufacturing and operation. Besides certification in Brazil, we must obtain certification in each jurisdiction in which our aircraft is registered and operated. The certifying authority in Brazil is the National Civil Aviation Agency(Agência Nacional de Aviação Civil), or the Brazilian Aviation Authority, a special organization with the status of a regulatory agency underrelated to the Civil Aviation Secretary of Ministry of Transportation, Seaports and Civil AviationInfrastructure of the Presidency of the Federative Republic of Brazil, which supervises and certifies aircraft, aircraft parts, manufacturers and operations. We are also subject to the regulation of aviation authorities in other countries, including the FAA in the United States and the EASA for the European Union. Once an aircraft is certified by the Brazilian National Civil Aviation Agency and validated by the FAA and/or the EASA, some authorities, including those in Australia and Mexico, may opt to ratify the product certification instead of running a full domestic validation process. Other countries, such as Canada, require compliance with their own specific national requirements before certification. Some countries simply validate and complement original certification of the Brazilian National Civil Aviation Agency or of the FAA or the EASA, in accordance with their own rules. The Brazilian National Civil Aviation Agency has a bilateral certification agreement with several aviation authorities, including the FAA and EASA. This cooperation among regulatory authorities leads to faster certification by the foreign authority.authorities.

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Aircraft certification is a continuous process. The Brazilian Aviation Authority must approve any change in the design of any of our aircraft. Significant changes to aircraft design may require a separate validation/certification by other authorities as specified in their regulations and bilateral agreements. Changes in aircraft certification requirements do not require a new certification or a new validation of a previously certified aircraft, but significant safety improvements may otherwise be required by the authorities acting through operational rules or airworthiness directives.

Our defense products must comply with the certification guidelines defined in each contract with the customer. Unlike our civil aircraft, our defense products are not subject to regulatory obligations. Some contracts, including those for civil aircraft modified for military purposes, require civil certification (e.g. India, SIVAM, etc.). Other contracts, including those for LAS andKC-390,C-390 demandMillennium, require approval from the Military Certification Authority.

Seasonality

We have historically experienced seasonality in our results of operations and cash flow generation. This is mainly due to a traditionally higher number of deliveries in the fourth quarter, particularly in our Executive Jets business unit, which is in line with overall executive jet industry seasonality. Deliveries of executive jets in the fourth quarter generally constitute at least 35% to 45% of annual deliveries in our Executive Jets business unit, and we expect this trend to continue.

4C.    Organizational Structure

4C.

Organizational Structure

Our operations are conducted by Embraer S.A. as the controlling and principal operating company. We have a number of direct and indirect subsidiaries, none of which is considered significant. A complete list of our subsidiaries is filed as Exhibit 8.1 to this annual report, and a description of our joint ventures and project subsidiaries and strategic alliances is included in the annual report in itemItem 3 above.

4D.    Property, Plant and Equipment

4D.

Property, Plant and Equipment

For information on our property, plant and equipment, see Notes 2.2.14 and 16Note 2.2.12 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

For a discussion of our capital expenditures relating to property, plant and equipment, see “Item 5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Capital Expenditures.”

Production

The manufacture of an aircraft consists of three principal stages: production of primary parts, assembly of major components and final assembly. Primary parts include metal sheets and plates (produced fromdie-cast molds, stretch forming or various chemical treatments), parts produced using computerized andnon-computerized machines, and prefabricated parts. The primary parts are then assembled, or mated, with one another to produce the aircraft’s major components, which are in turn joined to create the aircraft’s basic structure. In the final assembly stage, the aircraft’s various operating systems (including wiring and electronics) are installed into the structure and tested.

In São José dos Campos, State of São Paulo, Brazil we have production facilities for commercial and executive aircraft. In our Defense and Security business unit we have production facilities located in the Gavião Peixoto plant, which is near the city of Araraquara, located in the central region of the State of São Paulo, Brazil. For the final assembly ofEmbraer has two facilities in Florida, in the United States, one for executive jets Embraer also has a facility in Melbourne Florida and one for defense and security aircraft in Harbin, China.Jacksonville.

We have the flexibility to increase or decrease production as a response to adjust demand.

Commercial Jets

In July 2009, in line with our initiatives to improve production efficiency pursuant to the Business Efficiency Strategy (Frente Eficiência Empresarial), we converted the final assembly for theE-Jets E1 family to a line concept in São José dos Campos, which resulted in a significant reduction in the cycle of production time. In 2015 we started the prototype production for the newE-Jets E2 family of jets.- 54 -


Executive Jets

Executive jets have been produced since 2011 in São José dos Campos, and are also produced in Melbourne, Florida in the United States. The Melbourne facility is a final assembly plant with a Customer Center and an Engineering Office. In 2014, we announced an expansion plan to assemble the Legacy 450/500 in this facility, to improve our production capacity.    In 2016 and 2017, we increasedWe have been increasing the amountnumber of executive jets produced in Melbourne.Melbourne since 2016. In 2019, we transferred Praetor production from São José dos Campos to the Gavião Peixoto facility.

Defense and Security

The Gavião Peixoto facility includes flight-testing capabilities for all Embraer aircraft and a final assembly line for our defense aircraft. This facility has been operational since November 2002. In May 2014, we inaugurated the final assembly line of the new military transport and aerial refueling jet, theKC-390C-390 Millennium, and in February 2015, it successfully performed its first flight. Embraer is currently conducting flight tests for theKC-390.C-390 Millennium. In the fourth quarter of 2018, we received the Type Certificate from the Brazilian Aviation Authority for the multi-mission airliftC-390 Millennium and delivered the first aircraft in 2019.

We have a final assembly facility in Jacksonville, Florida for Defense and Security where we initiated in 2013 the final assembly line for theA-29 Super Tucano for the U.S. Air Force’s LAS Program.Program in 2013.

In 2016, we inauguratedlaunched the GDDN in GaviaoGavião Peixoto. It is the hub for the Gripen NG technology development in Brazil for Saab and Embraer together with the Brazilian partner industries and institutions. The GDDN includes the development environment and simulators required to undertake the fighter development work. In addition, the GDDN is connected to Saab in Sweden and the industrial partners in Brazil, securing both technology transfer and efficient development.

Other

In September 2012, we opened two facilities in Évora, Portugal, one for the manufacture and assembly of metal components and one for the manufacture and assembly of composite material components. Thestart-up of these facilities went as planned, and they made their first deliveries in November 2012. In 2015 Évora’s production plan included major components for the Legacy 450/500, Praetor 500/600,E-Jets,E-Jets E2 andKC-390.C-390 Millennium.

We manufacture aerospace systems and components in ELEB, which is an Embraer subsidiary located in São José dos Campos, and its main products are landing gear systems, hydraulics and electro-mechanicalsub-assemblies, such as actuators, valves, accumulators and pylons.

EZ Air Interior Limited, our subsidiary for the production of interior parts for our CommericalCommercial Aviation business unit in Mexican factories, began production and shipping of parts to Brazil in 2013. It achieved full production capacity in January 2015.

In 2015, we completed the acquisition of a new subsidiary, Embraer Aero Seating Technologies. We progressively acquired its ownership stake in the company, headquartered in Irwindale, California, which provides luxury seating solutions for the aviation industry and for Embraer product lines. In 2016, we opened a new state of the art manufacturing facility located in Titusville, Florida.

Discontinued Operations

Commercial Jets

In July 2009, in line with our initiatives to improve production efficiency pursuant to the Business Efficiency Strategy (Frente Eficiência Empresarial), we converted the final assembly for theE-Jets E1 family to a line concept in São José dos Campos, which resulted in a significant reduction in the cycle of production time. In 2015, we started the prototype production for the newE-Jets E2 family of jets, with the first delivery and production certification in 2018.

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Environmental Matters

We have all material permits required to operate our business in all Embraer sites around the world. The terms of these operating permits are reviewed every year and, as of December 31, 2017,2019, we were in compliance with all of them. In addition, our Environmental and Occupational Health and Safety Management System was established in 2001, allowing us to maintain ISO 14001 certification since 2002. ISO 14001 is an internationally recognized standard of environmental management system efficiency for businesses and organizations.organizations, which was reviewed in 2015 and has included items concerning environmental risks and life cycle analysis. Embraer was already prepared for this new version even before it was required by the ISO. Certified environmental management systems have been progressively implemented across our manufacturing sites, with over 85%84% of our employees operating under an ISO 14001.

Work procedures and instructions are set up in order to ensure that the activities that cause environmental impacts are carried out in order to minimize or mitigate any environmental damage, and we perform studies of environmental aspects and impacts and we implement actions to eliminate or reduce them, including infrastructure works.

Embraer established a corporate procedure for performing environmental diagnoses and detailed investigations for finding the presence of contaminants in soil and water due to past activities. This procedure is applied to the areas where Embraer has production and/or maintenance facilities, as well as to new areas being acquired. Currently, all industrial operations in Brazil and abroad have already mapped their soil and water. The evaluation results are reported to the CCRA (Committee for Environmental Risk and Control), our board and shareholders.

Embraer takes into account environmental and safety requirements to enter into agreements with third parties. Embraer is committed to hire suppliers, service providers and contractors who respect the environment, health and safety through their practices and processes, and Embraer has a systematic procedure for their continual evaluation and monitoring.

We encourage not only the environmental certification but also the development of a full life cycle orientation for products and services, as this remains the most cost-efficient and practical way to effectively reduce environmental impacts. The environmental management system attempts to create economic value by reducing environmental costs and exposure at each stage of the product life, from design to operations and to end of life. Integrated Developmentdevelopment of Environmentally Sustainable Products,environmentally sustainable products, through the Designdesign for Environmentenvironment methodology, aims to incorporate environmental requirements into product development throughout the various stages of production.

The implementation of further innovative andeco-efficient technologies and processes is a key factor in ensuring our sustainability, increasing the attractiveness of our products and our overall competitiveness. We continuously pursueeco-efficiency, seeking responsible business opportunities by developing breakthrough technologies, products and services, as well as by reducing the environmental impact of our activities and products throughout their life cycle, and, more generally, by integrating environmental concerns into our daily business. We recognize that environmental requirements, such as reduction of greenhouse gas emissions, are becoming one of the main drivers of airline fleet decisions and isare already influencing aircraft developments. In 2012 at the Air Transport Action Group Aviation and Environment summit, Embraer, Boeing and Airbus signed a memorandum of understanding to collaborate with development ofdrop-in, affordable aviation biofuels as an effort to reduce the aircraft industry’s greenhouse gas emissions by 50% by 2050 based on 2005 levels.

Special focus is dedicated to the European Registration, Evaluation and Authorization of Chemicals, or REACH, regulation (EU No. 2007/1906), which came into force on June 1, 2007. REACH aims to improve the protection of human health and the environment through more strict regulation of chemical use in the

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aviation industry; it replaces the preexisting European Union, or EU, regulatory framework on chemicals. REACH introduces a range of new obligations over a period of 11 years which are intended to reduce the risks of harm that the 30,000 most frequently used chemicals may cause. The regulation establishes progressive withdrawal of some of the substances that are considered to be of very high concern for human health and the environment.

The regulation requires that any company which produces, imports, uses or prepares chemical substances, preparations or other items on the EU market be responsible for ensuring that the item complies with REACH. We are affected by the regulation because our products can be exported, not only to the countries of the EU, but also to all countries in which compliance with REACH is required. We have a facility in EvoraÉvora that must comply with all REACH requirements. As of December 31, 2017,2019, we have not suffered any penalties in connection with REACH.

Over the past few years, we have worked to fulfill our responsibilities under REACH. We have substituted substances used in our production processes that are harmful to the environment and employee health with less harmful alternatives. Several materials have already been replaced in accordance with REACH restrictions, and we are studying the feasibility of replacing more substances widely used in the aviation industry. We also participate in working groups with other firms in the aviation industry, including the International Aerospace Environmental Group and the Aerospace Industries Association, to develop solutions for REACH compliance and other environmental laws. We are working with our supply chain on several initiatives to avoid supply chain disruptions and provide support to customers, including the REACH questionnaire on the risk assessment of suppliers.

Moreover, certain developments in current or proposed carbon emission reduction laws and regulations could affect our business and results. As of 2010, the ICAO, through its Environmental Protection Committee, began to develop carbon emission standards for aircraft. In this context, global aviation industry agreed to the first binding limits on aircraft carbon dioxide emissions in 2016, and a global scheme in the form of the Carbon Offsetting and Reduction Scheme for International Aviation, or CORSIA) was decided. CORSIA aims to address any annual increase in total CO2 emissions from international civil aviation (i.e. civil aviation flights that depart in one country and arrive in a different country) above the 2020 expected levels, taking into account special circumstances and respective capabilities. Depending on the compensatory payments and limits imposed, as well as on the cost of carbon equivalents, regulations of this nature may impact the growth potential of the air transportation industry as a whole, due to: (i) the internalization of carbon emission-related costs by air transportation companies, which would reduce their profit margins and, consequently, cut down the demand for new aircraft; or (ii) higher prices of air tickets, charged by air transportation companies in an attempt to pass emission-related costs along to their passengers, who would in turn seek alternative means of transportation, reducing the demand for air travel and, as a consequence, causing aircraft sales to decline. The effects of either scenario would likely be a decrease in demand for new aircraft in the affected markets, thereby negatively affecting our results.

In March 2017, the36-State ICAO Council adopted a new aircraft CO2 emissions standard that will reduce the impact of aviation greenhouse gas emissions on the global climate. The standard will apply to new aircraft designs beginning in 2020 and to aircraft designs that will be in the production process in 2023. Any aircraft that does not meet the standard by 2028 will no longer be able to be produced unless its design is sufficiently modified. It is important to note that all of our aircraft from the E2 family already comply with the new emissions standard.

For information on how climate change may affect our commercial aircraft segment, see “Item 5A. Operating and Financial Review and Prospects—Operating Results—Current Conditions and Trends in our Industry—Commercial Aircraft.”

Insurance

We maintain insurance at levels deemed to meet all risks associated with our operations and legislation. The insurance covers potential damages to our property, inventories, working process, cargo and aircraft hulls for our own fleet. In addition, we maintain a comprehensive aviation products liability policy, for claims arising out of our legal liability as manufacturers, repairers, suppliers or servicers. We also possess natural disaster and business interruption insurance.

 

ITEM 4A.4E.

UNRESOLVED STAFF COMMENTS

We have no unresolved staff comments.

 

ITEMItem 5.

OPERATING AND FINANCIAL REVIEW AND PROSPECTS

This discussion should be read in conjunction with our audited consolidated financial statements and notes thereto and other financial information included elsewhere in this annual report. This annual report contains forward-looking statements that involve risks and uncertainties. Our actual results may differ materially from those discussed in the forward-looking statements as a result of various factors, including, without limitation, those set forth in “Item 3D.3. Key Information—3D. Risk Factors” and the matters set forth in this annual report generally.

Except as otherwise indicated, all consolidated financial information in this annual report has been prepared in accordance with IFRS as issued by IASB and presented in U.S. dollars, while, for local purposes, our consolidated financial statements are also prepared in IFRS but are presented inreais. For certain purposes, including providing reports to our shareholders located in Brazil, filing financial statements with the CVM and determining dividend payments and other distributions and tax liabilities in Brazil, we have prepared and will continue to be required to prepare parent company financial statements in accordance with IFRS, presented inreais.

5A.    Operating Results

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5A.

Operating Results

Current Conditions and Trends in our Industry

The following discussion is based largely upon our current expectations about future events and trends affecting our business. Actual results for our industry and performance could differ substantially. For furtheradditional information related to our forward-looking statements, see “Introduction—Special Note Regarding Forward-Looking Statements” and for a description of certain factors that could affect our industry in the future and our own future performance, see “Item 3D.3. Key Information—3D. Risk Factors.”

Commercial AircraftTermination of Strategic Partnership with Boeing

On January 24, 2019, we entered into the Master Transaction Agreement and certain other Transaction documents with Boeing and certain subsidiaries of Embraer or Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit, and Embraer, or a subsidiary of Embraer and Boeing or a subsidiary of Boeing, would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. For additional information on the termination of the strategic partnership with Boeing, see Explanatory Note on page 4 of this annual report.

For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the now-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and/or the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

COVID-19

The outbreak of the novel coronavirus, known asCOVID-19, was first identified in December 2019 in Wuhan, China, and has since spread globally. TheCOVID-19 outbreak has compelled governments around the world to adopt measures to contain the spread ofCOVID-19 by means such as lockdowns of cities, restrictions on travel and public transportation, business and store closures, and emergency quarantines, among others, and responses by businesses and individuals to reduce the risk of exposure to infection, including reduced travel, cancellation of meetings and events, and implementation ofwork-at-home policies, among others, which has caused significant disruptions to the global economy and normal business operations across a growing list of sectors and countries.

We have been monitoring theCOVID-19 pandemic situation and its impacts on our employees, operations, the global economy, the supply and the demand for our products and services. Our committee monitors on a daily basis the development of the pandemic situation and it has implemented contingency plans to act as quickly as necessary as the current situation continues to unfold.

As a result of theCOVID-19 pandemic, on March 17, 2020, our Brazilian corporate employees responsible for critical functions started to work from home and, on March 22, 2020, we decided to put our Brazilian employees that could not work remotely on paid leave until March 31, 2020. Until March 31, 2020, we were only carrying out essential activities at our facilities, including customer support, aircraft

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maintenance and manufacturing. On March 30, 2020, we further decided to put our Brazilian employees responsible fornon-critical functions on collective vacation from April 1 to April 9, 2020. During this temporary shutdown of our facilities, we implemented safety measures to adapt our facilities to the WHO guidelines. On April 10, 2020, we implemented a job preservation plan that included temporary furloughs, reduction in working hours and pay cuts to certain of our employees, as a means of guaranteeing their employment upon completion of the plan. This plan started on April 13, 2020 and will last between 60 and 90 days. On April 13, 2020, all of our Brazilian employees that could not work remotely and were not included in the job preservation plan returned to work at our adapted facilities. Our or other companies’ operations may be suspended again or remain suspended for a longer time.

Due to the uncertainty related to the spread ofCOVID-19, on March 26, 2020, we also suspended the projections relating to our expected results for 2020, dated as of November 12, 2019. We will issue updated projections for 2020 when we conclude the assessment of the effects that theCOVID-19 pandemic will cause to our business.

During the COVID-19 crisis, we are working in partnership with companies and research centers on technologies aiming at increasing the availability of equipment and solutions to fight the COVID-19 pandemic. We are manufacturing parts of ventilators and biological air filter systems, and our subsidiary Embraer Aero Seating Technologies is manufacturing masks to support continued operations in Florida.

We expect that 2020 will be a distinct year in terms of orders and deliveries due to the impacts of theCOVID-19 pandemic. The airline business has been adversely affected due toCOVID-19, and we will have to continue reviewing our production chain in order to reflect the new and uncertain demand scenario.

As a result ofCOVID-19, on April 6, 2020, Standard & Poor’s downgraded our rating by one notch toBBB- with a negative outlook, due to expectations that many airlines will delay new deliveries at least until the end of the third quarter of 2020. On April 28, 2020, Fitch also downgraded our rating fromBBB- to BB+ as a result of the negative expectations relating to the commercial aviation industry due to theCOVID-19 pandemic. On April 29, 2020, Moody’s also downgraded our rating from Ba1 to Ba2 with a negative outlook.

In the Defense and Security business unit, as of the date of this annual report, we cannot fully predict the impact that theCOVID-19 outbreak will have on our Defense and Security business unit. However, we are facing difficulties to deliver products to international customers due to border and quarantine controls.

In the Executive Jets business unit, restrictions on travel and emergency quarantine have posed some challenges for aircraft deliveries to international customers. As of the date of this annual report, production lines of our business aviation products are abreast for attending planed supply levels, with no major supply shortages. We are supervising the risks and controlling the supply chain and postponements in demand in order to prevent obstacles that may arise from this global crisis. As a result ofCOVID-19, as of the date of this annual report, one of our executive jets customers cancelled its firm orders and some of our executive jets customers postponed their scheduled aircraft deliveries. Although we cannot predict the full impact of theCOVID-19 outbreak in theshort-to-medium term on our business, we expect that some of our customers will continue to postpone their scheduled aircraft deliveries and to cancel their orders.

In the Commercial Aviation business unit (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019), due to extensive traffic disruption affecting our customer’s operations throughout the world, as a result ofCOVID-19, it is reasonable to expect a material impact on our 2020 deliveries. According to Cirium, a data analytics and consulting company, as of May 2020, 60% of the global fleet has been placed into storage, and the International Air Transport Association, global air travel demand continuesAssociation—IATA projects a decline of 50% in commercial traffic for 2020 in year-over-year terms. As a result ofCOVID-19, some of our customers rescheduled their aircraft deliveries carrying them over to have an upward trend, increasing 7.7% in 2017 compared to 2016, with growth of airlines in all regions2021 and beyond, which has affected our 2020 projected deliveries. As of the world.

Accordingdate of this annual report, no cancellation has occurred. The recovery pace is difficult to Embraer Market Outlook, which is basedpredict since this outbreak has no precedent in history. Although we cannot yet determine the impact of theCOVID-19 outbreak in theshort-to-medium term on our forecast models,business, we expect that from 2017customers will continue to 2036, world air travel demand,postpone their scheduled aircraft deliveries and will cancel their orders.

As a result ofCOVID-19, as measured by revenue passenger kilometers,of the date of this annual report we have taken measures to preserve our cash flow, including (i) reductions in working hours and pay cuts; (ii) extension of payment terms relating to our suppliers; (iii) extension of tax payment deadlines; (iv) negotiation of new credit lines; and (v) adjustment of our production chain.

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As of March 31, 2020, we recognized the following impacts on profit or RPK, will increase by an averageloss as a result of 4.5% per year. By 2036, we expect the Middle East and Asia Pacific will be the fastest growing aviation marketsCOVID-19 pandemic:

Negative changes in the world, with an annual RPK growth ratefair value of approximately 6.0%, followed by Latin America with 5.2%, Africa with 4.9%,Republic Airways shares held as financial investments impacting our 2020 operating results in the Commonwealthamount of Independent States (CIS) and Europe both with 3.6% and North America with 2.7%.

Also, basedUS$22.2 million. For additional information on our forecast models,financial investments, see Note 7 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Additional provision for expected credit losses over trade accounts receivable, contract assets and customer financing as a result of increase in credit risks of our customers during theCOVID-19 pandemic in the amount of US$33.4 million.

As of March 31, 2020, we projecthad a trigger event related to the impairment of assets in our Executive Aviation and Defense and Security business units due to the impacts of theCOVID-19 pandemic and its impact on our market capitalization devaluation in the first quarter of 2020. Based on our best estimate using certain assumptions forshort-to-medium term impacts on deliveries of the Executive Aviation and Defense and Security business units, we have not identified additional impairment charges to be recognized in addition to the impairment losses we identified and recognized in our 2019 audited consolidated financial statements. The Brazilianreal lost 29% of its value against the U.S. dollar in the same period causing a positive impact in our future cash flows on March 31, 2020, as a result of the reduction of cash outflows indexed in Brazilianreais (costs of goods sold and general expenses). However, an improvement in the currency exchange rate in the future may result in a future impairment charge. For additional information on the impairment losses we recognized in 2019, see Note 19 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

For information on the risks related toCOVID-19, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—The outbreak of communicable diseases around the world, includingCOVID-19, may lead to higher volatility in the global demandcapital markets and recessionary pressure on the global economy,” “—A downturn in our key markets may reduce our sales and revenue, and, consequently, our profitability,” and “—Our Commercial Aviation business unit depends on key customers.” For additional information on the impacts of approximately 10,500 commercial aircraft with uptheCOVID-19 pandemic, see Note 40.2 to 150 seats through 2036 (6,400 jetsour 2019 audited consolidated financial statements included elsewhere in the70-130 seat category).this annual report.

Executive AircraftAviation

Market Overview

Several indicators suggest thatDuring 2019, the business aviation industry has aexperienced positive, momentum, including due todouble-digit year-over-year growth stimulated by the record breaking numberentry into service of overall transactions in 2017, expanding ownership cycles, new againstjet models, with new technology, better performance and cabin comfort features, such as the Embraer Praetor series. However, after the unprecedentedpre-ownedCOVID-19 pricing gap improvement,crisis, industry indicators such as increasing flight activity, decliningpre-owned inventory for sale and U.S. tax reform incentives. However,lower flight activity, along with aggressive price deals and increased competition, will continue to create a challenging environment.

In early 2018, the General Aviation Manufacturers Association reported that in 2017 the industry delivered 641 units (0.9% lower than in 2016), equivalent to US$18.6 billion (1.5% less than 2016). The expectation for 2018 is that deliveries will total 655 units. Looking forward, our market forecast projects that approximately 7,500 new business jets will be delivered over the next ten years, totaling US$215 billion for theten-year period with North America representing 60% of all deliveries.

Defense and Security

OverallIn general terms, we anticipateexpect an increase in defense spending globally.

In light of continuous instability in the Middle East and the growing impact of actions ofsecurity concerns relating to insurgent groups, military budgets in the region should also increase, in spite of depressed oil prices.

increase. Regional conflict and tensions should also drive investment in defense materials in Africa and Europe.

We expect increased demand for proposals of customized solutions, creating opportunities for our Defense and Security portfolio and for those of our subsidiaries, notablyespecially in the areas of critical software, communications, sensors and platforms.

The

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On the other hand, due to the Brazilian economic environment, will be challenging for the implementation ofwe do not expect that new investment projects in the defense sector. Generally,sector will be implemented by the Brazilian government. We also expect that the Brazilian government budget restrictions may require the restructuring of the scheduledus to reschedule deliveries, pursuant to the terms of existing contracts. We also anticipateAdditionally, we believe that new opportunities will be on a smaller scale and will require the accommodation of constraints related to available resources.

Assets Held for Sale and Discontinued Operations

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Commercial Aviation

Due to extensive traffic disruption affecting our customer’s operations throughout the world as a result of theCOVID-19 pandemic, some of our customers rescheduled their aircraft deliveries carrying them over to 2021 and beyond, which has affected our 2020 projected deliveries. As of the date of this annual report, no cancellation has occurred. Additionally, the workforce reduction, as a result of theCOVID-19 pandemic, has slowed down the pace of certification activities for theE175-E2 aircraft.

Impairment Losses

Starting on April 25, 2020 and as a result of the unexpected and wrongful termination of the strategic partnership by Boeing on such date, assets and liabilities related to our Commercial Aviation business unit previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations.

The change in designation requires the remeasurement of the long-lived assets held for sale (fixed assets, intangibles, andrights-of-use) for the lower value between the book value and the recoverable value. The book value is adjusted according to the accumulated depreciation and amortization in the amount of US$83.5 million, not recognized while classified as held for sale, which will be recorded in the second quarter of 2020. The recoverable value, on the other hand, is determined by the highest amount between thevalue-in-use of these assets and the fair valueminus the expenses that would be incurred as a result of the sale. Since the initial designation of the Commercial Aviation business unit assets as “held for sale” until April 25, 2020, the long-lived assets held for sale were listed at the recoverable value by the lesser value between the book value and the fair value based on the purchase price set forth in the Master Transaction Agreement,minus the incremental costs incurred to close the Transaction.

According to our impairment test practices, the recoverable value of these assets will be measured based on the approach ofvalue-in-use using the discounted cash flow method, which is not substantially different from fair value under current market conditions. For information on our impairment test practices, see Note 19 to our 2019 audited consolidated financial statements included elsewhere in this annual report. The discount rate applied in this case is based on the rate of the weighted average cost of capital, reconciled with the estimated discount rate before taxes of 10.6%. That discount rate differs from the discount rate applied on the December 31, 2019 calculation due to our increased risk diversification and to our increased funding costs as a result of not concluding the Transaction.

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We used our best estimate to calculate the future cash flows used in the determination of thevalue-in-use account for significant economic environment impacts resulting from theCOVID-19 pandemic on the commercial aviation market.

As a result of the measurement of the recoverable value of the assets of the Commercial Aviation business unit (including fixed assets, intangibles andrights-of-use), we expect to recognize losses due to the impairment charges relating to these assets in the second quarter of 2020, which will impact our operating results for 2020. Based on our preliminary calculations, we estimate that these losses may vary from US$153.0 million to US$526.0 million taking into account our estimates of potential projected scenarios of future deliveries of commercial jets and market share development in the coming years following theCOVID-19 pandemic, according to currently available information. The estimated losses were calculated based on carrying amounts of cash-generating units, or CGUs, and the foreign exchange rate as of March 31, 2020. The amount to be recorded as of June 30, 2020 is subject to revision and update based on certain assumptions and factors that are subject to change, including without limitation the foreign exchange rate and discount rate on June 30, 2020, and may vary materially from the estimates above. Since a substantial portion of the cost of goods sold is indexed in Brazilianreais, positive or negative fluctuations of 10% in thereal to U.S. dollar foreign exchange rate may impact themid-range of estimated impairment charges by approximately US$163.0 million and US$201.0 million, respectively.

For additional information on the impairment losses related to our Commercial Aviation business unit, see Note 40.3 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Brazilian Economic Environment

The Brazilian government has frequently intervened in the Brazilian economy and occasionally made drastic changes in policy and regulations. The Brazilian government’s actions to control inflation and affect other policies and regulations have often involved, among other measures, increases in interest rates, changes in tax policies and incentives, price controls, currency devaluations, capital controls and limits on imports. Changes in Brazil’s monetary, credit, tariff and other policies could adversely affect our business, as could inflation, currency and interest-rate fluctuations, social instability and other political, economic or diplomatic developments in Brazil, as well as the Brazilian government’s response to these developments.

Rapid changes in Brazilian political and economic conditions that have occurred and may occur require continued assessment of the risks associated with our activities and the adjustment of our business and operating strategy accordingly. Developments in Brazilian government policies, including changes in the current policy and incentives adopted for financing exports of Brazilian goods, or in the Brazilian economy, over which we have no control, may have a material adverse effect on our business.

The following table shows data for real GDP growth, inflation, interest rates and the U.S. dollar exchange rate for and as of the periods indicated.

 

  December 31,   December 31, 
  2017   2016   2015   2014   2013   2019 2018 2017 2016 2015 

Real growth in gross domestic product

   1.0%    (3.6)%    (3.8)%    0.5%    2.3%    1.1 1.3 1.3 (3.3)%  (3.5)% 

Inflation(IGP-M)(1)

   (0.5)%    7.2%    10.5%    3.7%    5.5%    7.3 7.6 (0.5)%  7.2 10.5

Inflation (IPCA)(2)

   3.0%    6.3%    10.7%    6.4%    5.9%    4.3 3.8 3.0 6.3 10.7

CDI rate(3)

   9.9%    14.0%    13.2%    10.8%    9.8%    5.9 6.4 9.9 14.0 13.2

LIBOR rate(4)

   1.7%    1.0%    0.6%    0.3%    0.2%    1.9 2.8 1.7 1.0 0.6

Depreciation of thereal vs. U.S. dollar

   1.5%    (16.5)%    41.8%    9.0%    10.5%    4.0 17.1 1.5 (16.5)%  41.8

Period-end exchange rate—US$1.00

  R$3.308   R$3.259   R$3.905   R$2.656   R$2.343   R$4.031  R$3.875  R$3.308  R$3.259  R$3.905 

Average exchange rate—US$1.00(5)

  R$3.203   R$3.450   R$3.388   R$2.361   R$2.169   R$3.944  R$3.680  R$3.203  R$3.450  R$3.388 

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Sources:Fundação Getúlio Vargas, or FGV, and the Central Bank and Bloomberg.

(1)

Inflation(IGP-M) is the general market price index measured by FGV.

(2)

Inflation (IPCA) is a boardbroad consumer price index measured by theInstituto Brasileiro de Geografia e Estatística.stica.

(3)

The CDI rate is average of inter-bank overnight rates in Brazil (as of the last date of the respective period).

(4)

Three-month U.S. dollar LIBOR rate as of the last date of the period. The LIBOR rate is the London inter-bank offer rate.

(5)

Represents the average of the exchange rates on the last day of each month during the period.

Inflation and exchange-rateexchange rate variations have had, and may continue to have, substantial effects on our financial condition and results of operations. Inflation and exchange-rateexchange rate variations affect our monetary assets and liabilities denominated inreais. The value of these assets and liabilities as expressed in U.S. dollars declines when thereal devalues against the U.S. dollar and increases when thereal appreciates. In periods of devaluation of thereal, we report (i) a remeasurement loss onreal-denominated monetary assets and (ii) a remeasurement gain onreal-denominated monetary liabilities. For furtheradditional information on the effects of exchange rate variations on our financial condition and results of operations, see “Item 11D.11. Quantitative and Qualitative Disclosures about Market Risk—Foreign Exchange Rate Risk.”

For furtheradditional information on the impact of macro-economic factors on our financial position, see Note 28 of our 20172019 audited consolidated financial statements.

Tax Incentives

Similar to other Brazilian companies across multiple industries, we benefit from certain tax and other government-granted incentives, including those related to our export and research and development activities. For the effective tax reconciliation, see Note 24 ofto our 20172019 audited consolidated financial statements.statements included elsewhere in this annual report.

Tax Incentives for Companies in Research and Development

Brazilian Law 11,196/05, also known asLei do Bem, grants tax benefits to entities involved in research and development activities for technological innovation.

To take advantage of the tax benefits, a beneficiary must (i) assess its income tax according to the real profit (lucro real) measurement, (ii) record taxable profits, (iii) be current with all of its fiscal obligations, which consists of being able to obtain a certification from the government demonstrating that there are no outstanding debts with tax authorities, and (iv) have investments in research and development.

Technological innovation is deemed to be the development of a new product or manufacturing procedure, as well as the addition of new features or characteristics to an existing product or manufacturing procedure, which entails incremental improvements and gains in quality or productivity, therefore resulting in greater market competitiveness.

We and other Brazilian companies across multiple industries benefit from these tax incentives with respect to the income tax (Imposto de Renda Pessoa Jurídica), or IRPJ, and the social contribution on net income tax (Contribuição Social sobre o Lucro Líquido), or CSLL. These benefits allow us to deduct from our taxable net income in an amount between 60% to 80% of our expenditures related to research and development activities for technological innovation during a fiscal year. For furtheradditional information, see Note 24 of our 20172019 audited consolidated financial statements.

Tax Incentives and Payroll Exemptions for Exporting Companies

Brazilian Law 12.546/12,546/11 established the tax incentives for exporting companies whichand created the Special Regime for the Reintegration of Taxes of Exporting Companies (Regime Especial de Reintegração de Valores Tributários para as Empresas Exportadoras), or REINTEGRA, to stimulate and facilitate exports. The goal of REINTEGRA is to recover, in whole or in part, the residual tax costs from the production chain

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of exported goods, thereby reducing the tax burden. The exporting entity may receive tax credits according to a percentage, which may vary from 0.1% to 3%, established by decree of the Brazilian Finance Ministry and applied to the revenue earned from the export of the goods abroad. As a result of decree 9,393/2018 of the Brazilian Finance Ministry, which became effective on May 31, 2018, the tax incentive percentage was lowered to 0.1%.

To take advantage of the tax benefits, (i) an exporting entity must manufacture the exported product in Brazil, (ii) the product must be codified in the TIPI, which is a list issued by Brazilian fiscal authorities under the Tax on Manufactured Products (Imposto Sobre Produtos Industrializados), or IPI;IPI, and (iii) the cost of imported materials used in the exported product may not exceed certain limits prescribed by law, expressed as a percentage of the export price.

Brazilian Law 12,546/11 also aimed to increase production through the establishment of a payroll exemption. ThisUntil September 1, 2018, we benefited from this payroll exemption substituteswith the currentsubstitution of the employer social security contribution of 20% of INSS on payroll for an alternative tax called the Social Security Contribution Over Gross Revenues (Contribuição Previdenciária Sobre a Receita Bruta) to be levied on the revenues of certain products and services, excluding revenues from exports. Payroll exemption rates may varyvaried from 2.0% to 4.5% of gross revenues, depending on the business sector. Brazilian law 13,670/2018 canceled the payroll exemption as of September 1, 2018, and we filed a lawsuit requesting the applicability of the payroll exemption to us for the entire year of 2018. The court ruled in our favor. There was no payroll exemption in 2019.

Brexit

The United Kingdom stopped being a member of the European Union on January 31, 2020. Negotiations relating to the implementation period are ongoing and future relationships after the United Kingdom’s exit remain unclear. The United Kingdom has the largest aviation industry in Europe and a key geographical position in the network. Changes to the relationship between the United Kingdom and the European Union could potentially have considerable implications for all European carriers, and consequently for Embraer.

In Europe, the risk that our industry might face is related to the possibility of an economic downturn caused by the departure of the United Kingdom from the European Union, or Brexit. In the long term, we believe there will be a gradual Eurozone economic recovery that, combined with low yields due to the highly competitive open aviation area and high regulatory costs, would put pressure on the revenue environment.

Republic Airways Chapter 11 Filing

In February 2016, Republic Airways Holdings, which currently operates a fleet of 230 Embraer Commercial Aviation aircraft (of which 50 are of the ERJ145 family and 180 are E170/E175 models), filed for a Chapter 11 bankruptcy. As a result, we have provisioned a total of US$100.9 million to account for expected expenses related to obligations from financial guarantees offered to the main financing agent of the ERJ 140/145 aircraft, acquired by and delivered to this customer. In November 2016, we signed a firm sale for 24 E175 jets with United Airlines. This order represents a transfer of 24 E175 jets previously placed with Republic Airways Holdings, which were cancelled.canceled. As of December 31, 2019, the obligations assumed in accounts were fully settled. As of December 31, 2018 and 2017, the obligations assumed in accounts payable waswere US$15.1 million and US$30.8 million, and US$32.1 million in December 31, 2016.respectively.

Critical Accounting Estimates

Preparation of financial statements in accordance with IFRS requires us to use estimates and assumptions that affect the reported assets and liabilities, revenues and expenses and our disclosures. In the preparation of the financial statements included in this annual report, we believe that certain variables and assumptions derived from past experience and various other factors were reasonable and relevant. These estimates and assumptions are reviewed, and relevant adjustments are recorded in our audited consolidated financial statements in our ordinary course of business.

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The most significant accounting policies, including the variables and assumptions used in the estimates, and the sensitivity of these assessments to the different variables and conditions are described below:

Sales and Other Operating RevenuesRevenue from Contracts with Customers

In ourthe Defense and Security business unit, a significant portion of revenue is derived from long-term development contracts with the Brazilian and foreign governments, revenues from which are recognized according toover time by the percentage of completion, or POC,cost incurred method, using the ratio of actual cumulative costs incurred divided by total estimated costs or physicalat completion for progress as a reference for revenue measurement. In case of contracts measured at incurred cost, we determine a margin at the start of the contract, which is applied to cost for revenue recognition purposes. During the course of the contract, wethe Company assesses the costs incurred, adjusting the margintotal estimated costs at completion if necessary, to reflect variations in costcosts in relation to the projection and adjusting revenue recognition based upon projectedprojections, changes in circumstances and/or new events, such as contract modification. Any resulting increase or decrease in estimated revenues or costs at completion is recognized ascatch-up adjustment in the consolidated statements of income in the reporting period in which the circumstances that give rise to completion. Should the revision become known by management. If we have a 10% increase or decrease over our projections of total estimated costs at completion of worklong-term contracts in progress during 2019, our revenue in the year would be 10% lower than our management’s estimates, the revenue recognized in 2017by US$462.7 million or would increase by US$299.2309.4 million, if they were 10% higher, it would drop by US$354.9 million.respectively.

Residual Value Guarantees

The residual value guarantees granted on aircraft sales can be exercised at the end of a financing contract between a financial agent and the customer/operator of the aircraft. The guaranteeguarantees are initially measured by fair value and are revised quarterly to reflect any losses in relation to the fair value of these commitments. The residual value guarantees may be exercised if the quoted market value is lower than the future fair value guaranteed. The future fair value is estimated in accordance with third partythird-party evaluation of the aircraft, including information from sale or leasing of similar aircraft on the secondary market. For furtheradditional information on the residual value guarantees, see “Item 5E.5. Operating and Financial Review and Prospects—5E.Prospects—Off-Balance Sheet Agreements.”

Impairment

The impairment test considers our mediummedium- and long-term strategic plan cash flows, brought to present value at the weighted average cost of capital, or WACC,an appropriate discount rate compatible with the market and that reflects the shareholdersshareholders’ expectations of return. In preparing or using this information, we use estimates, as follows:

a) grossGross expected cash flow: management projects inflowsin-flows and outflows based on past performance taking into account its business strategy and market development expectations. These projections also take into account the efficiency gains planned for the product cycle;

b) growthGrowth rate: the growth rates were reflected in the revenue flow budgeted by us, consistent with the forecasts included in industry reports; and

c) discountDiscount rate: a WACCan appropriate discount rate is used that reflects the expected return of investors is used at the time the calculation is made. This rate is also compared with the market to confirm its consistency.

Impairment of aircraft held in our fixed assetsproperty, plant and equipment available for leasing to third parties is measured at the fair value less cost to sell notorvalue-in-use. Assessment of the recoverable value of thethat aircraft takes into account assessment of their fair value in an active market and recognition of impairment if their carrying value is lowerhigher than the fair value.

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We performed an impairment analysis of the carrying amount of each cash-generating unit (CGU)CGU based on the value in use of the group of CGUs wherewith goodwill or internally developedallocated and for the CGUs with indicators of impairment, including CGUs with intangible assets still under development and not yet ready for use was allocated.producing internally. Value in use was estimated using a discounted cash flow model for the CGUs. Estimated future cash flows were discounted using the WACCweighted average capital cost rate, which reflects the return expected by the investors. Theis reconciled to an estimated discountpre-tax rate used by our management was 8.1%of 11.3% and 8.6%11.4% in 20172019 and 2016,2018, respectively.

The process of estimating the value in use involves assumptions, judgments and estimates for future cash flows, which represent the Company’s best estimate approved by our management. The underlying critical assumptions and their sensitivity are presented in Note 19 to our 2019 audited consolidated financial statements included elsewhere in this annual report. In 2019, we recognized impairment tests resultedlosses in the needamount of US$71.6 million relating to recognizethe Legacy/Praetor platform and in the years ended December 31, 2018 and 2017, we recognized impairment losses in the amount of US$50.561.3 million and US$8.762.0 million, forrespectively, relating to Lineage 1000 and Legacy 650 (Executive Jets segment)business unit) and Monitoring, Sensoringmonitoring, sensoring and Radarsradar (Defense &and Security segment)business unit) CGUs, respectively. No impairment losses were recognized in 2016.

ThereAs of December 31, 2019, except for the CGU of the Legacy/Praetor platform, there are no other than those CGUs mentioned beforewith impairment losses recognized or at relevant risk of impairment losses. The remaining CGUs have headrooms in the range of 45% to 500%, comparing theirvalue-in-use against their carrying amount.

Since the initial designation of the Commercial Aviation business unit assets as held for sale until April 25, 2020, the depreciation of property, plant and equipment, and amortization of intangible assets and right of use that is part of the Commercial Aviation business unit were ceased and no longer recognized as profit or loss due to the past expectation of assets realization through sale instead of continuous use. If these assets had not been classified as held for sale in 2019, the amount of depreciation and amortization expenses that would have been recognized in profit or loss for the year is US$83.5 million.

Additionally, the long-lived assets held for sale were measured at the lower of their carrying amount and fair value less incremental costs directly attributable to the conclusion of the now-terminated Transaction with Boeing. Starting on April 25, 2020, those long-lived assets previously held for sale will be subject to impairment test and measured at the lower of their carrying amount and recoverable amount, which is determined at the higher between their value in use and fair value less cost to sell. For additional information on impairment losses related to our Commercial Aviation business unit, see Note 40.3 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Assets Held for Sale and Discontinued Operations

Overview

A discontinued operation is a company’s business component that comprises operations and cash flows that may be clearly distinct and:

that represents a separate major line of business or geographic area of operations;

that is part of a coordinated single plan for the sale of a separate major line of business or geographic area of operations; or

that is a subsidiary acquired exclusively with a view to resale.

The classification of a company’s operation as discontinued operation is achieved through its disposal, or at the time the transaction meets the criteria of IFRS 5 to have its assets and liabilities classified as held for sale, whichever occurs earlier.

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An asset or group of assets and liabilities is held for sale when it is expected that its carrying amount will be recovered mainly from the sale transaction rather than continuous use. This occurs if the asset is available for immediate sale under its current conditions, subject only to customary and usual terms for the conclusion of the transaction, when the sale transaction is defined as “highly probable” under the accounting standard.

Commercial Aviation Business Unit

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, our financial statements as of and for the year ended December 31, 2019 were prepared considering the designation, measurement and presentation of the assets, liabilities and results of the Commercial Aviation business unit and related services as assets held for sale and discontinued operations, pursuant to the terms of the Master Transaction Agreement. Accordingly, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position.

Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. The balances of assets and liabilities held for sale as of December 31, 2017.2019, was US$5,174.6 million and US$4,984.0 million, respectively. The results of discontinued operations for the years ended December 31, 2019, 2018 and 2017 was a loss of US$111.8 million, a profit of US$90.1 million and a profit of US$403.3 million, respectively.

Fair ValueIn addition, for comparative purposes of Financial Instruments

The fair value of financial instruments that are not traded on an active market is determined by using valuation techniques. We use our judgment to select a variety of methods using assumptions based on market conditions at the end of each reporting period. The methods and calculations are the same as known techniques normally used by the financial market.

data presented in Item 3 of this annual report, we have recast the statement of operations for the years ended December 31, 2016 and 2015 to account for the discontinued operations in all comparative periods. The recast financial data for the years ended December 31, 2016 and 2015 included herein are unaudited.

Income Taxes

We are subjectOn April 25, 2020, Boeing provided notice to income taxes in multiple jurisdictions. Significant judgment is required in determiningEmbraer communicating its decision to terminate the worldwide provisionMaster Transaction Agreement providing for income taxes. There are many transactionsthe strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and calculations for which the ultimate tax determination is uncertain. We also recognize liabilities basedContribution Agreement. Starting on estimatesApril 25, 2020 and as a result of whether additional taxes will be due. When the final tax outcome of these matters is different from the amounts that were initially recorded, the differences will impact the current and deferred income taxabove, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Since the period in whichinitial designation of the final amount is determined.

Because our tax is largely determined in Brazilianreais and our functional currency isCommercial Aviation business unit assets as held for sale until April 25, 2020, the dollar, the income tax expense line is highly sensitive to the effectsdepreciation of changes in exchange rates, particularly those due to changes innon-monetary assets, composed primarily by inventory, intangibles and property, plant and equipment, which had an impact on tax reconciliationand amortization of a negative effectintangible assets and right of US$5.0 million in 2017, a positive effectuse that is part of US$206.1 million in 2016the Commercial Aviation business unit were ceased and a negative effect of US$202.4 million in 2015. For further information see our tax reconciliation in note 24 of our 2017 consolidated financial statements.

If thereal had depreciatedno longer recognized as profit or appreciated by 10% against the dollar in relationloss due to the actual exchange rate on December 31, 2017,past expectation of assets realization through sale instead of continuous use. If these assets had not been classified as held for sale in 2019, the deferred income tax expensedepreciation and amortization expenses that would have been recognized in profit or loss for the year were US$83.5 million. In addition, the long-lived assets held for sale were measured at the lower of their carrying amount and fair value less incremental costs directly attributable to the conclusion of now-terminated sale transaction with Boeing. Starting on April 25, 2020, those long-lived assets previously held for sale will be subject to impairment test and measured at the lower of their carrying amount and recoverable amount, which is determined at the higher between their value in use and fair value less cost to sell.

The reduction in the demand for travel combined with government-imposed travel restrictions is adversely affecting the aerospace industry, causing some airlines to suspend, cancel or lower by approximately US$141.3 million.reduce flights. As a consequence, demand for new aircraft has declined as airlines are wary of theCOVID-19 air travel restrictions and its consequences. Our customers are now, due toCOVID-19, focused on preserving capital and avoiding purchasing aircraft, which will adversely affect us.

Post-employment medical benefit plan

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Accordingly, we expect that 2020 will be a distinct year in terms of orders and deliveries due to the impacts of theCOVID-19 pandemic. The airline business has been adversely affected, and we will have to review our production chain in order to reflect the new and uncertain demand scenario. We have already implemented employee furloughs and certainworkload reduction measures and, accordingly, we had to make adjustments to our production capacity. As a result ofCOVID-19, some of our subsidiaries have a post-employment medical benefit plan that provides medical carecustomers rescheduled their aircraft deliveries carrying them over to retired employees. To identify2021 and beyond, which has affected our 2020 projected deliveries. As of the future exposuredate of this benefitannual report, no cancellation has occurred. Although we cannot predict the full impact of theCOVID-19 pandemic in theshort-to-medium term to our business, we expect that customers will continue to postpone their scheduled aircraft deliveries and therefore its measurement inwill cancel their orders.

As a result of the now-terminated Transaction, we also expect that our results of operations and financial condition may be affected by costs and expenses associated with the creation, maintenance and potential termination of the Commercial Aviation NewCo. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements we and our subsidiaries use assumptions that are usually based on statistical data, often observed internally or supplied by institutes or entities dedicated toincluded elsewhere in this type of activity.annual report.

Principal Operating Data and Components of Our Statement of Income

Operating Data

Revenue

We generate revenues from the sale of aircraft and spare parts as well as from providing maintenance and repair, training and other product support services. In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Accordingly, in 2019, we presented revenues from our continuing operations as revenues from our Executive Jets, Defense and Security, Support and Services and Other Related business units, and revenues from our discontinued operations as revenues from our Commercial Aviation business unit.

Of our total revenues in 2017, 77.0%from our continuing operations, 53.4% and 18.8% were generated through executive and defense and security aircraft deliveries. Revenue arising from the sale of commercial and executive aircraft is denominated in U.S. dollars. In 2017, total Defense and Security revenue included 63.4% of revenue denominated in foreign currency, predominantly in U.S. dollars, and 36.6%% denominated in Brazilianreais.deliveries, respectively. In addition, we generate revenue from our Other Related businesses,business unit, which include single-source supply of structural parts and mechanical and hydraulic systems to other aircraft manufacturers, and general aviation propeller aircraft, including crop dusters, which are also referred to as light aircraft.

Of our total revenues, including our continuing and discontinued operations, in 2019, 66.5% were generated through commercial and executive aircraft deliveries. Revenue arising from the sale of commercial and executive aircraft is denominated in U.S. dollars. In 2019, total defense and security revenue of our continuing operations included 57.7% of revenue denominated in foreign currency, predominantly in U.S. dollars, and 42.3% denominated in Brazilianreais.

On December 20, 2016, we announced the creation of Embraer Services and Support, a business unit focused on services and customer support, which brings together capabilities that were previously allocated to each business area, and is responsible for developing solutions in support of current and new products and services, as well as for managing the associated processes and resources. This represents an opportunity to obtain greater operational efficiency and recurring revenues. Currently there are approximately 2,4002,360 Embraer commercial aircraft and over 1,1001,400 Embraer executive jets, as well as more than 900600 defense aircraft, in operation. Over the next 20 years, we expect that an estimated 6,400 new jets (up to 150 seats) will be put into service. In business aviation, market forecasts indicate that there may be more than 7,500 new jets placed into service over the next decade, not counting the commercialization of thepre-owned fleet. During 2017, the new business unit of Embraer Services and Support business unit consolidated the services and customer support processes previously allocated to each of our business areas, to identify synergies and quantify our expertise in our Commercial Aviation, Executive Jets and Defense and Security businessesbusiness units regarding services and support.

Beginning in Since the first quarter of 2018, we will reporthave reported the Services and Support, as a separate business unit in our financial statement. Our Services and Support business unit under a separate reporting segment. As a result,accounted for 19.2% of our revenue for the segment revenue guidance ranges are loweryear ended December 31, 2019. For additional information see Note 39.4 to our 2019 audited consolidated financial statements included elsewhere in 2017, taking into account that services and support revenues were previously included in segment results for our Commercial Aviation, Executive Jets and Defense and Security businesses. We estimate that we will generate between US$900 million and US$1 billion in revenue from our services and support business.this annual report.

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For the sales of our commercial, executive and defense and security aircraft, we receive an initial deposit upon the execution of the purchase agreement, progress payments prior to the delivery of each aircraft and a final payment upon delivery. The final payment typically represents the majority of the sale price. The deposits and the progress payments are for the most part nonrefundable in the event orders are cancelled,canceled, except forin the case of the Defense and Security segment.business unit. Payments in advance of delivery are recorded under advances from customers as a liability on our statement of financial position and, when we deliver the aircraft, these payments are recognized as revenue and recorded against trade account receivables of the aircraft. We generally receive monetary deposits for each option to purchase an executive or commercial jet. For furtheradditional information on our operating revenues, see “Item 5A.—“—Operating Results—Critical Accounting Estimates—Sales and Other Operating Revenues.Revenue from Contracts with Customers.

Our sales contracts in U.S. dollars with our Executive Jets business unit customers generally include adjustments for inflation as measured by the U.S. Consumer Price Index for Urban Wage Earners and Clerical Workers, when deliveries are not in the same calendar year of the sale except when fixed prices arepre-determined considering the estimated inflation and ourstrategic price positioning planning of a given aircraft model, in line with Embraer’s strategic planning. Our sales contracts with our Commercial Aviation and generally Defense and Security business unit customers include adjustments to the purchase price of the aircraft based on an escalation formula, which is based on a mix of indexindexes related to raw material, transportation equipment and labor costs. Specific to Defense and Security sales contracts with Brazilian customers, national indexindexes are used to adjust the prices of the relevant contract. The deposits, progress payments and advance payment are nonrefundable, and a bank guarantee is issued in favor of the customer.customer, except for a few Executive Jet business unit sales. Once a customer decides to exercise an option, we account for it as a firm order, and we begin to receive the respective progress payments and recognize revenue upon delivery of the aircraft or the contractual milestone.

A significant part of our defense contracts, including the contracted research and development for specific programs, meet the criteria for revenue recognition by the POC method.overtime. For the contracts that do not meet the criteria for POC methodovertime we recognize revenue at a point of time, on the moment the product is delivered, or the service is rendered. Certain contracts contain provisions for the redetermination of price based upon future economic conditions. Our defense customers continue to provide customer advances, which are converted into revenue as we fulfillpre-determined stages of completion of the project, including conception, development and design, and engineering, systems integration and customization. These installments are nonrefundable for the most part.

Cost of Sales and Services

Cost of sales and services consists of the cost of the aircraft, spare parts and services rendered, comprising:

 

  

Raw materials.materials. Substantially all materials costs are covered by contracts with suppliers. Prices under these contracts are generally adjusted based on an escalation formula which reflects, in part, inflation in the United States.

 

  

LaborLabor.. These costs comprise salaries and related charges primarily in Brazilianreais.

 

  

DepreciationDepreciation.. Property, plant and equipment are depreciated over their useful lives, ranging from five to 48 years, on a straight-line basis. Depreciation of aircraft under operating leases is recorded in cost of sales and services from the beginning of the lease term using the straight-line method over the estimated useful life and considering a residual value at the end of the lease term. For furtheradditional information on depreciation, see Note 1617 to our 20172019 audited consolidated financial statements.statements included elsewhere in this annual report.

 

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AmortizationAmortization.. Internally-generatedInternally generated intangible assets are amortized in accordance with the estimated sales of the series of aircraft. Intangible assets acquired from third parties are amortized on straight-line bases over the estimated useful lives of the assets.

In accordance with the accounting standard for contingencies, we accrue a liability for the obligations associated with product warranties at the aircraft delivery date, which is estimated based on historical experience and recorded in cost of sales and services.

We enter into transactions that represent multiple-element arrangements, including training, technical assistance, spare parts and other concessions. These costs are recognized when the product or service is provided to the customer.

Results of Operations of our Continuing Operations

The following table presents statement of income data by business segmentunit for the periods indicated:

 

  2019   2018   2017 
      Recast   Recast 
  Elimination of Discontinued
Operations
(1)
 
  2017 2016 2015   (in US$ millions) 

Revenue

   (in US$ million)       

Commercial aviation

   3,371.9  3,527.0  3,348.7 

Executive jets

   1,484.9  1,730.5  1,718.6    1,397.0    1,104.3    1,280.3 

Defense and security

   950.7  932.7  811.1    775.3    612.1    853.7 

Services and Support

   437.2    399.8    398.3 

Other

   31.8  27.3  49.7    8.6    11.5    14.2 
  

 

  

 

  

 

   

 

   

 

   

 

 

Total

   5,839.3   6,217.5   5,928.1    2,618.1    2,127.7    2,546.5 
  

 

   

 

   

 

 

Cost of sales and services

          

Commercial aviation

   (2,574.9 (2,719.1 (2,565.7

Executive jets

   (1,276.9 (1,463.6 (1,440.3   (1,211.2   (914.0   (1,126.4

Defense and security

   (895.2 (780.3 (785.4   (711.4   (702.3   (792.9

Services and Support

   (325.8   (299.6   (314.0

Other

   (26.4 (17.7 (25.4   (11.5   (13.7   (15.3
  

 

  

 

  

 

   

 

   

 

   

 

 

Total

   (4,773.4  (4,980.7  (4,816.8   (2,259.9   (1,929.6   (2,248.6
  

 

   

 

   

 

 

Gross profit

          

Commercial aviation

   797.0  807.9  783.0 

Executive jets

   208.0  266.9  278.3    185.8    190.3    153.9 

Defense and security

   55.5  152.4  25.7    63.9    (90.2   60.8 

Services and Support

   111.4    100.2    84.3 

Other

   5.4  9.6  24.3    (2.9   (2.2   (1.1
  

 

  

 

  

 

   

 

   

 

   

 

 

Total

   1,065.9   1,236,8   1,111.3    358.2    198.1    297.9 

Operating expenses

    

Commercial aviation

   (328.6 (322.8 (434.9
  

 

   

 

   

 

 

Operating income (expenses)

      

Executive jets

   (266.4 (243.6 (220.2   (235.2   (235.0   (206.0

Defense and security

   (109.0 (114.6 (119.1   (110.4   (93.0   (109.5

Services and Support

   (75.4   (69.0   (75.7

Other

   (16.1 (4.5 (5.6   (18.1   (6.9   (13.9

Unallocated operating expenses(1)

   (16.5 (345.3  —   

Corporate expenses(3)

   (81.5   (77.3   (72.1

Unallocated operating expenses(2)

   —      —      (16.5
  

 

  

 

  

 

   

 

   

 

   

 

 

Total

   (736.6  (1,030.8  (779.8   (520.6   (481.2   (493.7
  

 

  

 

  

 

   

 

   

 

   

 

 

Operating profit before finance income (expense)

   329.3   206.0   331.5 

Operating profit before finance income

   (162.4   (283.1   (195.8
  

 

   

 

   

 

 

 

(1)

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

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(2)

Represents expenses with the Final Agreements with the DOJ and SEC and the TCAC with the MPF and CVM and our voluntary dismissal program in 2016. For further information2016 and in 2017.

(3)

Represents expenses with central overheads and corporate projects that were previously allocated to the Commercial Aviation and part of related Service and Support business units on the Final Agreements, see “Item 8A. Financial Information—Consolidated Statementsa pro rata basis, using revenue of each operating business unit as an allocation factor, and Other Financial Information—Legal Proceedings—SEC/DOJ and Brazilian Public Prosecutor’s Investigations.”fully reported as results of continuing operations.

The following table sets forth statement of income information, and this information as a percentage of our revenue, for the periods indicated:

 

Consolidated Statements of Income  2017 2016 2015   2019 (1) 2018 2017 
    Recast (1) Recast(1) 
  (in US$ million, except percentages presented in absolute values)   

Elimination of Discontinued Operations(1)

(in US$ millions,  except percentages presented in absolute values)

 

Revenue

   5,839.3   100  6,217.5   100  5,928.1   100.0   2,618.1  100.0 2,127.7  100.0 2,546.5  100.0

Cost of sales and services

   (4,773.4 81.7 (4,980.7 80.1 (4,816.8 81.3   (2,259.9 86.3 (1,929.6 (90.7)%  (2,248.6 88.3

Gross profit

   1,065.9   18.3  1,236.8   19.9  1,111.3   18.7   358.2  13.7  198.1  9.3  297.9  11.7

Operating income (expense)

   (736.6  12.6  (1,030.8  16.6  (779.8  13.2   (520.6 19.9  (481.2 (22.6)%   493.7  19.4

Administrative

   (179.1 3.1 (164.3 2.6 (182.0 3.1   (136.7 5.2 (136.1 (6.4)%  (138.9 5.5

Selling

   (307.0 5.3 (368.6 5.9 (361.6 6.1   (148.2 5.7 (151.4 (7.1)%  (169.9 6.7

Research

   (49.2 0.8 (47.6 0.8 (41.7 0.7   (19.7 0.8 (19.5 (0.9)%  (22.2 0.9

Other operating income (expense), net

   (202.5 3.5 (450.0 7.2 (194.2 3.3   (215.8 8.2 (173.8 (8.2)%  (163.9 6.4

Equity in losses of associates

   1.2  0.0 (0.3 0.0 (0.3 0.0

Equity in income (losses) of associates

   (0.2 0.0 (0.4 0.0 1.2  0.0

Operating loss before financial result

   (162.4 6.2 (283.1 13.3 (195.8 7.7

Financial income, net

   61.5  2.3 6.1  0.3 95.0  3.7

Foreign exchange gain (loss), net

   (0.3 0.0 (5.0 0.2 5.7  0.2

Loss Before Income Tax

   (101.2 3.9  (282.0 13.3  (95.1  3.7

Income taxes expense

   (103.5 4.0 20.7  1.0 (28.2 1.1

Loss of the continuing operations

   (204.7 7.8  (261.3 12.3  (123.3  4.8

Net income (loss) of the discontinued operations

   (111.8 4.3 90.1  4.2 403.3  15.8
  

 

  

 

  

 

  

 

  

 

  

 

   

 

  

 

  

 

  

 

  

 

  

 

 

Operating profit before financial income (expense)

   329.3   5.6  206.0   3.3  331.5   5.6

Financial expenses, net

   (47.6 0.8 (51.4 0.8 (22.9 0.4

Foreign exchange gain (loss), net

   6.6  0.1 4.5  0.1 27.6  0.5
  

 

  

 

  

 

  

 

  

 

  

 

 

Profit before taxes on income

   288.3   4.9  159.1   2.6  336.2   5.7

Income taxes expense (benefit)

   (25.5 0.4 8.7  0.1 (255.4 4.3
  

 

  

 

  

 

  

 

  

 

  

 

 

Net income

   262.8   4.5  167.8   2.7  80.8   1.4

Net Income (loss) for the period

   (316.5 12.1  (171.2 8.0  280.0   11.0
  

 

  

 

  

 

  

 

  

 

  

 

   

 

  

 

  

 

  

 

  

 

  

 

 

Attributable to:

              

Owners of Embraer

   246.8  4.2 166.1  2.7 69.2  1.2   (322.3 12.3 (178.2 8.4 264.0  10.4

Non-Controlling Interest

   16.0  0.3 1.7  0.0 11.6  0.2   5.8  0.2 7.0  0.3 16.0  0.6

(1)

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

20172019 Compared with 20162018

Revenue

Revenue decreased 6.1%increased 23.0%, from US$2,127.7 million in 2018 to US$5,839.32,618.1 million in 20172019. Executive Jets business unit revenue increased 26.5%, from US$6,217.51,104.3 million in 2016. Revenue in our Commercial Aviation business decreased 4.4%2018 to US$3,371.91,397.0 million in 2017,2019. Defense and Security business unit revenue increased 26.7%, from US$3,527.0612.1 million in 2016.2018 to US$775.3 million in 2019. Services and Support business unit revenue increased 9.4%, from US$399.8 million in 2018 to US$437.2 million in 2019. Other Related business unit revenue decreased 25.2%, from US$11.5 million in 2018 to US$8.6 million in 2019.

The increase of 26.5% in Executive Jets revenue decreased 14.2% to US$1,484.9 million in 2017, from US$1,730.5 million in 2016. Defense and Security revenue increased 1.9% to US$950.7 million in 2017, from US$932.7 million in 2016. Other Related businesses segment revenue increased 16.5% to US$31.8 million in 2017, from US$27.3 million in 2016.

Commercial Aviation revenues decreased in 20172019 was primarily due to a 6.5% declinehigher deliveries in the period, which was 19.8% higher than in 2018, from 91 total executive jet deliveries in 2018 to 101109 total executive jet deliveries in 2017 from 1082019. The increase in 2016. The segment’sbusiness unit revenues decreased at a lower ratewas higher than deliveries during the year,increase in deliveries largely due to a more favorable mix of jet deliveries given a higher proportion of deliveries for larger E190 and E195 models (which generally carry higher deal prices relative to the smaller E175 model) in 20172019 as compared to 2016. Deliveries2018. In 2019, deliveries of E190 and E195 models together constituted 21.8%large jets in 2019 represented 43.1% of the total segment deliveries in 2017jets delivered compared to 16.7% of 2016 deliveries.

The decrease of 14.2%30% in Executive Jets revenue in 2017 was partially due to lower jet deliveries, which decreased 6.8% compared to 2016. In addition, a less favorable mix of deliveries impacted our annual revenue comparison, since 2017 had a higher percentage of entry-level and2018. Large jets are more expensive than light jet deliveries at 66.1% compared to the 62.4% proportion of 2016 deliveries of executive jets. Moreover, within the light jets category, lower price point Phenom 100 jets made up 16.5% of total segment deliveries in 2017 compared to 8.5% of 2016 deliveries.

A significant part of our Defense and Security business unit revenues are accounted for under the overtime method, and we continued to enter into agreements with the Brazilian government, including theC-390 Millennium program, SISFRON, deliveries of special mission aircraft, and others. Additionally, we continued to deliver Super Tucano aircraft to several countries. Our Defense and Security business unit revenues

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increased 26.7%, from US$612.1 million in 2018 to US$775.3 million in 2019, largely due to a lower number of negative cost base revisions (which negatively impact revenue recognition under the overtime method) on theC-390 Millennium development contract in 2019. Defense and Security revenues were negatively impacted in 2018 by a cost base revision for theC-390 Millennium development contract recognized in the second quarter, resulting from the runway excursion incident involving aircraft prototype 001.

Our Services and Support business unit, which was reported as a separate business unit for the first time in 2018, increased 9.4% from US$399.8 million in 2018 to US$437.2 million in 2019, primarily due to growth in the spare parts business relating to the executive aviation customers, the continued growth in our global fleet in operation and expiration of the warranties of a growing number of executive jets.

Cost of Sales and Services

Cost of sales and services increased 17.1%, from US$1,929.6 million in 2018 to US$2,259.9 million in 2019. The increase in cost of sales was lower than the 23.0% increase in revenues in 2019, thus driving a decrease in cost of sales and services as a percentage of revenue, from 90.7% in 2018 to 86.3% in 2019. This decrease in cost of sales as a percentage of revenue was driven by an improvement in our Defense and Security business unit in 2019. Gross margin increased from 9.3% in 2018 to 13.7% in 2019.

Cost of sales and services in our Executive Jets business unit increased 32.5%, from US$914.0 million in 2018 to US$1,211.2 million in 2019. Cost of sales and services increased more than revenues in the business unit during 2019, primarily due to deliveries of Legacy 450 (15 jet deliveries) and Legacy 500 (11 jet deliveries) models during the period at discounted prices following the introduction of the Praetor 500 and Praetor 600 business jets in 2019, which offer better range and other capabilities in the samemid-size and supermid-size segments of the market. Gross margin in our Executive Jets business unit decreased from 17.2% in 2018 to 13.3% in 2019.

Cost of sales and services in the Defense and Security business unit increased 1.3%, from US$702.3 million in 2018 to US$711.4 million in 2019. The increase in cost of sales and services was lower than the 26.7% increase in revenues in the business unit during the period, and the lower rate of growth is primarily due to lower negative cost base revisions on theC-390 Millennium development contract in 2019 as compared to 2018. The cost base revision relates to the runway excursion incident involving aircraft prototype 001 in 2018. As a result, the gross margin of our Defense and Security business unit increased from a negative 14.7% in 2018 to 8.2% in 2019.

Cost of sales and services in our Services and Support business unit increased 8.7%, from US$299.6 million in 2018 to US$325.8 million in 2019. The lower increase in cost of sales and services when compared to the 9.4% revenue growth during the period is largely due to improved profitability in the portion of the business related to providing services and support to our executive jet customers. Gross margin in the Services and Support business unit increased from 25.1% in 2018 to 25.5% in 2019.

Cost of sales and services in the Other Related business unit decreased 16.1% from US$13.7 million in 2018 to US$11.5 million in 2019, while revenues for this business unit decreased 25.2% in 2019.

Gross Profit

As a result of the aforementioned factors, our gross profit increased 80.8% to US$358.2 million in 2019 from US$198.1 million in 2018. Our gross margin improved to 13.7% in 2019 from 9.3% in 2018.

Operating Income (Expenses)

As further discussed below, total operating expenses increased 8.2% to US$520.6 million in 2019, from US$481.2 million in 2018. Total operating expenses as a percentage of revenues declined to 19.9% in 2019 as compared to 22.6% in 2018, largely due to the impact of higher revenues on fixed cost absorption as well as continued efficiency efforts across the business units. Special items recognized in 2018 expenses included a total of US$61.3 million of impairment charges in the Executive Jets business unit, while in 2019 special items included a total of US$71.6 million of impairment charges in the Executive Jets business unit.

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Excluding the impact of the special items recognized in our results in both periods, our total operating expenses in 2019 would have been US$449.0 million compared to US$419.9 million in 2018; and, as a percentage of revenues, our total operating expenses would have been 17.1% and 19.7% of our total revenues in 2019 and 2018, respectively. This variation was primarily due to our management strategies to control selling, general and administrative expenses and better fixed cost absorption that led to operating expense growth at a lower rate than revenue growth during the period.

Administrative. Administrative expenses increased 0.4%, from US$136.1 million in 2018 to US$136.7 million in 2019. The majority of our administrative expenses are fixed and do not vary significantly according to changes in our revenues.

Selling. Selling expenses decreased 2.2%, from US$151.4 million in 2018 to US$148.2 million in 2019. The decline in selling expenses was largely due to cost reduction and better management strategies to control expenses in 2019 compared to 2018.

Research.Research expenses were relatively stable at US$19.7 million in 2019 versus the US$19.5 million reported in 2018.

Other operating income (expense), net. Other operating (expense) income, net was an expense of US$215.8 million in 2019, compared to an expense of US$173.8 million in 2018. The increase in other operating expenses is largely due to the increase in the recognition of impairment charges in the Executive Jets business unit from US$61.3 million in 2018 to US$71.6 million in 2019, as well as higher consulting and corporate project expenditures in 2019 versus 2018. For additional information, see Note 2.2.14 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

The table below sets forth the special item recognized in other operating (expense) income, net for the periods indicated:

Special item

  2019   2018 
   (in US$ millions) 

Impairment loss Executive Jet business

   71.6    61.3 
  

 

 

   

 

 

 

Total

   71.6    61.3 
  

 

 

   

 

 

 

Excluding the impact of this special item recognized in our results, our other operating (expense) income, net would have been US$144.2 million in 2019 and US$112.5 million in 2018, as a result of the increase in other operating expense in 2019, primarily due to higher expenditures on corporate projects as well as higher costs with consulting services during the year.

Equity in Income (Losses) of Associates

Equity in income (losses) of associates decreased from a loss of US$0.4 million in 2018 to a loss of US$0.2 million in 2019.

Operating Loss Before Financial Result

As a result of the aforementioned factors, our consolidated operating profit (loss) before financial income decreased from an operating loss of US$283.1 million in 2018 to an operating loss of US$162.4 million in 2019, primarily due to the US$127.2 million negative cost base revision, recognized in the second quarter of 2018, on theC-390 Millennium development contract related to the runway excursion incident involving prototype 001. Our operating margin increased from a negative 13.3% in 2018 to a negative 6.2% in 2019.

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Operating profit (loss) before financial income (expense) by business unit for 2019 for the Executive Jets, Defense and Security, Services and Support, and Other Related business units was an expense of US$49.4 million, an expense of US$46.5 million, an income of US$36.0 million, and an expense of US$21.0 million, respectively. In 2018, operating profit (loss) before financial income (expense) for these business units was an expense of US$44.7 million, and expense of US$183.2 million, an income of US$31.2 million, and an expense of US$9.1 million, respectively. For additional information on operating profit by business unit, see Note 39 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Excluding the aforementioned special items provisions as explained above, our operating profit (loss) in 2019 would have been a loss of US$90.8 million. Excluding the special items as well as an adjustment for the US$127.2 million cost base revision on theC-390 Millennium development contract relating to the runway excursion, our operating profit (loss) would have been a loss of US$94.6 million in 2018. Our operating margins adjustment for these special items would have been a negative 3.5% in 2019 and a negative 4.4% in 2018.

In addition, excluding the aforementioned special items provisions, other expenses, and the Defense and Security cost base revision explained above, our operating profit (loss) by business unit for 2019 for the Executive Jets, Defense and Security, Services and Support, and Other Related business unit would have been a profit of US$22.2 million, a loss of US$46.5 million, a profit of US$36.0 million, and a loss of US$21.0 million, respectively; and in 2018, our operating profit (loss) for these business units would have been a profit of US$16.6 million, a loss of US$56.0 million, a profit of US$31.2 million, and a loss of US$9.1 million, respectively.

Financial Income, Net

Financial income, net increased from US$6.1 million in 2018 to US$61.5 million in 2019, primarily due to an increase in interest on receivables from US$3.6 million in 2018 to US$36.8 million in 2019, and a decrease in interest on loans and financing from US$39.7 million in 2018 to US$9.5 million in 2019.

Foreign Exchange Gain (Loss), Net

Foreign exchange gain (loss), net represented a loss of US$0.3 million, compared to a loss of US$5.0 million in 2018.

Loss Before Income Tax

As a result of the aforementioned factors, profit (loss) before taxes on income decreased from a loss of US$283.1 million in 2018 to a loss of US$162.4 million in 2019.

Income Tax Expense

Income tax expense increased from an income of US$20.7 million in 2018 to an expense of US$103.5 million in 2019, primarily due to (i) increased taxes on profits of overseas subsidiaries from an income tax expense of US$33.2 million in 2018 to US$72.3 million in 2019, and (ii) increased income tax expenses relating to differences between IFRS and fiscal basis, from an income tax credit of US$27.0 million to an income tax expense of US$99.9 million in 2019. For additional information, see our tax reconciliation in Note 24 of our 2019 audited consolidated financial statements.

Our effective tax rate was an expense of 102.3% in 2019 and a benefit of 7.3% in 2018.

Loss of the Continuing Operations

Loss of the continuing operations period decreased 21.7%, from a loss of US$261.3 million in 2018 to a loss of US$204.7 million in 2019, primarily due to the aforementioned factors that led to a lower operating loss in the period, partially offset by an increase in income tax expenses in 2019 as compared to 2018.

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Net Income (Loss) of the Discontinued Operation

Loss for the period of discontinued operations decreased from an income for the period of discontinued operations of US$90.1 million in 2018 to a loss of US$111.8 million in 2019, primarily due to the impact of the separation of costs related to the segregation of assets and liabilities of the Commercial Aviation business unit and its related services in connection with the then-pending Transaction and secondarily due to a decrease in operating profitability in 2019 when compared to 2018. For additional information on the termination our strategic partnership with Boeing, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing.”

Net Income (Loss) for the Period

As a consequence of the aforementioned factors, our consolidated net loss after taxes, excludingnon-controlling interest, increased from a loss of US$171.2 million in 2018 to a loss of US$316.5 million in 2019. As a percentage of revenue, net profit margin after taxes declined from a loss of 8.0% in 2018 to a loss of 12.1% in 2019.

2018 Compared with 2017

Revenue

Revenue decreased 16.4%, from US$2,546.5 million in 2017 to US$2,127.7 million in 2018. Executive Jets revenue decreased 13.7%, from US$1,280.3 million in 2017 to US$1,104.3 million in 2018. Defense and Security revenue decreased 28.3%, from US$853.7 million in 2017 to US$612.1 million in 2018. Services and Support revenue increased 0.4%, from US$398.3 million in 2017 to US$399.8 million in 2018. Other related business unit revenue decreased 19.0%, from US$14.2 million in 2017 to US$11.5 million in 2018.

The revenue of the Executive Jets business unit decreased 13.7% in 2018, primarily due to lower jet deliveries, which declined 16.5%, from 109 total executive jet deliveries in 2017 to 91 total executive jet deliveries in 2018. The decrease in revenues was lower than the decline in deliveries, primarily due to better average deal prices for executive jet deliveries in 2018 as compared to 2017 despite a higher percentage of light jet deliveries compared to large jet deliveries in 2018, from 66.1% of light jet deliveries in 2017 to 70.3% light jet deliveries in 2018. Light jets are usually less expensive than large jets.

A significant part of our Defense and Security business unit revenues are accounted for under the percentage of completion method, and we continued to execute our contractsenter into agreements with the Brazilian government, including theKC-390C-390 developmentMillennium program, SISFRON, deliveries of Special Mission Legacy 500 aircraft and the SGDC program, which was launched in the second quarter of 2017. In addition,others. Additionally, we continued to deliver Super Tucano planesaircraft to a variety of militaries around the world and customer support revenues increased during 2017. During 2017, ourseveral countries. Our Defense and Security business revenues increased 1.9% todeclined 28.3%, representing US$950.7612.1 million in 2017, partially2018, largely due to an 8.4% depreciation(i) the cost base revision for theC-390 Millennium development contract recognized in the second quarter of 2018, as a result of the runway excursion incident involving prototype 001, and (ii) a 14.5% appreciation of the average U.S. dollar/real exchange rate from 20162017 to 2017,2018, which improvedcaused a decrease in the value of our Defense and Security revenues denominated inreaistranslated to dollars.

Our Services and Support business unit (which was reported as a separate business unit for the first time in 2018), revenues increased 0.4%, from US$398.3 million in 2017 to US$399.8 million in 2018.

Cost of Sales and Services

Cost of sales and services decreased 4.2% to14.2%, from US$4,773.42,248.6 million in 2017 fromto US$4,980.71,929.6 million in 2016.2018. The decrease in cost of sales was lesslower than the 6.1% decrease16.4% decline in revenues in 2017, thus driving an increase in2018, and, as a result, our cost of sales and services as a percentage of revenue to 81.7%increased from 88.3% in 2017 to 90.7% in 2018, primarily due to our Defense and Security business unit.

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Cost of sales and services in our Executive Jets business unit decreased 18.9%, from US$1,126.4 million in 2017 to US$914.0 million in 2018. Cost of sales and services declined more than revenues in the business unit during 2018, primarily due to better average deal prices in 2018 as compared to 80.1%2017 and efforts to increase production efficiencies in 2016. This increasethe period. Gross margin in our Executive Jets business unit increased from 12.0% in 2017 to 17.2% in 2018.

Cost of sales and services in the Defense and Security business unit decreased 11.4%, from US$792.9 million in 2017 to US$702.3 million in 2018. The decline in cost of sales and services was lower than the 28.3% decrease in revenues in the business unit during the period, primarily due to (i) cost base revisions on theC-390 Millennium development contract as a result of the incident involving prototype 001 in the second quarter of 2018, (ii) devaluation of the Brazilianreal versus the U.S. dollar, and (iii) certain other cost overruns related to the development project. As a result, gross margin in the Defense and Security business unit decreased from 7.1% in 2017 to a negative 14.7% in 2018.

Cost of sales and services in our Services and Support business unit decreased 4.6%, from US$314.0 million in 2017 to US$299.6 million in 2018, primarily due to the improvement in parts and services profitability related to executive jets customers. Gross margin in the Services and Support business unit increased from 21.2% in 2017 to 25.1% in 2018.

Cost of sales and services in the Other Related business unit decreased 10.5% from US$15.3 million in 2017 to US$13.7 million in 2018, while revenues for this business unit decreased 19.0% in 2018.

Gross Profit

As a result of the aforementioned factors, our gross profit decreased 33.5%, from US$297.9 million in 2017 to US$198.1 million in 2018. Our gross margin decreased from 11.7% in 2017 to 9.3% in 2018.

Operating Income (Expenses)

As further discussed below, total operating expenses decreased 2.5%, from US$493.7 million in 2017 to US$481.2 million in 2018. Total operating expenses as a percentage of revenue is largelyrevenues increased to 22.6% in 2018 compared to 19.4% in 2017, primarily due to (i) lower fixed cost absorption caused by lower revenues in 2018, and (ii) lower special items recognized in 2018 as compared to 2017. Special items recognized as operating expenses amounted to total net provisions and expenses of US$61.3 million and US$79.4 million in 2018 and 2017, respectively.

Excluding the impact of these special items recognized in our results, our total operating expenses would have been US$419.9 million in 2018 and US$414.3 million in 2017; and, as a percentage of revenues, our total operating expenses would have been 19.7% and 16.3% of our total revenues in 2018 and 2017, respectively.

Administrative. Administrative expenses decreased 2.0%, from US$138.9 million in 2017 to US$136.1 million in 2018. The majority of our administrative expenses are fixed and do not vary significantly according to changes in our revenues.

Selling. Selling expenses decreased 10.9%, from US$169.9 million in 2017 to US$151.4 million in 2018, primarily due to (i) management strategies to control sales and marketing expenses in 2018, and (ii) a 14.5% appreciation of the average U.S. dollar/realexchange rate, decreasing the value ofreal denominated selling expenses.

Research.Research expenses decreased 12.2%, from US$22.2 million in 2017 to US$19.5 million in 2018.

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Other operating income (expense), net. Other operating (expense) income, net increased from an expense of US$163.9 million in 2017 to an expense of US$173.8 million in 2018, primarily due to increased expenses relating to consulting services and corporate projects, as a result of negative(i) an impairment charge in the Executive Jets business unit of US$61.3 million in 2018, (ii) expenses of US$10.1 million in 2017 related to the conclusion of the negotiations and payments made in connection with the FCPA investigation, (iii) total provisions of US$6.4 million related to our voluntary dismissal program for employees in our Brazilian operations in 2017, (iv) US$8.7 million in impairments in the Defense and Security business unit in 2017, and (v) US$54.2 million in impairments in the Executive Jets business unit in 2017, as discussed below. For additional information on our impairment charges, see Note 2.2.14 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

The table below sets forth the special items recognized in other operating (expense) income, net for the periods indicated:

Special items

  2018   2017 
   (in US$ millions) 

Provisions from voluntary dismissal program (Unallocated)

   —      6.4 

Payments related to FCPA investigation (Unallocated)

   —      10.1 

Impairment loss Defense and Security business

   —      8.7 

Impairment loss Executive Jet business

   61.3    54.2 
  

 

 

   

 

 

 

Total

   61.3    79.4 
  

 

 

   

 

 

 

Excluding the impact of these special items recognized in our results, our other operating (expense) income, net would have been US$112.5 million in 2018 and US$84.5 million in 2017, with the increase in expense driven by the aforementioned factors.

Equity in Income (Losses) of Associates

Equity in income (losses) of associates decreased from an income of US$1.2 million in 2017 to a loss of US$0.4 million in 2018.

Operating Loss Before Financial Result

As a result of the aforementioned factors, our consolidated operating profit (loss) before financial income (expense) increased from an operating loss of US$195.8 million in 2017 to a loss of US$283.1 million in 2018, primarily due to the US$127.2 million in cost base revisions on certaintheC-390 Millennium development contract as a result of the incident involving prototype 001. Our operating margin decreased from a negative 7.7% in 2017 to a negative 13.3% in 2018.

Operating loss before financial result by business unit for 2018 for the Executive Jets, Defense and Security, contracts.Services and Support, and Other Related business units was a loss of US$44.7 million, a loss of US$183.2 million, a profit of US$31.2 million, and a loss of US$9.1 million, respectively. In 2017, operating profit (loss) before financial income (expense) for these business units was a loss of US$52.1 million, a loss of US$48.7 million, a loss of US$8.6 million, and a loss of US$15.0 million, respectively. For information on our operating profit by business unit, see Note 39 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Excluding the aforementioned special items provisions and other expenses explained above, as well as an adjustment for the US$127.2 million cost base revision on theC-390 Millennium development contract as a result of the runway excursion incident involving prototype 001, our operating profit (loss) would have been a loss of US$94.6 million in 2018 and a loss of US$116.4 million in 2017, and our operating margins would have been negative 4.4% in 2018 and negative 4.6% in 2017.

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In addition, excluding the aforementioned special items provisions, other expenses, and the Defense and Security business unit cost base revision explained above, our operating profit (loss) by business unit for 2018 for the Executive Jets, Defense and Security, Services and Support, and Other Related business units would have been a profit of US$16.6 million, a loss of US$56.0 million, a profit of US$31.2 million, and a loss of US$9.1 million, respectively; and in 2017, our operating profit (loss) for these business units would have been a profit of US$2.1 million, a loss of US$40.0 million, a profit of US$8.6 million, and a loss of US$15.0 million, respectively.

Financial Income, Net

Financial expense, net decreased from US$95.0 million in 2017 to US$6.1 million in 2018, primarily due to a decrease in interest on cash and cash equivalents and financial investments from US$122.6 million in 2017 to US$80.3 million in 2018, and a decrease in interest on receivables from US$24.5 million in 2017 to US$3.6 million in 2018. For additional information, see Note 35 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Foreign Exchange Gain (Loss), Net

Foreign exchange gain (loss), net was a loss of US$5.0 million in 2018, compared to a gain of US$5.7 million in 2017.

Loss Before Income Taxes

As a result of the aforementioned factors, profit (loss) before taxes on income decreased from a loss of US$95.1 million in 2017 to a loss of US$282.0 million in 2018.

Income Tax Expense

Income tax benefit increased from an income tax expense of US$28.2 million in 2017 to a credit of US$20.7 million in 2018, primarily due to more favorable differences between IFRS and fiscal basis in 2018 from an expense of US$28.2 million in 2017 to a credit of US$20.7 million in 2018. For additional information, see Note 24 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Our effective tax rate was a benefit of 7.3% in 2018 and an expense of 29.7% in 2017.

Loss of the Continuing Operations

As a result of the above, loss of the continuing operations period increased 111.9% from a loss of US$123.3 million in 2017 to a loss of US$261.3 million in 2018, primarily due to lower operating income and lower financial income in 2018 as compared to 2017.

Net Income (Loss) of the Discontinued Operation

Income for the period of discontinued operations decreased 77.7% from US$403.3 million in 2017 to US$90.1 million in 2018, primarily due to lower operating profitability in 2018 as compared to 2017 as a result of lower commercial aircraft deliveries and a less favorable mix of deliveries in 2018. For additional information on our discontinued operations as of December 31, 2019, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing—Assets Held for Sale and Discontinued Operations.”

Net Income (Loss) for the Preiod

As a consequence of the aforementioned factors, our consolidated net income (loss) after taxes, excludingnon-controlling interest, decreased from a loss of US$280.0 million in 2017 to a loss of US$171.2 million in 2018. As a percentage of revenue, net income (loss) after taxes declined to a loss of 8.0% in 2018 compared to a net income of 11.0% in 2017.

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Results of Operations of our Discontinued Operations

The following table sets forth statement of income information, and this information as a percentage of our revenue, for the periods indicated:

Discontinued Operations Statements of Income  2019 (1)  2018  2017 
      Recast (1)  Recast (1) 
   (in US$ millions, except percentages  presented in absolute values) 

Discontinued Operation

  

Revenue

   2,844.5   100.0  2,943.4   100.0  3,312.9   100.0

Cost of sales and services

   (2,407.2  84.6  (2,373.6  80.6  (2,515.5  75.9

Gross profit

   437.3   15.4  569.8   19.4  797.4   24.1

Operating income (expense)

   (352.0  12.4  (251.5  8.5  (259.7  7.8

Administrative

   (53.5  1.9  (46.5  1.6  (40.2  1.2

Selling

   (137.7  4.8  (152.8  5.2  (146.0  4.4

Research

   (29.8  1.0  (26.6  0.9  (27.0  0.8

Other operating income (expense), net

   (131.0  4.6  (25.6  0.9  (46.5  1.4
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Operating profit before financial result

   85.3   3.0  318.3   10.8  537.7   16.2

Financial income, net

   (177.5  6.2  (177.7  6.0  (135.6  4.1

Foreign exchange gain (loss), net

   7.2   0.3  5.1   0.2  0.9   0.0
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Profit (loss) before taxes on income

   (85.0  3.0  145.7   5.0  403.0   12.2

Income taxes expense

   (26.8  0.9  (55.6  1.9  0.3   0.0
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net Income (loss) of discontinued operations year

   (111.8  3.9  90.1   3.1  403.3   12.2
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

(1)

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

2019 Compared with 2018

Revenue

Revenues from our Commercial Aviation business unit decreased 3.4%, from US$2,943.4 million in 2018 by US$2,844.5 million in 2019, primarily due to a decrease of 1.1% in commercial aircraft deliveries, from 90 in 2018 to 89 in 2019 and a less favorable mix of commercial aircraft deliveries in 2019 as compared to 2018.

Cost of Sales and Services

Cost of sales and services in our Commercial Aviation business decreased 5.3%unit increased 1.4%, from US$2,373.6 million in 2018 to US$2,574.92,407.2 million in 2017, from US$2,719.1 million in 2016. The decrease in cost of sales and services was higher than the 4.4% decrease in revenues for 2017, mainly2019, primarily due to the impact of theramp-up of production of the E2E-Jets program, in which early units tend to have higher production costs than later units in the program.

Gross Profit

As a result of the aforementioned favorable mixfactors, our gross profit decreased 23.3% to US$437.3 million in 2019 from US$569.8 million in 2018. Our gross margin decreased to 15.4% in 2019 from 19.4% in 2018.

Operating Income (Expenses)

As further discussed below, total operating expenses increased 40.0% from US$251.5 million in 2018 to US$352.0 million in 2019. Total operating expenses as a percentage of deliveries combinedrevenues increased from 8.5% in 2018 to 12.4% in 2019, primarily due to the impact of the separation of costs related to the segregation of assets and liabilities of the Commercial Aviation business unit and its related services as a preparation for the now-terminated Transaction. For additional information on the now-terminated Transaction, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with higher government fiscal benefitsBoeing—Assets Held for Sale and Discontinued Operations.” There were no special items recognized in 2017 as2019 or 2018 operating expenses.

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Administrative. Administrative expenses increased 15.1% to US$53.5 million in 2019, compared to 2016. Gross marginUS$46.5 million in 2018.

Selling. Selling expenses decreased 9.9% to US$137.7 million in 2019, from US$152.8 million in 2018, primarily due to cost reductions and management strategies to control expenses in 2019 compared to 2018.

Research.Research expenses increased 12.0% to US$29.8 million in 2019, from US$26.6 million in 2018.

Other operating income (expense), net. Other operating income (expense), net increased from an expense of US$25.6 million in 2018 to an expense of US$131.0 million in 2019, primarily due to an increase in separation costs related to the segregation of assets and liabilities of the Commercial Aviation business unit and its related services in preparation for the now-terminated Transaction. For additional information on the now-terminated Transaction, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing—Assets Held for Sale and Discontinued Operations.” There were no special items recorded in 2019 or 2018 operating expenses.

Operating Profit (Loss) Before Financial Result

As a result of the aforementioned factors, our consolidated operating profit (loss) before financial income (expense) decreased 73.2%, from US$318.3 million in 2018 to US$85.3 million in 2019, primarily due to an increase in separation costs related to the segregation of assets and liabilities of the Commercial Aviation business unit and its related services in preparation for the now-terminated Transaction and secondarily due to lower profitability of our Commercial Aviation business unit deliveries in 2019 as compared to 2018. For additional information on the now-terminated Transaction, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing—Assets Held for Sale and Discontinued Operations.” Our operating margin decreased from 10.8% in 2018 to 3.0% in 2019.

Financial Income (Expense), Net

Financial income, net decreased from US$177.7 million in 2018 to US$177.5 million in 2019, primarily due to a slight decrease in indebtedness due to the payment of certain financial obligations.

Foreign Exchange Gain (Loss), Net

Foreign exchange gain (loss), net increased from a gain of US$5.1 million in 2018 to 23.6%a gain of US$7.2 million in 2019.

Profit (Loss) Before Taxes on Income

As a result of the aforementioned factors, profit (loss) before taxes on income decreased frompre-tax income of US$145.7 million in 2018 topre-tax loss of US$85.0 million in 2019.

Income Tax Expense

Income tax expense decreased 51.8%, from an expense of US$55.6 million in 2018 to an expense of US$26.8 million in 2019. For additional information, see Note 24 to our 2019 consolidated financial statements included elsewhere in this annual report.

Our effective tax rate was an expense of 31.5% in 2019 and of 38.2% in 2018.

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Profit (Loss) of the Discontinued Operations

As a consequence of the aforementioned factors, our net income (loss) after taxes of discontinued operations decreased from a net income of US$90.1 million in 2018 to a net loss of US$111.8 million in 2019. As a percentage of revenue, net income after taxes declined to a loss of 3.9% in 2019 compared to an income of 3.1% in 2018.

2018 Compared with 2017

Revenue

Revenues from our Commercial Aviation business unit decreased 11.2%, from US$3,312.9 million in 2017 to US$2,943.4 million in 2018, primarily due to (i) a 10.9% decrease in commercial aircraft deliveries, from 22.9%101 in 2016.2017 to 90 in 2018, and (ii) lower average pricing on the commercial aircraft deliveries in 2018 compared to 2017.

Cost of Sales and Services

Cost of sales and services in our Executive JetsCommercial Aviation business fell 12.8% tounit decreased 5.6%, from US$1,276.92,515.5 million in 2017 fromto US$1,463.62,373.6 million in 2016.2018, primarily due to the decreased number of aircraft deliveries in the period. Cost of sales and services decreased lessdeclined lower than revenuesthe 11.2% revenue decline in the segment during 2017, largely2018 primarily due to the aforementioned less favorable mix oflower average pricing for deliveries during the period. Gross margin in our Executive Jets business decreased to 14.0% in 2017 from 15.4% in 2016.

Cost of sales and services in the Defense & Security segment increased 14.7% in 2017 to US$895.2 million from US$780.3 million in 2016. The increase in cost of sales and services2018 as compared to a 1.9% increase in revenues in the segment during the period, and reflects cost overruns on theKC-390 development, which under percentage of completion resulted in a negative cost base revision. Gross margin in the Defense & Security segment fell to 5.8% in 2017 from 16.3% in 2016.

Cost of sales and services in the Other Related Businesses segment increased 49.2% to US$26.4 million in 2017, from US$17.7 million in 2016, while revenues for this segment increased 17.0% in 2017.

Gross Profit

As a result of the aforementioned factors, our gross profit decreased 13.8% to28.5%, from US$1,065.9797.4 million in 2017 fromto US$1,236.8569.8 million in 2016.2018. Our gross margin decreased to 18.3%declined from 24.1% in 2017 from 19.9%to 19.4% in 2016.2018.

Operating Income (Expense)Expenses

As further discussed below, total operating expenseexpenses decreased 28.5% to3.2%, from US$736.6259.7 million in 2017 fromto US$1,030.8251.5 million in 2016. Operating expense2018. Total operating expenses as a percentage of revenues fellincreased to 12.6%8.5% in 2018 compared to 7.8% in 2017, compared to 16.6% in 2016, mainlyprimarily due to a lower amount ofnon-recurringthe special items recognized in results2017, which positively impacted our results. Special items recognized in 2017 compared to 2016. Thenon-recurring items recognizedour operating expenses in 2017 included total net provisions and expenses of US$67.9 million as compared to US$293.1 million in total net provisions and expenses recognized in 2016, as explained below. Thenon-recurring items recognized in operating expenses in 2016 included US$117.3 million in charges related to our voluntary dismissal program (restructuring expenses), US$228.0 million in provisions and charges related to the finalization of the FCPA investigation (provision for penalties) and US$52.2 million in provision reversals related to favorable developments in the Republic Airways Chapter 11 proceedings.

Excluding the impact of thesenon-recurring items recognized in our results, our operating expenses would have been US$668.7 million in 2017 and US$737.7 million in 2016; and, as a percentage of revenues, our operating expenses would have been 11.5% of revenues in 2017 and 11.9% of revenues in 2016.

Administrative. Administrative expenses increased 9.0% to US$179.1 million in 2017, compared to US$164.3 million in 2016, partly as a result of the lower average U.S. dollar/real exchange rate, which was 8.4% higher as compared to the average exchange rate in 2016, as many of our administrative expenses are incurred inreais.

Selling. Selling expenses decreased 16.7% to US$307.0 million in 2017, from US$368.6 million in 2016. The decrease in selling expenses was due to a combination of consolidated revenues decreasing 6.1% in 2017 and benefits from our cost control and productivity initiatives, with reductions across all of our major business units during the year.

Research.Research expenses increased 3.4% to US$49.2 million in 2017, from US$47.6 million in 2016. The increase in research expenses is principally due to a slight increase in research expenses in connection with our Executive Jets business.

Other operating (expense) income, net. Other operating (expense) income, net was an expense of US$202.5 million in 2017, compared to an expense of US$450.0 million in 2016. The decrease in other operating expenses is principally a result of lowernon-recurring provisions and other expenses recognized in results during 2017 as compared to 2016. Totalnon-recurring items recognized in other operating (expense) income, net in 2017 was a net amount of US$67.9 million, consisting of: 1) US$6.4 million in provisions from our voluntary dismissal program; 2) US$10.1 million in provisions and expenses related largely to taxes on remittances for payments related to the finalization of the FCPA investigation; 3) US$8.7 million in impairments recognized in the Defense and Security business; 4) US$54.2 million in impairments recognized in our Executive Jets business; and 5) US$11.5 million in gains related to the remeasurement of claims in the Republic Airways Chapter 11 bankruptcy proceedings that were converted to equity. Totalnon-recurring items in 2016 were US$293.1 million, and included expenses of US$228.0 million related to the finalization of negotiations reached and payments made related to the FCPA investigation and total provisions of US$117.3 million related to our voluntary dismissal program for employees in our Brazilian operations, partially offset by US$52.2 million in provision reversals and other credits of US$23.2 million related to favorable developments in ongoing negotiations related to the Chapter 11 bankruptcy proceedings of Republic Airways Holdings.Holdings, while the operating expenses in 2018 did not contain special items.

Excluding the impact of these special items recognized in our results, our total operating expenses would have been US$251.5 million in 2018 and US$282.9 million in 2017; and, as a percentage of revenues, our total operating expenses would have been 8.5% of our total revenues in 2018 and 8.5% of our total revenues in 2017.

Administrative. Administrative expenses increased 15.7%, from US$40.2 million in 2017 to US$46.5 million in 2018.

Selling. Selling expenses increased 4.7%, from US$146.0 million in 2017 to US$152.8 million in 2018.

Research.Research expenses decreased 1.5% to US$26.6 million in 2018, from US$27.0 million in 2017.

Other operating income (expense), net. Other operating (expense) income, net decreased from an expense of US$46.5 million in 2017 to an expense of US$25.6 million in 2018, primarily due to lower level of impairments on the used aircraft portfolio of the Commercial Aviation business unit in 2018 when compared to 2017.

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The table below sets forth thenon-recurring special items recognized in other operating income (expense) income,, net for the periods indicated:

 

Non-recurring Item

  2017  2016 
   (in US$ millions) 

Provisions from voluntary dismissal program (Unallocated)

   6.4   117.3 

Payments related to FCPA investigation (Unallocated)

   10.1   228.0 

Non-recurring items related to Republic Airways (Commercial aviation business)

   (11.5  (52.2

Impairment loss Defense and Security business

   8.7   —   

Impairment loss Executive Jet business

   54.2   —   
  

 

 

  

 

 

 

Total

   67.9   293.1 
  

 

 

  

 

 

 
Special items  2018   2017 
   (in US$ millions) 

Special items related to Republic Airways (Commercial Aviation business)

   —      (23.2
  

 

 

   

 

 

 

Total

   —      (23.2
  

 

 

   

 

 

 

Excluding the impact of thesenon-recurring special items recognized in our results, our other operating (expense) income, net would have been an expense of US$134.625.6 million in 20172018 and US$156.9 million in 2016, principally caused by lower levelsan expense of impairment charges on our portfolio of used aircraft, largely ERJ145 family commercial jets, lower taxes related to remittances and the absence of expenses related to the closure of our Chinese subsidiary Harbin Aircraft Industry Co., LtdUS$69.7 million in 2017.

Equity in Loss of Associates

Equity in loss of associates increased to a gain of US$1.2 million in 2017 from a loss of US$0.3 million in 2016.

Operating Profit(Loss)Profit Before Financial Income (Expense)Result

As a result of the aforementioned factors, our consolidated operating profit increased 59.9% to(loss) before financial result decreased 40.8%, from US$329.3537.7 million in 2017 fromto US$206.0318.3 million in 2016.2018, primarily due to the decrease in gross profit from 2017 to 2018, as previously explained. Our operating margin improveddecreased to 5.6%10.8% in 20172018 from 3.3%16.2% in 2016.

Operating profit (loss) by segment for 2017 for the Commercial Aviation, Executive Jets, Defense and Security and Other Related Businesses segments was US$468.4 million, US$(58.4) million, US$(53.5) million, and US$(10.7) million, respectively. In 2016, the operating profit for these segments was US$485.1 million, US$23.3 million, US$37.8 million, and US$5.1 million, respectively. See Note 38 to our 2017 audited consolidated financial statements for operating profit by segment.

Excluding the aforementionednon-recurring provisions and other expenses explained above, our operating income would have been US$397.2 million in 2017 and US$499.1 million in 2016; and our operating margin would have been 6.8% in 2017 and 8.0% in 2016.

In addition, excluding the aforementionednon-recurring provisions and other expenses explained above, our operating profit (loss) by segment for 2017 for the Commercial Aviation, Executive Jets, Defense and Security and Other Related Businesses segments would have been US$456.9 million, US$(4.2) million, US$(44.8) million and US$(10.7) million, respectively; and in 2016, our operating profit (loss) for these segments would have been US$432.9 million, US$23.3 million, US$37.8 million, and US$5.1 million, respectively. In addition, unallocated operating loss related to the aforementionednon-recurring provisions and expenses explained above was US$16.5 million in 2017, compared to unallocated losses of US$345.3 million in 2016.2017.

Financial Income, (Expense), Net

Financial expense, net decreased toincreased from US$47.6135.6 million in 2017 fromto US$51.4177.7 million in 2016, largely driven by 1) a decrease2018, primarily due to the devaluation of US$32.6 million inthe residual value guarantee expenses; 2) an increase of US$32.6 million inguarantees portfolio and higher interest onexpenses over loans and financing expenses; and 3) an decrease of US$61.8 million in interest income on cash and cash equivalents and financial investments. These expenses were partially offset by an increase of US$25.0 million in taxes on financial income and a decrease of US$23.8 million in interest expenses on taxes, social charges and contributions in 2017 as compared to 2016.financing.

Foreign Exchange Gain (Loss), Net

Foreign exchange gain (loss), net increased from a loss of US$0.9 million in 2017 to a gain of US$6.65.1 million in 2017 from a gain of US$4.5 million in 2016, reflecting net foreign exchange rate changes on monetary assets and liabilities denominated in other currencies which are translated into our functional currency, the U.S. dollar.2018.

Profit (Loss) Before Taxes on Income

As a result of the aforementioned factors, profit (loss) before taxes on income increased 81.2% todecreased from US$288.3403.0 million in 2017 fromto US$159.1145.7 million in 2016.2018.

Income Tax Benefit (Expense)Expense

Income tax expense, wasallocated to our discontinued operations, changed from an income tax credit of US$25.50.3 million in 2017 compared to an income tax benefitexpense of US$8.755.6 million in 2016. Income tax expense increased2018, due to a combination of(i) higher profit before taxes which was offset by deferred income tax and social contribution benefits of US$15.3 millionon profits in 2017 compared US$146.5 million in 2016. In respect to the lower deferred income tax benefits, the main variation was related tonon-monetary assets and liabilities in foreign currency, composed primarily by inventory, intangibles and property, plant and equipment, which had an effect on tax reconciliation of US$(5.0) million and US$206.1 million in 2017 and 2016, respectively, mainly due to the impact of exchange rate fluctuation in thereal to dollar. For further information see our tax reconciliation in note 24 of our 2017 consolidated financial statements.

Our effective tax rate, was 8.8% in 2017 and 5.5% in 2016.

Net Income

As a consequence of the aforementioned factors, our consolidated net income after taxes, excludingNon-Controlling Interest, increased 48.6% to US$246.8 million in 2017, from US$166.1 million in 2016. As a percentage of revenue, net income after taxes increased to 4.2% in 2017 compared to 2.7% in 2016.

2016 Compared with 2015

Revenue

Revenue increased 4.9% to US$6,217.5 million in 2016 from US$5,928.1 million in 2015. Revenue in our Commercial Aviation business increased 5.3% to US$3,527.0 million, from US$3,348.7 million in 2015. Executive Jets revenue increased 0.7% to US$1,730.5 million in 2016, from US$1,718.6 million in 2015. Defense and Security revenue increased 15.0% to US$932.7 million in 2016, from US$811.1 million in 2015. This increase was partially offset by the decrease in revenues of other related businesses segment, which declined 45.1% to US$27.3 million in 2016, from US$49.7 million in 2015.

Commercial Aviation revenues increased in 2016, primarily due to a 6.9% increase in deliveries from 101 in 2015 to 108 in 2016. The segment’s revenues increased at a slightly lower rate than deliveries during the year largely due to a higher proportion of deliveries for large volume orders (which generally carry lower deal prices due to volume discounts) in 2016Brazil, as compared to 2015.

A significant part of our Defense and Security business revenues are accounted for under the POC method, and we continued to execute our contracts with the Brazilian government, including theKC-390 development program, SISFRON and the SGDC program. In addition, we continued to deliver Super Tucano planes to a variety of militaries around the world, including the final units to the United States Air Force under the LAS program. During 2016, Defense and Security business revenues increased 15.0% to US$932.7 million, in part due to a 16.5% depreciation of the U.S. dollar against thereal from the end of 2015 to the end of 2016, which improved the value of Defense and Security revenues denominated inreais translated to dollars. This strengthening of thereal also resulted in no cost base revisions related to foreign exchange variation on certain contracts in the segment in 2016 as compared to 2015, in which results were impacted by negative cost base revisions on contracts as a result of the 47.0% depreciation of thereal versus the U.S. dollar during this period.

The increase of 0.7% of Executive Jets business revenues in 2016 was principally driven by a more favorable mix of large jet deliveries (which have higher prices) in 2016 as compared to 2015, despite the 2.5% decrease in total deliveries from 120 jets delivered in 2015 to 117 jets delivered in 2015. In 2016, large jets accounted for 37.6% of total deliveries, compared to 31.7% of total executive jet deliveries in 2015. The improvement in mix of large jet deliveries was largely due to the first full year of deliveries of the Legacy 450 jet (which entered service in the fourth quarter of 2015), as we delivered three Legacy 450s in 2015 and 12 in 2016.

Cost of Sales and Services

Cost of sales and services increased 3.4% to US$4,980.7 million in 2016, from US$4,816.8 million in 2015. The increase in cost of sales was lower than the 4.9% increase in revenues in 2016, thus driving a decrease in cost of sales and services as a percentage of revenue, to 80.1% in 2016 compared to 81.3% in 2015. This decrease in cost of sales and services as a percentage of revenue is due to the aforementioned absence of unfavorable foreign exchange-related cost base revisions on certain contracts in our Defense and Security business in 2016.

Cost of sales and services in our Commercial Aviation business increased 6.0% to US$2,719.1 million in 2016, from US$2,565.7 million in 2015. The increase in cost of sales and services was higher than the 5.3% increase in revenues for the year principally due to the aforementioned higher proportion of deliveries for large volume orders in 2016 as compared to 2015 combined with lower government fiscal benefits in 2016 as compared to the prior year. Gross margin in our Commercial Aviation business declined from 23.4% in 2015 to 22.9% in 2016.

Cost of sales and services in our Executive Jets business increased 1.6% to US$1,463.6 million in 2016 from US$1,440.3 million in 2015. Cost of sales and services increased more than revenues in the segment during 2016, largely due to lower profitability on sales of executive jets given a highly competitive environment in the industry during 2016. This was partially offset by a higher proportion of large jet deliveries during the period. Gross margin in our Executive Jets business declined from 16.2% in 2015 to 15.4% in 2016.

Cost of sales and services in our Defense and Security business decreased 0.6% in 2016 to US$780.3 million from US$785.4 million in 2015. The decline in cost of sales and services compared to a 15% increase in revenues in the segment during the period reflects the absence of cost base revisions on POC contracts related to foreign exchange variation in 2016 (in which therealappreciated 16.5% versus the U.S. dollar) as compared to 2015, which was negatively impacted by cost base revisions due to the 47.0% depreciation of therealversus the U.S. dollar during the year. Gross margin in the Defense and Security business increased from 3.2% in 2015 to 16.3% in 2016.

Cost of sales and services in the Other Related businesses segment decreased 30.3% to US$17.7 million in 2016, from US$25.4 million in 2015, while revenues for this segment decreased 45.1% in 2016.

Gross Profit

As a result of the aforementioned factors, our gross profit increased 11.3% to US$1,236.8 million in 2016and (ii) higher tax expenses accrued from US$1,111.3 million in 2015. Our gross margin increased from 18.7% in 2015 to 19.9% in 2016.

Operating Income (Expense)

As further discussed below, operating expense increased 32.2% to US$1,030.8 million in 2016, from US$779.8 million in 2015. Operating expense as a percentage of revenues increased to 16.6% in 2016 compared to 13.2% in 2015, mainly due to severalnon-recurring items recognized in results during the period. Thenon-recurring items recognized in 2016 included total net provisions and expenses of US$293.1 million, explained in greater detail below. Operating expenses in 2015 includednon-recurring provisions of US$100.9 million related to financial guarantee obligations in connection with Republic Airways’ filing of Chapter 11 bankruptcy protection.

Excluding the impact of thesenon-recurring items recognized in our results, our operating expenses would have been US$737.7 million in 2016 and US$678.9 million in 2015; and, as a percentage of revenues, our operating expenses would have been 11.9% of revenues in 2016 and 11.5% of revenues in 2015.

Administrative. Administrative expenses decreased 9.7% to US$164.3 million in 2016, compared to US$182.0 million in 2015, as a result of the higher average exchange rate of the U.S. dollar versus thereal,overseas subsidiaries, which was 4.3% higher as compared to the average exchange rate in 2015, as manybecame part of our administrative expenses are incurred inreais, as well as ongoing cost control and productivity initiatives.

Selling. Selling expenses increased 1.9% to US$368.6 million in 2016, from US$361.6 million in 2015. The slight decline in selling expenses, despite the 4.9% increase in revenues in 2016, was largely due to our ongoing cost control and productivity initiatives.

Research.Research expenses increased 14.1% to US$47.6 million in 2016, from US$41.7 million in 2015. The increase in research expenses is principally due to an increase in research expenses in connection with commercial aircraft.

Other operating (expense) income, net. Other operating (expense) income, net was an expense of US$450.0 million in 2016, compared to expense of US$194.2 million in 2015. The increase in other operating expenses is largely related to severalnon-recurring provisions and other expenses recognized in results during 2016. Thesenon-recurring items in 2016 included total expenses of US$228.0 million related finalization of negotiations reached and payments made related to the FCPA investigation and total provisions of US$117.3 million related to costs for our voluntary dismissal program for employees in our Brazilian operations, which were partially offset by US$52.2 million in provision reversals and other credits related to favorable developments in ongoing negotiations related to the Chapter 11 bankruptcy proceedings of Republic Airways Holdings. Other operating expenses in 2015 includednon-recurring provisions of US$100.9 million related to financial guarantee obligations in connection with Republic Airways’ filing of Chapter 11 bankruptcy protection.

The table below sets forth thenon-recurring items recognized in other operating (expense) income, net for the periods indicated:

Non-recurring Item

  2016   2015 
   (in US$ millions) 

Provisions from voluntary dismissal program (unallocated)

   117.3    —   

Payments related to FCPA investigation (unallocated)

   228.0    —   

Non-recurring items related to Republic Airways (commercial aviation business)

   (52.2)    100.9 
  

 

 

   

 

 

 

Total

   293.1    100.9 
  

 

 

   

 

 

 

Excluding the impact of thesenon-recurring items recognized in our results, our other operating (expense) income, net would have been US$156.9 million in 2016 and US$93.3 million in 2015, principally caused by higher levels of impairment charges on our portfolio of used aircraft, largely ERJ145 family commercial jets, taxes related to remittances and expenses related to the closure of our Chinese subsidiary Harbin Aircraft Industry Co., Ltd.

Equity in Loss of Associates

Equity in loss of associates was stable at a loss of US$0.3 million in both 2016 and 2015.

Operating Profit (Loss) Before Financial Income (Expense)

As a result of the aforementioned factors, our consolidated operating profit decreased 37.9% to US$206.0 million in 2016, from US$331.5 million in 2015. Our operating margin decreased to 3.3% in 2016 from 5.6% in 2015.

Operating profit (loss) by segment for 2016 for the Commercial Aviation Executive Jets, Defensebusiness unit (recorded and Security and Other Related businesses segments was US$485.1 million, US$23.3 million, US$37.8 million, and US$5.1 million, respectively. In 2015,presented as discontinued operations for the operating profit for these segments was US$348.1 million, US$58.1 million, US$(93.4) million, and US$18.7 million, respectively. For further information on our operating profit by segment, see Note 38 to our audited consolidated financial statements as of and for the year ended December 31, 2016.2019).

Excluding the aforementionednon-recurring provisions and other expenses explained above, our operating income would have been US$499.1 million in 2016 and US$432.4 million in 2015; and our operating margin would have been 8.0% in 2016 and 7.3% in 2015.

In addition, excluding the aforementionednon-recurring provisions and other expenses explained above, our operating profit (loss) by segment for 2016 for the Commercial Aviation, Executive Jets, Defense and Security and Other Related businesses segments would have been US$432.9 million, US$23.3 million, US$37.8 million and US$5.1 million, respectively; and in 2015, our operating profit (loss) for these segments would have been US$449.0 million, US$58.1 million, US$(93.4) million, and US$18.7 million, respectively. In addition, unallocated operating loss related to the aforementionednon-recurring provisions and expenses explained above was US$345.3 million in 2016, compared to no unallocated profit or loss in the corresponding period in 2015. For further information on our operating profit by segment, see Note 38 to our audited consolidated financial statements as of and for the year ended December 31, 2016.

Financial Income (Expense), Net

Financial expense, net increased from US$22.9 million in 2015 to US$51.4 million in 2016, largely driven by (i) increase of US$19.0 million in residual value guarantee expenses, (ii) increase of US$18.0 million in interest on loans and financing expenses, (iii) increase of US$13.6 million in interest expense on taxes, social charges contributions, (iv) increase of US$10.4 million in taxes on financial revenues and (v) increase of US$14.2 million in other financial expenses. These expenses were partially offset by an increase of US$46.7 million in interest income on cash and cash equivalents and financial investments.

Foreign Exchange Gain (Loss), Net

Foreign exchange gain (loss), net decreased from a gain of US$27.6 million in 2015 to a gain of US$4.5 million in 2016, reflecting net foreign exchange rate changes on monetary assets and liabilities denominated in other currencies which are translated into our functional currency, the U.S. dollar.

Profit Before Taxes on Income

As a result of the aforementioned factors, profit before taxes on income decreased 52.7% to US$159.1 million in 2016 from US$336.2 million in 2015.

Income Tax Benefit (Expense)

Income taxes represented income of US$8.7 million in 2016, compared to an expense of US$255.4 million in 2015. Income taxes decreased due to a combination of lower profit before taxes and a recognition of a deferred income tax and social contribution benefits in the amount of US$146.5 million in 2016 compared to a deferred income tax and social contribution expense US$136.2 million in 2015. In respect to the higher deferred income tax benefits, the main variation was related tonon-monetary assets and liabilities in foreign currency, composed primarily by inventory, intangibles and property, plant and equipment, which had an impact on tax reconciliation of a positive effect of US$206.1 million and a negative effect of US$202.4 million in 2016 and 2015, respectively, mainly due to the impact of exchange rate fluctuation from real to dollar. For further information see our tax reconciliation in note 24 of our 2016 consolidated financial statements.

The average effective rate of current income tax and social contribution for the year ended December 31, 2016 was 86.6% as compared to 35.5% as of December 31, 2015. Our effective tax rate including deferred tax, decreased to 5.5%was an expense of 38.2% in 2016 as compared to 76.0%2018 and a benefit of 0.1% in 2015.2017.

Net IncomeProfit (Loss) of the Discontinued Operations Year

As a consequence of the aforementioned factors, our consolidated net income (loss) after taxes increased 140.0%of discontinued operations decreased from US$403.3 million in 2017 to US$166.190.1 million in 2016 (excludingnon-controlling interest), from US$69.2 million in 2015.2018. As a percentpercentage of revenue, net income after taxes increased to 2.7%decreased 3.1% in 20162018 compared to 1.2%12.2% in 2015.2017.

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Accounting Standards Not Yet Adopted

Standards and amendments to existing standards mentioned in this section have been published but implementation is not mandatoryand implemented for the year ended December 31, 2017, and2019. On January 1, 2019, the Company has not early adoptedstarted adopting the amendmentsIFRS 16 in the financial statements included elsewhere in this annual report.

TheBelow is a summary of the accounting pronouncementsstandards presented below may be relevant toare a summary of the Companyaccounting standards we implemented in 2019. For additional information on the future,accounting standards, see Note 2.2.1 consolidated financial statements as of and for this reason adoption projects are in progress for each of them. We cannot predict the effects that the adoption of these projects will have until they are concluded:year ended December 31, 2019.

 

IFRS 9—Financial Instruments: covers the classification, measurement and recognition of financial assets and liabilities. IFRS 9 requires the classification of financial assets in two categories: measured at fair value and measured at amortized cost. The classification is defined on initial recognition. The basis for classification depends on the entity’s business model and the contractual characteristics of the cash flow of the financial instruments. With regard to the financial liability, the standard maintains most of the requirements established by IAS 39. The major change is that in cases in which the fair value option is adopted for financial liabilities, the portion of the fair value related to the entity’s own credit risk is registered as Other Comprehensive Income and not in profit or loss, except where it results in an accounting inconsistency. IFRS 9 also changed the criterion to measure the impairment of financial assets from an incurred loss model to an expected credit loss model. Regarding the financial instruments classification and the amount of expected losses over the receivables, the Company concluded, after analysis conducted, that there will not be material impacts. The Company opted to continue to apply the IAS 39 requirements for hedge accounting. This standard will be adopted from January 1, 2018.

IFRS 15—Revenue from Contracts with Customers: it addresses a single new model for recognition of revenue from contracts with customers, based on five steps for determining when to recognize the revenue, and at what amount. The model specifies that revenue should be recognized when an entity transfers control of goods and services to the customer, at the amount that the entity expects to be entitled to receive. The Company has initiated a project to assess the new model introduced by the accounting pronouncement and its application to existing transactions. The identified impacts are: the necessity to combine certain contracts, change in the quantities of performance obligations and consequentre-distribution of the revenue among them, change in the transaction price of certain contracts due the existence of variable consideration, and a change in the revenue recognition moment of specific contracts. The Company also identified costs to obtaining contracts which, beginning the 2018, will be presented as Cost of sales. The Company intends to make the transition to this standard using the retrospective method, making use of certain practical expedients available. The standard is applicable from January 1, 2018.

IFRS 16 – Leases: brings new concepts from the lessee’s point of view. In the model proposed by the new standard, the lessee shall recognize all leases as part of the statements of financial position in the caption of property, plant and equipment “right of use,” against a liability account. The initial recognition must be measured as at present value, considering a discount rate that is appropriate to the local reality of each entity. In the model proposed by the new standard, there are no significant changes in the accounting recognition to be made by the lessor. In adopting the standard, the Company has used two practical expedients: (1) transactions below US$5,000 will be outside the scope of this standard, and (2) all contracts with less than 12 months will not be considered for the purposes of IFRS 16. Embraer and its subsidiaries are analyzing the new accounting standard as well as the application in existing transactions and considering whether there is an impact in the consolidated financial statements, implying an increase in assets and liabilities, a reduction in the value of operating expenses and an increase in financial expenses. We started applying this standard as of January 1, 2019 using the simplified transition approach, did not restate comparative amounts for the year prior to first adoption and the assets were measured at the amount of the lease liability on adoption (adjusted for any prepaid or accrued lease expenses We identified applicable contracts within the scope of IFRS 16 for leases of land and buildings, facilities, machinery, vehicles and other equipment, subject to the practical expedients applied. For the contracts identified, we recognized: (a) lease liability in the total amount of US$57.6 million for the Company related to the lease payments according to the cash flows of each contract, discounted to present value at lease liabilities on January 1, 2019, was 6.3%; (b) theright-of-use assets representing the right to use the underlying assets of these contracts were measured in an amount corresponding to the lease liability.

 

IFRS 16—Leases: introduces new concepts from the lessee’s perspective. The model proposed by this standard requires the lessee to recognize all leases in the balance sheet in a Fixed Assets“right-of-use” account, against a liability account, measured at present value on initial recognition. The model proposed by the standard makes no significant changes in respect of recognition in the accounts by the lessor. The Company is analyzing the new model introduced by the accounting pronouncement and its application to existing transactions, however, at this point, is not able to conclude about the impact on the Company’s financial statements. The standard is applicable from January 1, 2019.

IFRIC 23 –Uncertainty over income tax treatments: This is an interpretation of the IAS 12 – Income Tax standard, which initial application was effective as of January 1, 2019. According to our management, there were no significant impacts arising from this interpretation, as all procedures adopted for calculation and payment of income taxes are supported by the prevailing legislation and case law of administrative and judicial courts.

 

IFRS 9 –Hedge Accounting. We changed the accounting policy to the annual financial statements for the year ended December 31, 2018 to adopt the requirements of IFRS 9 – Financial Instruments, to supersede IAS 39 – Financial Instruments: Recognition and Measurement, when accounting for hedge instruments designated for hedge accounting beginning on January 1, 2019. The adoption impacts are detailed in the topics below:

(a)

Fair Value Hedge: we applied the fair value hedge accounting to hedge against the risk of changes in borrowing and financing interest rates, by contracting swaps. Interest rate swaps existing on January 1, 2019 qualify as fair value hedge accounting for purposes of IFRS 9. Our risk management strategies and hedge documentation are aligned with the requirements of IFRS 9 for designation of transactions. Changes in the fair value of derivatives designated and qualified as fair value hedge accounting continue to be recorded in profit or loss for the year, in financial income (expense), net, including the changes in the fair value of hedged asset or liability (hedged item) attributable to the hedged risk. There were no changes from the adoption of IFRS 9.

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IFRIC 22—Foreign Currency Transactions and Advance Consideration: the interpretation clarifies that the transaction date to be used for translation for foreign currency transactions involving an advance payment or receipt is the date on which the entity initially recognizes the prepayment or deferred income arising from the advance consideration. For transactions involving multiple payments or receipts, each payment or receipt gives rise to a separate transaction date. The interpretation applies when an entity pays or receives consideration in a foreign currency and recognizes anon-monetary asset or liability before recognizing the related item. After completing the assessment, the Company does not believe that the new interpretation for IAS 21 thorough IFRIC 22 will have a material impact on financial statements since most of the advances are made or received in the Company’s functional currency. The Company will adopt this interpretation on January 1, 2018.
(b)

Cash Flow Hedge: we apply the cash flow hedge accounting to hedge against the cash flow volatility attributable to a risk of foreign exchange fluctuation associated with a highly likely transaction that will affect profit or loss for the year, through currency purchase and sale options(zero-cost collar) related to payroll expenses incurred on transactions in Brazil and settled in Reais. For instruments designated as cash flow hedge accounting, we started to account for changes in the fair value of the timing element of the options, previously recognized in financial income (expense) according to IAS 39, in other comprehensive income as hedge cost in the cash flow hedge line. Hedge costs are reclassified together with the intrinsic value of the options by adjusting the initial value of the hedge item (payroll). On January 1, 2019, the amount of US$1.3 million was reclassified from earnings reserve to the financial instrument reserve in valuation adjustments to equity in equity related to the time value of the options effective on the first-time adoption date. We did not reclassify the time value of outstanding options on January 1, 2018.

Other accounting standards have been amended or are in the process of being amendedamendment and will come into effect in the coming years. We haveyears; however, these are not mentioned, these accounting standards since we doas the Company does not expect them to result inhave a significant impacts.impact.

5B.    Liquidity and Capital Resources

5B.

Liquidity and Capital Resources

Overview

Our liquidity needs arise principallymainly from working capital requirements, research and development, principal and interest payments on our debt, capital expenditures and distributions to shareholders. To meet these needs, we generally rely on funds provided by operations, borrowings under our credit arrangements, cash contributions from risk-sharing partners, advance payments from customers and, to a lesser extent, issuance of debt and equity securities in the capital markets. For furtheradditional information on our working capital requirements and our capital sources, see “Item 4B.4. Information on the Company—4B. Business Overview—Suppliers and Components; Risk-Sharing Arrangements” and “Item 4B.4. Information on the Company—4B. Business Overview—Discontinued Operations—Commercial Aviation Business—Business Unit—Production, New Orders and Options” and “—Credit Facilities and Lines of Credit.”

As of the date of this annual report, we believe that our traditional sources of funds are sufficient to meet our foreseeable working capital requirements, including to (i) continue to improve the EMBRAER 170/190 jet family, the Phenom 100EV, the Phenom 300E, the Legacy 650E, the Lineage 1000E, the Legacy 450 and the Legacy 500, (ii) the development of the E2 jet family, (iii) make other planned capital expenditures and (iv)(ii) pay dividends and interest on shareholders’ equity. Our access to liquidity sources has not been materially impacted in 2017,2019, and we do not expect that this access willmay be materially impacted in the near future.future, including as a result of theCOVID-19 pandemic. However, there can be no assurance that our traditional sources of funds, or that the cost or availability of our credit facilities or future borrowing sources, will not be materially impacted by market disruptions.

OurAs a result of theCOVID-19 pandemic, as of the date of this annual report, we have experienced certain delays in our supply chain, production operations and material impacts on the demand for our products, as well as cancellation of firm orders of our Executive Jets business unit and reschedules of our Commercial Aviation and Executive Jets business units aircraft deliveries. We expect that our customers maywill continue to reschedule deliveries, fail to exercise options or continue to cancel firm orders as a result of potential economic downturns, including as a result of theCOVID-19 pandemic, or financial volatility in the commercial airline industry. In addition, our risk-sharing partners’ cash contributions are refundable under certain limited circumstances and we may need to find replacement sources of capital.

As a result ofCOVID-19, as of the date of this annual report we have taken measures to preserve our cash flow, including (i) reductions in working hours and pay cuts; (ii) extension of payments terms relating to our suppliers; (iii) extension of tax payment deadlines; (iv) negotiation of new credit lines; and (v) adjustment of our production chain.

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Net Cash Generated (Used) by Operating Activities and Adjusted Working Capital

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. Our consolidated statements of cash flows continued to set forth our cash flows from continuing and discontinued operations on a single statement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the net cash flows arising from assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Net cash is presented on a total basis including our continuing and discontinued operations. The balance sheet assets and liabilities are also presented on a total basis, including our continuing operations and assets held for sale.

2019 Compared with 2018

In 2017,2019, net cash generated by operating activities wasdecreased 19.3%, from net cash generated in the amount of US$757.31,107.6 million in 2017, compared2018, of which US$466.4 million refers to our discontinued operations, net cash used by operating activitiesgenerated in the amount of US$20.5893.8 million in 2016. The increase in cash flow from operating activities in 2017 is2019, of which US$301.9 million refers to our discontinued operations, primarily a result of declines(i) higher losses for the period, including discontinued operations, which included higher separation costs related to the segregation of assets and liabilities of the Commercial Aviation business unit and its related services in inventoriesconnection with the Transaction, and other assets and(ii) an increase in advances from customers, partially offset by highercontract assets, as well as a decrease in trade accounts receivable and lower trade payablespayable in 20172019 compared to 2016.2018.

We hadOur adjusted working capital (defined as total current assetsless cash and equivalents and financial investmentminus total current liabilitiesless loans and financing) offinancing, including assets and liabilities held for sale) decreased from US$1,021.61,197.4 million as of December 31, 2017 and2018 to US$1,094.1935.3 million as of December 31, 2016. Our adjusted working capital decreased in 20172019, primarily as a result of the aforementioned factors describedlower inventories and higher contract liabilities in the explanation for the variation in cash flow from operating activities above.2019 compared to 2018.

20162018 Compared with 2017

In 2016, net cash used by operating activities was US$20.5million in 2016, compared to2018, net cash generated by operating activities increased 47.1%, from net cash generated in the amount of US$862.5753.0 million in 2015. The decrease2017, of which US$710.3 million refers to our discontinued operations, to net cash generated in cash flow from operating activitiesthe amount of US$1,107.6 million in 2016 is2018, of which US$466.4 million refers to our discontinued operations, primarily a result of decreased financial investments and contract assets, and increases in trade accounts payable and contract liabilities, partially offset by lower net income and increases in inventories and declines in advances from customers and accounts payable, partially offset by a lower accounts receivable balance in 20162018 compared to that of 2015.2017.

We had adjusted working capital of US$1,094.1 million as of December 31, 2016 and US$762.5 million as of December 31, 2015. Our adjusted working capital (defined as total current assetsless cash and equivalents and financial investmentminus total current liabilitiesless loans and financing)financing, including assets and liabilities held for sale) increased from US$1,028.4 million in 20162017 to US$1,197.4 million in 2018, 2018 primarily as a result of higher inventories at the aforementioned factors described in the explanation for the variation in cash flow from operating activities above.

2015

In 2015, net cash generated by operating activities was US$862.5 million,end of 2018 compared to net cash generated by operating activities of US$482.3 million in 2014. The increase in cash flow from operating activities in 2015 is primarily a result of a decrease in inventories and increases in trade accounts payable, advances from customers, and unearned income.2017.

We had adjusted working capital of US$762.5 million as of December 31, 2015 and US$923.9 million as of December 31, 2014. Our adjusted working capital (defined as total current assets less cash and equivalents and financial investment minus total current liabilities less loans and financing) decreased in 2015 primarily as a result of the aforementioned factors described in the explanation for the variation in cash flow from operating activities above.

Net Cash Used in Investing Activities

20172019 Compared with 2018

In 2017, netNet cash usedgenerated in investing activities was US$1,097.0 million, compared toincreased from a net cash used in investing activities of US$979.6523.1 million in 2016.2018, of which US$295.5 million refers to our discontinued operations, to a net cash generated of US$407.7 million in 2019, of which US$239.8 million refers to net cash used from our discontinued operations. Net cash generated was derived from investing activities in 2019 as compared to those from investing activities in 2018, primarily due to a US$977.8 millionin-flow from financial investments in the period as a result of changes in cash management strategies.

Net

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2018 Compared with 2017

In 2018, net cash used in investing activities decreased 52.1%, from net cash used of US$1,092.6 million in 2017, increasedof which US$401.3 million refers to our discontinued operations, to net cash used of US$523.1 million in 2018, of which US$295.5 million refers to our discontinued operations, primarily due to higher(i) decreased investments on property, plant, and equipment and intangibles in 2018 compared to 2017, (ii) the implementation of efficiencies in theE-JetE-2 development program and the entry into service of the first jet in the family, theE90-E2, which helped to reduce total development costs. In addition, lower investments in held to maturity securities in 20172018 as compared to 2016, as we invested2017 was a portion offactor in the proceeds of the issuance of the US$750.0 million notes due 2027 in these instruments. The increase inlower net cash used in investing activities occurred despite lower spending on property, plant and equipment and intangibles during 2017 related in large part to efficiencies in theE-Jets E2 development program, as well as higher proceeds from sale of property, plant and equipment in 2017 as compared to 2016.

2016

In 2016, net cash used in investing activities was US$979.6 million, compared to net cash used in investing activities of US$1,417.4 million in 2015.

Net cash used in investing activities in 2016 decreased primarily due to lower credit extended to customers in 2016 as compared to 2015. The decline in net cash used in investing activities occurred despite increased spending on property, plant and equipment and intangibles during 2016 related in large part to theE-Jets E2 development program, as well as lower proceeds from sale of property, plant and equipment in 2016 as compared to 2015.

2015

In 2015, net cash used in investing activities was US$1,417.4 million, compared to net cash used in investing activities of US$671.5 million in 2014.

Net cash used in investing activities in 2015 increased primarily due to higher additions to property, plant and equipment as well as higher additions to intangibles as compared to 2014. The increased spending on property, plant and equipment and intangibles during 2015 related in large part to theE-Jets E2 development program as well as certain capacity expansion projects. In addition, in 2015 we invested US$702.8 million in long-term bonds and securities following the June 2015 issuance of US$1,000.0 million in principal value of bonds with maturity in 2025. These cash outflows for investment activities were partially offset by US$51.6 million in proceeds from sale of property, plant and equipment, consisting largely of monetization of used aircraft in sale transactions during 2015.2018.

Net Cash Generated (Used) by Financing Activities and Total Debt

20172019 Compared with 2018

In 2017,2019, net cash generatedused by financing activities was US$369.6 million, compared todecreased 48.9%, from net cash generatedused by financing activities of US$8.9503.4 million in 2016.2018, of which US$212.5 million refers to our discontinued operations, to net cash used by financing activities of US$257.0 million in 2019, of which US$19.1 million refers to our discontinued operations. The higher use of cash generation fromin financing activities in 20172019 as compared to 20162018 is principallyprimarily due to lower proceeds from new borrowings and higher repayment of borrowing in 2019.

On December 31, 2019, we had total debt issuance(composed of loans and financing) of US$3,392.3 million under our financing arrangements, (including liabilities held for sale of US$3,301.3 million), 2.2% of which was long-term debt and 97.8% of which consisted of short-term debt. On the other hand, we had total debt of US$3,647.6 million as of December 31, 2018, 95.1% of which consisted of long-term debt and 4.9% of which consisted of short-term debt.

2018 Compared with 2017

Net cash used by financing activities varied from a net cash generated in the amount of US$369.5 million in 2017, as we raised new financing proceedsof which US$555.7 million refers to our discontinued operations, to a net cash used in the amount of US$972.9503.4 million in 2018, of which US$212.5 million refers to discontinued operations, primarily due to lower issuance of debt in 2018 as compared to new borrowing of US$576.2 million in 2016.2017, and higher cash outflows for debt repayment. The increasedecrease in borrowing during 20172018 was largelyprimarily due to athe absence of any bond issuance generating proceeds ofissuances during the period, as we issued US$750.0 million.million of10-year bonds in 2017. Additionally, we repaid US$540.2596.3 million of borrowings during 20172018 as compared to repayment of US$523.7540.2 million in 2016.2017. In 2017,2018, we distributed US$54.040.6 million in dividends and interest on own capital compared to US$28.254.1 million in 2016.2017. In 2018, we did not acquire any of own shares during the period, while in 2017 we also spent US$15.0 million in acquisitionon share repurchases.

On December 31, 2018, we had total debt (consisting of own shares in comparison toloans and financing) of US$17.13,647.6 million in 2016.

under our financing arrangements, 95.1% of which was long-term debt and 4.9% of which consisted of short-term debt. On December 31, 2017, we had total debt (composed by loans and financing) of US$4,198.54,198.3 million, under our financing arrangements described below, 90.7% of which was long-term debt and 9.3% of which consisted of short-term debt. In comparison, we had total debt of US$3,759.9 million as of December 31, 2016, consisting of 86.4% of long-term debt and 13.6% of which consisted of short-term debt.

2016

In 2016, net cash generated by financing activities was US$8.9 million, compared to net cash generated by financing activities of US$1,224.0 million in 2015. The lower cash generation from financing activities in 2016 as compared to 2015 is principally due to the lack of large financings in 2016, we raised new financing proceeds of US$1,696.9 million compared to new borrowing of US$576.2 million in 2016. The increase in borrowing during 2015 was largely due a bond issuance generating proceeds of US$996.8 million. Additionally, we repaid US$523.7 million of borrowings during 2016 compared to repayment of US$419.2 million in 2015. In 2016, we distributed US$28.2 million in interest on shareholder’s equity or dividends compared to US$60.9 million in 2015. In 2016, we also spent US$17.1 million in connection with repurchase of our own shares in public market transactions, compared to no share repurchases in 2015.

On December 31, 2016, we had total debt of US$3,759.9 million under our financing arrangements described below, 86.4% of which was long-term debt and 13.6% of which consisted of short-term debt. In comparison, we had total debt of US$3,530.5 million as of December 31, 2015, consisting of 93.8% of long-term debt and 6.2% of which consisted of short-term debt.

2015

In 2015, net cash generated by financing activities was US$1,224.0 million, compared to net cash generated by financing activities of US$333.3 million in 2014. During 2015, we raised new financing proceeds of US$1,696.9 million compared to new borrowing of US$798.6 million in 2014. The increase in borrowing during 2015 was largely due to the aforementioned bond issuance generating proceeds of US$996.8 million. Additionally, we repaid US$419.2 million of borrowings during 2015 as compared to repayment of US$386.1 million in 2014. In 2015 we distributed US$60.9 million in interest on shareholder’s equity or dividends compared to US$99.3 million in 2014. We did not spend any amounts in connection with share repurchase programs during 2015.

On December 31, 2015, we had total debt of US$3,530.5 million under our financing arrangements described below, of which 93.8% was long-term debt and 6.2% consisted of short-term debt. In comparison, as of December 31, 2014, we had total debt of US$2,508.1 million, consisting of 96.4% of long-term debt and 3.6%9.3% of which consisted of short-term debt.

Credit Facilities and Lines of Credit

As a result of our then-pending strategic partnership with Boeing, on January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of Yaborã of the net assets comprising assets, liabilities, properties, rights and

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obligations (subject to certain exceptions) related to our Commercial Aviation business unit. In this context, we amended the indentures governing our senior unsecured notes due 2020, 2022, 2023, 2025 and 2027 in order to (i) substitute us for Yaborã as the issuer of the notes due 2022; and (ii) have Yaborã substitute us as guarantor of the notes due 2020, 2023, 2025 and 2027 (the “Substitution”). At the same time, the issuers of the notes due 2020, 2023, 2025 and 2027 became a wholly owned subsidiary of Yaborã.

On March 10, 2020:

we and Yaborã further amended the indentures governing the notes due 2022, 2023, 2025 and 2027, without the consent of the holders of these notes, to reflect that, from such date, we irrevocably and unconditionally guarantee the full and punctual payment of the principal, premium, interest, additional amounts and all other amounts that may become due and payable under the relevant notes and indentures (the “New Embraer Guarantees”). The terms of the supplemental indentures provide, among other things, that the New Embraer Guarantees shall automatically terminate on the date that we cease to own 100% of the share capital of Yaborã; and

Yaborã issued a press release announcing the launch of a consent solicitation process to seek consent from holders of the notes due 2022, 2023, 2025 and 2027 to amend certain provisions of the indentures governing these notes (“Consent Solicitation Process”). These consent solicitation process related to the (i) delisting of the notes due 2022, 2025 and 2027 from the New York Stock Exchange (“NYSE”) and (ii) the suspension of Yaborã’s SEC reporting obligations under the Exchange Act.

On March 17, 2020, Yaborã announced that it obtained the relevant consents of the holders of the notes due 2022, 2023, 2025 and 2027 and, accordingly, further amended the indentures under which the notes due 2022, 2023, 2025 and 2027 were issued. These amendments became effective upon satisfaction of the conditions precedent provided in the terms of the Consent Solicitation Process, which occurred on March 19, 2020. Therefore, on March 30, 2020, a Form 25 was filed with the SEC to delist the notes due 2022, 2025 and 2027 from the NYSE (which delisting occurred on April 13, 2020), and on April 13, 2020, a Form 15 was filed in order to deregister the notes due 2022, 2025 and 2027, and to suspend Yaborã’s SEC reporting obligations that arose as a result of the Substitution. With effect from April 13, 2020, Yaborã was relieved of its SEC periodic reporting requirement and, with effect from July 12, 2020, Yaborã will be relieved of all SEC reporting requirements (subject to annual testing of the relevant registered holder threshold on January 1 of each year to confirm that Yaborã continues to be eligible to suspend its SEC reporting obligations).

All of the long-term facilities described below that were outstanding as of December 31, 2019 were transferred and migrated to Yaborã as of January 1, 2020, in a total amount of US$3.3 billion.

For additional information on our now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Long-term Facilities

In October 2006, our wholly owned finance subsidiary, Embraer Overseas Ltd., or Embraer Overseas, issued 6.375% US$400.0 million interested at 6.375% per annum guaranteed notes due 2017. The notes were unconditionally guaranteed by us. As described below, in September 2013, we completed an exchange offer in which US$146.4 million in principal amount of our guaranteed notes due 2017 were exchanged for our guaranteed notes due 2023.

In October 2009, Embraer Overseas issued 6.375% US$500.0 million interested at 6.375% per annum guaranteed notes due 2020 and, as of December 31, 2017, US$163.6 million was outstanding (US$2.4 million in the short-term), including principal and accrued interest. Interest will be paid semiannually.2020. The notes arewere unconditionally guaranteed by us. As described below, in September 2013 we completed an exchange offer in which US$337.2 million in principal amount of our guaranteed notes due 2020 were exchanged for our guaranteed notes due 2023. In connection with the exchange offer, we received the

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requisite consents from holders of our guaranteed notes due 2020 to eliminate substantially all the restrictive covenants, certain events of default and related provisions contained in the indenture under which the notes were issued, and we delisted our guaranteed notes due 2020 from the New York Stock Exchange.

In March 2011, we entered into certain credit facilities with the Funding Authority for Studies and Projects (Financiadora de Estudos e Projetos), or FINEP, in the aggregate amount of US$28.4 million, to support the research and development expenses of the Legacy 500 aircraft, all of which were totally disbursed in 2011. The facility bears interest at 3.5% per annum and is fully secured by a pledge of certain machines and equipment and by a bank standby letter of credit. The credit facility is repayable from May 2013 to April 2018. As of December 31, 2017, we had US$1.9 million outstanding under our credit facilities with FINEP, including principal and accrued interest. The FINEP credit facilities are denominated inreais, and amounts appearing in this annual report have been converted into U.S. dollars, our functional currency, for purposes of preparing our IFRS consolidated financial statements.

In March 2011, we entered into certain credit facilities with BNDES in the aggregate amount of US$134.7 million, to support the research and development expenses of the Legacy 500 aircraft, including conceptual study and project and development. The facility bears interest at the Long-Term Interest Rate, or TJLP, plus 1.92% and 3.5% to 4.5% per annum and is fully secured by a pledge of certain machines and equipment and by a bank standby letter of credit. The credit facility is repayable from May 2013 to April 2018. As of December 31, 2017, we had US$9.1 million outstanding under our credit facilities with BNDES, of which the total amount is due in the short-term, including principal and accrued interest. BNDES credit facilities are denominated inreais, and amounts appearing herein have been converted into U.S. dollars, our functional currency, for purposes of preparing our IFRS consolidated financial statements.

In June 2012, we issued 5.150% US$500.0 million interested at 5.150% per annum notes due 2022 and, as of December 31, 2017,2019, US$499.4500.1 million was outstanding (US$1.1 million in the short-term), including principal and accrued interest. Interest is paid semiannually. The notes are our unsecured and unsubordinated obligations. The notes have beenwere registered with the SEC and listed on the New York Stock Exchange. The indenture under which the notes were issued contains customary covenants and restrictions, including limitation on liens, consolidation, merger or transfer of assets. In February 2013, Embraer contracted loansAs a result of R$712.0 million, equivalent to US$218.5 million, at a fixed rateour now-terminated strategic partnership with Boeing, in 2020, the indenture under which the notes due 2022 were issued was amended by means of 5.50% per annum. In December 2015, Embraer S.A. contracted loans in the amount of R$685.0 million, equivalent to US$210.2 million, at a weighted average rate of 10.96% per annum, both in the form of export credit notessupplemental indentures in order to invest in exportassign these notes to Yaborã and productionto have us as a guarantor under the respective indenture. In 2020, after receiving the requisite consents from holders of goodsour notes due 2022, started the process to export. As of December 31, 2017, we had US$233.1 million of total export creditderegister our notes outstanding, of which US$189.3 million is due in2022 with the short-term, including principalSEC and accrued interest. The facility bears interest 8.0% to 11.0% per annum. The export creditdelist the same notes are denominated inreais, and amounts have been converted into U.S. dollars, our functional currency, for purposes of preparing our IFRS financial statements.

In August 2013, we entered into a credit facility with FINEP infrom the amount of R$303.9 million, equivalent to US$95.9 million, to support the research and development expenses of the Legacy 450 aircraft. The facility bears interest at 3.5% per annum and is fully secured by a bank guarantee. The final maturity is in September 2023. As of December 31, 2017, we had US$78.5 million outstanding, of which US$15.0 million is due in the short-term, including principal and accrued interest. FINEP credit facilities are denominated inreais, and amounts appearing in this annual report have been converted into U.S. dollars, our functional currency, for purposes of preparing our IFRS financial statements.NYSE.

In September 2013, we completed an exchange offer in which (i) US$146.4 million in principal amount of our guaranteed notes with maturity in 2017 and (ii) US$337.2 million in principal amount of our guaranteed notes with maturity in 2020 were exchanged for approximately US$540.5 million in principal amount of notes issued by Embraer Overseas with maturityat a rate of 5.696%, maturing in 2023. The notes due in 2023 are unconditionally guaranteed by us and were issued pursuant to exemptions from SEC registration pursuant to Regulation S and Rule 144A under the Securities Act. The notes due in 2023 are subject to a registration rights agreement, pursuant to which we have agreed to (i) exchange the notes within 270 days of their issuance for notes with the same terms and conditions which are registered with the SEC or (ii) file a resale shelf registration statement with the SEC on FormF-3. In June 2014, we filed a resale shelf registration statement accordingly. As of December 31, 2017,2019, a total of US$510.8522.3 million under our notes due 2023 was outstanding, of which US$8.9 million was due in the short-term, including principal and accrued interest.

In December 2013, we entered into As a contractresult of our strategic partnership with BNDESBoeing, in 2020 the indenture under which the notes due 2023 were issued was amended by means of supplemental indentures in order to support project development inhave Yaborã substitute us as guarantor and, afterwards, to add us as an additional guarantor under the total aggregate amount of R$1.4 billion, equivalent to US$426.7 million. The final maturity is in January 2022. The facility bears interest of 3.5% per annum and is secured by guarantee deposits and by a bank stand by letter of credit. As of December 31, 2017, we had US$305.2 million outstanding under this credit facility, of which US$86.1 million is due in the short-term, including principal and accrued interest. This BNDES credit facility is denominated inreais.respective indenture.

In June 2015, Embraer Netherlands Finance issued 5.05% US$1.0 billion interested at 5.05% per annum guaranteed notes due 2025 and, as of December 31, 2017,2019, US$996.3997.7 million was outstanding (US$2.1 million in the short-term), including principal and accrued interest. Interest is paid semiannually. The notes are unconditionally guaranteed by us. The notes have beenwere registered with the SEC and were listed on the New York Stock Exchange.

As a result of our strategic partnership with Boeing, in 2020, the indenture under which the notes due 2025 were issued was amended by means of supplemental indentures in order to have Yaborã substitute us as guarantor and, afterwards, to add us as an unconditional guarantor under the respective indenture. In August 2016, Embraer Portugal S.A. entered into a credit facility in2020, after receiving the amountrequisite consents from holders of US$200.0 millionour notes due 2025, we started the process to deregister our notes due 2025 with maturity in 2021 to fund acquisition of fixed assetsthe SEC and working capital. The facility bears interest at 3.07% per annum. As of December 31, 2017, US$198.7 million was outstanding under this facility.delist the same notes from the NYSE.

In February 2017, Embraer Netherlands Finance issued 5.40% US$750.0 million interested at 5.40% per annum guaranteed notes due 2027 and as of December 31, 2017,2019, US$764.0764.6 million was outstanding (US$16.9 million in the short-term), including principal and accrued interest. Interest is paid semiannually. The notes are unconditionally guaranteed by us. The notes have beenwere registered with the SEC and listed on the New York Stock Exchange. As a result of our strategic partnership with Boeing, in 2020 the indenture under which the notes due 2027 were issued was amended by means of supplemental indentures in order to have Yaborã substitute us as guarantor and, afterwards, to add us as an unconditional guarantor under the respective indenture. In 2020, after receiving the requisite consents from holders of our notes due 2027, we started the process to deregister our notes due 2027 with the SEC and delist the same notes from the NYSE.

On March 10, 2020, Embraer Aviation Netherlands B.V. entered into a credit and guaranty agreement with Citibank, N.A., J.P. Morgan Chase Bank, N.A. and Banco Santander, S.A. and borrowed an aggregate principal amount of US$600.0 million on March 13, 2020, accruing interest at three-month LIBORplus 1.5% per year, maturing on December 15, 2020. On May 18, 2020, the credit and guaranty agreement was amended to, among other things, modify the maturity date to November 6, 2020.

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We may from time to time seek to retire or purchase our outstanding debt, including our guaranteed notes due 2020, 2022, 2023, 2025 and 2027, through cash purchases, tender offers and/or exchanges for other securities, in open market purchases, privately negotiated transactions or otherwise. The repurchases or exchanges, if any, will depend on prevailing market conditions, our liquidity requirements, contractual restrictions and other factors. The amounts involved may be material, and notes repurchased may be cancelledcanceled or resold, but will only be resold in compliance with applicable requirements or exemptions under the relevant securities laws.

We have various other long-term loans and credit agreements with aggregate outstanding borrowings of US$437.9442.4 million as of December 31, 2017.2019. For furtheradditional information on these financing arrangements, see Note 1921 to our 20172019 audited consolidated financial statements.

Some of our long-term financing agreements include customary covenants and restrictions, including those that require us to maintain: (i) a maximum leverage ratio, calculated as net debt to earnings before interest, taxes, depreciation and amortization, or EBITDA, of 3.5:1 and (ii) a minimum net debt service coverage ratio, calculated as EBITDA to financial expenses, of 2.25:1. Other restrictionsstatements included elsewhere in our long-term financings include negative pledge covenants and restrictions on significant changes of control, sales of substantially all of our assets, dividend payments during events of default and certain transactions with our affiliates. As of December 31, 2017, we were in compliance with all restrictive covenants contained in our financing agreements.this annual report.

As of December 31, 2017,2019, US$290.843.1 million of our total debt was secured by a combination of mortgages on certain of our real estate, liens on certain of our machinery and equipment, guarantee deposits and by a bank standby letter of credit.

For furtheradditional information on our loans and financings, including currency and maturity breakdowns and breakdowns between fixed and floating rate debt, see Note 1921 to our 20172019 audited consolidated financial statements.statements included elsewhere in this annual report.

Recourse andNon-Recourse Debt

Total debt excludesnon-recourse and recourse debt associated with customer financing arrangements transacted through special purposespurpose entities, or SPEs. In structured financings, an SPE purchases an aircraft from us, pays us the full purchase price on delivery or at the conclusion of the sales financing structure, and leases the related aircraft to the ultimate customer. A third partythird-party financial institution facilitates the financing of an aircraft purchase through an SPE, and a portion of the credit risk remains with that third party. We may provide financial guarantees and/or residual value guarantees in favor of the financial institution, as well as act as the equity participant in the financial structuring processes.process.

Our 20172019 audited consolidated financial statements contain balances related to recourse andnon-recourse debt associated with customer financing arrangements of US$364.117.6 million and collateralized accounts receivable of US$288.717.6 million. Of this debt, US$17.17.0 million isnon-recourse for which we have no obligation as a debtor or guarantor, other than potential obligations under existing financial guarantees for the financed aircraft. The remaining US$347.010.6 million of debt is recourse to us as a result of pending equity contributions and is partially secured by a pledge of a deposit with a financial institution. Ournon-recourse and recourse debt is collateralized by the collateralized accounts receivables and by the financed aircraft and, as a result, we do not anticipate a net cash outflow related to ournon-recourse debt in the future. These financing transactions do not materially affect our income statement and cash flow data since the terms of the leases and the loans are substantially the same.

Subsequent Events

5C.    Commercial Aviation Business Unit

As a result of our now-terminated strategic partnership with Boeing, on January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of Yaborã of the net assets comprising assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. For additional information on our now-terminated strategic partnership with Boeing, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing.”

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Credit and Guaranty Agreement

On March 10, 2020, Embraer Aviation Netherlands B.V. entered into a credit and guaranty agreement with Citibank, N.A., J.P. Morgan Chase Bank, N.A. and Banco Santander, S.A. and borrowed an aggregate principal amount of US$600.0 million on March 13, 2020, accruing interest at three-month LIBORplus 1.5% per year, maturing on December 15, 2020. On May 18, 2020, the credit and guaranty agreement was amended to, among other things, modify the maturity date to November 6, 2020.

Termination of the Strategic Partnership with Boeing

On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us.

Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing” and Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Impairment Losses

For information on the impairment losses related to our Commercial Aviation business unit, see “Item 8. Financial Information—8B. Significant Changes—Impairment Losses” and Note 40.3 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Impacts of the COVID-19 Pandemic

For information on the impacts of the Covid-19 pandemic, see “Item 8. Financial Information—8B. Significant Changes— Impacts of the COVID-19 Pandemic” and Note 40.2 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

5C.

Research and Development, Patents and Licenses, etc.

Research and Development Patents

Our research and Licenses, etc.development activities are driven by our corporate strategic planning in the short, medium, and long terms. We refer to research activities as technological development and to development activities as integrated product development.

Based on our work defining the Company’s product and services strategies, including innovation, growth, and business prospects, we carry out projects that include the production and commercialization of new aircraft, systems, and aerospace services.

With a focus on our internal business plans and continuous monitoring of the global technology environment, we define a technological development plan which aims to research and develop solutions to the main challenges the Company will face in the medium and long terms, in order to remain competitive in our business segments.

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In an effort to reduce development risk and optimize financial results of our projects, our development strategy and teams have the essential skills to manage and execute multi-disciplinary projects, maintaining and coordinating a global network of development partners and integrating diverse groups such as universities, research and development institutes, companies, and startups. As a result, application of advanced technologies allows for the evolution of products, including lighter, quieter, more comfortable and energy efficient aircraft, in addition to improvements in design and production cycles and optimization of company resources.

Following the results of the Company’s internal technological development planning, the new product and services design phase begins. In this phase our efforts are coordinated in an integrated manner with advanced project engineering and our business units, which work in collaboration with future customers and potential partners to conclude the design of new products and services. Once the design is approved, the product development program is created. In this capital-intensive phase, our development, product, process and services groups work together with strategic partners, suppliers and regulatory agencies, to begin the detailed development of the product, its production, systems and associated services, until the effective entry into service of the product.

The Company has the majority of its research and development activities concentrated in Brazil, but also maintains internal initiatives and partnerships in several locations around the world.

Capital Expenditures

We capitalize our expenditures related to product development projects asnon-current intangible assets on our statement of financial position when it is probable that the relevant projects will generate future benefits, taking into account their commercial and technological feasibility and availability of technological and financial resources and only if their cost can be reliably measured. We amortize the assets in the form of charges to cost of sales and services on our statements of income, based on the total estimated number of aircraft to be delivered for each new product development project. We also capitalize expenditures related to property, plant and equipment asnon-current assets on our statement of financial position and depreciate the assets in the form of charges to cost of sales and services on our statements of income. For furtheradditional information on how we amortize our intangible assets and depreciate our property, plant and equipment, see “Item 5A.5. Operating and Financial Review and Prospects—5A. Operating Results—Principal Operating Data and Components of Our Statement of Income—Cost of Sales and Services.”

Commercial Aviation and Executive Jets

In our Commercial Aviation and Executive Jets businesses,business unit, we include our investments in development and property, plant and equipment as part of our capital expenditures. Development costs in the Commercial Aviation and Executive Jets businessesbusiness unit are capitalized from the date of board approval for the relevant project until the final certification.

Most of our development expenditures are associated with the development of new products either for the Commercial Aviation or Executive Jets businesses. Our internally development expenditures totaled US$310.2 million in 2017, US$313.5 million in 2016 and US$260.2 million in 2015, net of used cash contributions from suppliers, which totaled US$86.0 million in 2017, US$123.9 million in 2016 and US$140.0 million in 2015. Development expenditures slightly decreased in 2017 in comparison to 2016 because of the level of investments in connection with the stage of development on theE-Jets E2 programs. Development expenditures increased in 2016 in comparison to 2015 because of higher investments on the E2E-Jets. The contribution from the risk-sharing partners slightly decreased in 2017 compared to 2016 and in 2016 compared to 2015, due to the advance on theE-Jets E2 programs.business unit. For furtheradditional information on our development expenditures, see “Item 5C.5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Research.”

Our main ongoing project is the development of theE-Jets E2 family, comprising three new aircraft, theE175-E2,E190-E2, andE195-E2. We estimate our total investment in this project will be US$1.7 billion, net of contributions from suppliers, through 2021.

Our total disbursements in capital expenditures were related to property, plant and equipment, thereby composing our additions in the period except for the exchange pool program assets and aircraft under lease or available for lease, were US$179.7 million in 2017, US$232.3 million in 2016 and US$246.3 million in 2015.lease. These investments are related mainly to (i) construction of new facilities and (ii) improvements and modifications to our plants and production facilities for the production of new aircraft models.

In 2018, we expect to invest approximately US$500.0 million in expenditures for product development and property, plant and equipment. Of this amount, approximately US$300.0 million will be invested in our product development activities, net of contributions of risk-sharing partners, and US$200.0 million will be invested in property, plant and equipment. The US$200.0 million capital expenditures to be disbursed in connection with property, plant and equipment are primarily related to (i) improvements to our existing facilities, and the(ii) E-Jets E2 family.

We expect to invest approximately 91% of our budgeted US$550.0 million capital expenditures and development expenditures for 2018 in Brazil, most of which will be invested in product development activities. The remaining 12% of our expenditures will be invested abroad in the maintenance and improvements of our existing facilities.

Our capital expenditures are generally financed by funds provided by operations, borrowings under our credit arrangements, cash contributions from risk-sharing partners, advance payments from customers and, to a lesser extent, capital increases to meet these needs. See “Item 5B.5. Operating and Financial Review and Prospects—5B. Liquidity and Capital Resources—Overview” and “Item 5C.5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Research.”

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Defense and Security

We incur expenditures for defense and security programs under both development and production contracts; however, the customers ofinvolved in these programs, which in our case mainly consist onconsists of the Brazilian government, fund these programs. A significant part of these contracts isare defined as construction contracts and the revenue associated with these contracts is recognizedrealized on a POCan “over time” basis, as contract milestones are achieved.

Discontinued Operations

According to IFRS 5, in light of the approval of the then-pending strategic partnership with Boeing, in our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2019, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

In our Commercial Aviation business unit, we include our investments in development and property, plant and equipment as part of our capital expenditures. Development costs in the Commercial Aviation business unit are capitalized from the date of board approval for the relevant project until the final certification.

Most of our development expenditures are associated with the development of new products either for the Commercial Aviation business unit. For additional information on our development expenditures, see “Item 5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Research.”

Our main ongoing project is the development of theE175-E2, the third member of theE-Jets E2 family, which also comprises theE190-E2 andE195-E2 aircraft.

Our disbursements in capital expenditures related to property, plant and equipment, composing our additions in the period except for the exchange pool program assets and aircraft under lease or available for lease. These investments are related mainly to (i) construction of new facilities and (ii) improvements and modifications to our plants and production facilities for the production of new aircraft models.

Our capital expenditures are generally financed by funds provided by operations, borrowings under our credit arrangements, cash contributions from risk-sharing partners, advance payments from customers and, to a lesser extent, capital increases to meet these needs. See “Item 5. Operating and Financial Review and Prospects—5B. Liquidity and Capital Resources—Overview” and “Item 5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Research.”

- 92 -


Research

We incur research expenses related to the creation of new technologies that may be applied to our aircraft. These expenses are not associated with any particular aircraft and include the implementation of quality assurance initiatives, improvements to the productivity of production lines and studies to determine the latest developments in technology and quality standards. Under IFRS, research costs are expensed as incurred in the research line item of our statement of income.

Research expenses totaled US$49.2 million in 2017 and US$47.6 million in 2016. The slight increase in research expenses is mainly due to a small increase in research expenses in connection with Executive Jets.

In 2018, we expect to invest approximately US$50.0 million in our research activities.

For information on our capital expenditures, comprising investments in development and property, plant and equipment, see “Item 5C.5. Operating and Financial Review and Prospects—5C. Research and Development, Patents and Licenses, etc.—Capital Expenditures.”

Intellectual Property

Our intellectual property, which includes utility patents, design patents, trade secrets,know-how and trademarks, is important to our business. We hold trademarks over our name and symbol and the names of our products, some of which are registered and some of which are in the process of registration in a number of countries, including, but not limited to, Brazil, the United States, Canada, Singapore, Hong Kong, China, the European Union and Japan. As of December 31, 2017,2019, we had approximately 400415 trademarks registered or in the process of registration. Our trademarks are generally renewed at the end of their validity period, which usually runs fromfor ten years from the date of application for registration. We do not believe that the loss of any of our trademarks would have a material impact on our business or results of operations.

We develop our intellectual property in our research, development and production process. Under the agreements we have with some of our suppliers and risk-sharing partners, they grant uswe are granted access to information and technology necessary to better develop, manufacture and market our products.Weproducts. We aim to protect our intellectual property rights resulting from investments in technical research and development. We hold granted patents and patent applications relating to our technologies. Currently, we hold granted patents and patent applications from the appropriate registries in Brazil, the United States, the European Union, Russia, Japan, India and China in connection with the various technologies of our products. We require that our suppliers and risk-sharing partners respect the intellectual property rights of third parties, and we believe that we have the necessary intellectual property rights to conduct our business and operations.

Considering our utility and design patent portfolios, as of December 31, 2017,2019, we had filed 669798 patent applications and had been granted 360507 patents.

Innovation

We seek to remain in the technological vanguard by constantly reinventing ourselves as we search for opportunities to transform our business, products, services and markets.

We believe innovation is key to the competitiveness and sustainability of our business. For this reason, we created the position of Vice-President for Strategy, Innovation and Digital Transformation in 2017.

In 2017,2018, we created Embraer Business Innovation Center, or EBIC,X, in Melbourne, Florida with outpost offices in Palo Alto, California and Boston, Massachusetts as an innovation and knowledge management area to reinforce our initiatives. The EBICEmbraer X focuses on the promotion of innovative ideas aimed at the development of new businesses, products, technologies, services and processes.

Also, in 2018, we implemented the Innovation Verticals, which are the strategic priority focuses for innovation. They orchestrate and integrate the efforts across all business units, Embraer X and Technology development. The verticals are: Autonomous Flight, Electrification, Platform Based Services, Urban Air Mobility, Artificial Intelligence and Data Science, Passenger Experience, Airframe Efficiency, Advanced Design and Manufacturing, Cybersecurity.

- 93 -


Our Innova Program is another tool that aims to strengthen the innovation culture within Embraer in order to generate new ideas and promote employee recognition. The Innova Program manages the Green Light, Innova Challenge and Innovation People Recognition processes. The Green Light process evaluates innovative proposals presented voluntarily by employees and provides time, technical/business mentor and resources to them in order to carry out the idea until its technical and economic feasibility is proven. More than 570617 ideas proposed and fournine innovative projects have been implemented since the creation of this process in 2012, including the launch of Embraer Venture Capital.FIP Aerospacial, new robots, AI among others. In 2017, 522019, 63 innovative projects were under development. The Green Light process applies to any type of innovation: process, product, technology, services, marketing, management or new business.

The Innova Challenge is an internal crowdsourcing mechanism that stimulates ideas to resolve issues globally from different departments of the company, and any employee in the world may participate in this process. In 2017, we changed the focus of InvovaInnova Challenge with the goal of improving strategic issues. By 20172019, we had launched 52three challenges with more than 2,60065 ideas from different challenges for employees.

Under Cultural events like the Innovation Recognition process,Day had the participation of around 6,460 employees.

Innovations related to programs from our continuing and discontinued operations which entered into service in 2017, more than 1,900 employees were recognized for their 464 innovations. Innovations developed during the last five years accounted for approximately 49%30.8% of our net revenues in 2017.2019.

5D.    

5D.

Trend Information

General Information

GivenOur total firm order backlog as of December 31, 2019, considering our continuing and discontinued operations, was US$16.8 billion, of which US$9.0 billion was from the order activity over the last couple of years, during which we received a significant amount of orders from U.S. carriers, particularly for76-seat commercial aircraft, we can anticipate fairly correctly the production and delivery schedules for 2018 in our Commercial Aviation business. We expect deliveriesbusiness unit (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019), US$1.4 billion was from the Executive Jets business unit, US$4.1 billion was from the Defense and Security business unit and US$2.2 billion was from the Services and Support business unit.

Economic uncertainty, mainly related to theCOVID-19 outbreak, will continue to play a role in investment attitude and philosophy of the E175private and public sectors. Business jet modelprospective buyers around the globe are reviewing their cash flows and capital expenditures in order to account forpreserve capital, which is affecting market growth fundamentals and perspectives.

As a greater shareresult of total segment deliveries. theCOVID-19 outbreak, we expect the global economy will remain in an uncertainty scenario affecting the decision making process of companies’ boards of directors and investors, and their willing to allocate resources in executive transportation alternatives, mainly when deciding on discretionary assets acquisitions, such as purchasing new business jet.

In the executive jets market,Executive Jets business unit, despite further record levels of corporate profits, the recent growth in the population of high net worth individuals, we expect that the inventory level and near-record stock market levels in key geographies, the levellower price ofpre-owned aircraft, when compared to a new one, will continue to lower the demand for sale continues to pressurebrand new aircraft demand and has impededwill delay recovery inof this business unit. On the segment. We believe, however,other hand, we also expect that our new executive jet product offerings, namely the Legacy 450 medium cabinPraetor 500 midsize jet and the Legacy 500Praetor 600 super midsize jet, and the upgrades made on Phenom 300E, will partially offset the Phenom 100effects ofCOVID-19 and Legacy 650, will help us to be in a better positionedposition in the industrybusiness jet market. As a result ofCOVID-19, as of the date of this annual report, one of our executive jets customers cancelled its firm orders and some of our executive jets customers postponed their scheduled aircraft deliveries. Although we cannot predict the full impact of theCOVID-19 outbreak in 2018 as comparedtheshort-to-medium term on our business, we expect that some customers will postpone their scheduled aircraft deliveries and will continue to 2017.cancel their orders.

With respect to our Defense and Security business unit, we expect to make progress in ouron the execution of existing programs, including theKC-390,C-390 Millennium, SISFRON and LABGENE programs, as well as continue to deliver the Super Tucano LAS programaircraft to various governments around the world. However, since a portion of the revenues of our Defense and the satellite programs. However, due to part of revenues beingSecurity business unit is denominated inreais, a lower expected averagewe expect that the volatility of therealto against the U.S. dollar exchange rate is likelywill continue to pressure revenuesaffect our financial statements as they are reported in U.S. dollarsdollars.

- 94 -


In the Commercial Aviation business unit (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2019), due to extensive traffic disruption affecting our customers’ operations throughout the world, as a result ofCOVID-19, it is reasonable to expect a material impact on our 2020 deliveries. According to Cirium, a data analytics and consulting company, as of May 2020, 60% of the global fleet has been placed into storage, and the International Air Transport Association—IATA projects a decline of 50% in commercial traffic for 2020 in year-over-year terms. As a result ofCOVID-19, some of our customers rescheduled their aircraft deliveries carrying them over to 2021 and beyond, which has affected our 2020 projected deliveries. As of the date of this annual report, no cancellation has occurred. The recovery pace is difficult to predict since this outbreak has no precedent in history. Although we cannot yet determine the impact of theCOVID-19 outbreak in theshort-to-medium term on our business, we expect that customers will continue to postpone their scheduled aircraft deliveries and will cancel their orders.

As a result of the now-terminated Transaction, we also expect that our results of operations and financial condition may be affected by costs and expenses associated with the creation, maintenance and potential termination of the Commercial Aviation NewCo.

Due to the uncertainty related to the spread ofCOVID-19, we suspended the projections relating to our expected results for 2020, last updated on November 12, 2019. We will issue updated projections for 2020 when we conclude the assessment of the effects that theCOVID-19 pandemic will cause to our business. For additional information on the risks related toCOVID-19, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—The outbreak of communicable diseases around the world, includingCOVID-19, may lead to higher volatility in the segment.

global capital markets and recessionary pressure on the global economy,” “—A downturn in our key markets may reduce our sales and revenue, and, consequently, our profitability,” and “—Our Commercial Aviation business unit depends on key customers.”

Discontinued Operations

Moreover,In our financial statements as of and for the year ended December 31, 2019, we expect 2018 to berecorded and presented our Commercial Aviation business unit and related services in a transition year,single line item as we ramp up the production of the first E2 model, theE190-E2, which is on track for entry into service in April 2018. We continue our investmentsdiscontinued operations in theE-Jets E2 family statements of commercial jets withoperations, and theE195-E2 balances of assets andE175-E2 models on schedule liabilities were presented as held for their respective entry into servicesale in the first halfstatement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. For additional information on the now-terminated strategic partnership with Boeing and on the assets and held for sale and discontinued operations, see Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in 2021. We will also be ramping up production of our medium-lift cargo and transport jet,this annual report.

For additional information on theKC-390, with first delivery risks relating to the Brazilian Air Force expected in the second half of 2018. Also, we believe that industry-wide new executive jet deliveries in 2018 could be stable or increase in comparison with 2017, mainly duenow-terminated Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the potential positive effectsnow-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the recently passed Tax Reform Act inMTA and/or the United States, which is the largest executive jets market in the world.

For 2018, we expect commercial jet deliveries to decline to a rangeContribution Agreement, may adversely impact our business, financial condition and “results of 85 to 95 jets as we go through the first year of transition from the E1 to the E2 family of commercial jets. Deliveries of the E175 model are likely to continue to represent the vast majority of 2018 deliveries, and theE190-E2 should represent between five and ten deliveries during the year. We expect that guidance for deliveries in the Executive Jets segment will remain the same for 2018 as compared to the 2017 deliveries outlook, with total deliveries of 105 to 120 business jets. Light jets are expected to represent 70 to 80 of 2018 executive jet deliveries, with large jets constituting 35 to 45 of our deliveries for the year.operations.”

The following table summarizes our order book for our Commercial Aviation business unit as of December 31, 2017:2019:

 

Commercial Aviation(1)

  Firm
Orders
   Options   Deliveries   Firm
Order
Backlog
   Firm
Orders
   Options   Deliveries   Firm
Order
Backlog
 

EMB 120 Brasília

   352    —      352    —      352    —      352    —   

ERJ 135

   108    —      108    —      108    —      108    —   

ERJ 140

   74    —      74    —      74    —      74    —   

ERJ 145

   708    —      708    —      708    —      708    —   

EMBRAER 170

   191    5    190    1    191    —      191    —   

EMBRAER 175

   603    150    500    103    815    308    634    181 

EMBRAER 190

   592    44    546    46    568    —      564    4

EMBRAER 195

   169    1    164    5 

EMBRAER 175 – E2

   100    100    —      100 

EMBRAER 190 – E2

   74    97    —      74 

EMBRAER 195 – E2

   106    90    —      106 

- 95 -

Our total firm order backlog as of December 31, 2017, including executive jets and defense aircraft, was US$18.3 billion.


Commercial Aviation(1)

  Firm
Orders
   Options   Deliveries   Firm
Order
Backlog
 

EMBRAER 195

   172    1    172    —   

EMBRAER 190 – E2

   27    61    11   16 

EMBRAER 195 – E2

   144    47    7   137 

(1)

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events.

The following tables set forth our Commercial Aviation order book as of December 31, 20172019 by aircraft type, customer and country:country.

EMBRAER 170:170(1):

 

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
   Firm
Orders
   Delivered   Firm
Order
Backlog
 

Airnorth (Australia)

   1    1        1    1    —   

Alitalia (Italy)

   6    6        6    6    —   

BA CityFlyer (UK)

   6    6        6    6    —   

Cirrus (Germany)

   1    1        1    1    —   

ECC Leasing (Ireland)(1)

   6    6        6    6    —   

EgyptAir (Egypt)

   12    12        12    12    —   

Finnair (Finland)

   10    10        10    10    —   

GECAS (USA)

   9    9        9    9    —   

JAL (Japan)

   18    17    1    18    18    —   

NAC / Jetscape (EUA)

   1    1     

NAC / Jetscape (USA)

   6    6    —   

LOT Polish (Poland)

   6    6        1    1    —   

Petro Air (Libya)

   2    2        2    2    —   

Regional (France)

   10    10        10    10    —   

Republic Airlines (USA)

   48    48        48    48    —   

Satena (Colombia)(2)

   1    1        1    1    —   

Saudi Arabian Airlines (Saudi Arabia)

   15    15        15    15    —   

Sirte Oil (Libya)

   1    1        1    1    —   

Suzuyo (Japan)

   2    2        2    2    —   

TAME (Equator)

   2    2        2    2    —   

US Airways (USA)

   28    28        28    28    —   

Virgin Australia (Australia)

   6    6        6    6    —   
  

 

   

 

   

 

   

 

   

 

   

 

 

Total

   191    190    1    191    191    —   
  

 

   

 

   

 

   

 

   

 

   

 

 

EMBRAER 175(1):

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Air Canada (Canada)

   15    15    —   

Air Lease (USA)

   8    8    —   

Alitalia (Italy)

   2    2    —   

American Airlines (USA)

   104    90    14 

Belavia (Belarus)

   1    1    —   

CIT (USA)

   4    4    —   

Congo Airways (Congo)

   2    —      2 

ECC Leasing (Ireland)(1)

   1    1    —   

Flybe (UK)

   11    11    —   

- 96 -


Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Fuji Dream (Japan)

   2    2    —   

GECAS (USA)

   5    5    —   

Horizon Air / Alaska (USA)

   33    30    3 

KLM (The Netherlands)

   17    17    —   

LOT Polish (Poland)

   12    12    —   

Mauritania Airlines (Mauritania)

   2    2    —   

Mesa (USA)

   7    7    —   

NAC / Aldus (Ireland)

   2    1    1 

NAC / Jetscape (USA)

   4    4    —   

Northwest (USA)

   36    36    —   

Oman Air (Oman)

   5    5    —   

Republic Airlines (USA)

   217    117    100 

Royal Jordanian (Jordan)

   2    2    —   

Skywest (USA)

   182    156    26 

Suzuyo (Japan)

   11    11    —   

TRIP (Brazil)

   5    5    —   

Undisclosed

   15    —      15 

United Airlines (USA)

   110    90    20 
  

 

 

   

 

 

   

 

 

 

Total

   815    634    181 
  

 

 

   

 

 

   

 

 

 

 

(1)Customer is Embraer’s ECC Leasing, which delivered one aircraft to Cirrus, two to Gulf Air, two to Paramount and one to Satena (delivered by Embraer Defense and Security).
(2)

Aircraft delivered by Embraer Defense and Security.ECC Leasing to Air Caraibes.

EMBRAER 175:190(1):

 

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Air Canada (Canada)

   15    15    —   

ECC Leasing (Ireland)(1)

   1    1    —   

Air Lease (USA)

   8    8    —   

Belavia (Belarus)

   1    —      1 

NAC / Aldus (Ireland)

   —      —      —   

Alitalia (Italy)

   2    2    —   

American Airlines (USA)

   74    64    10 

CIT (USA)

   4    4    —   

Suzuyo (Japan)

   11    8    3 

Flybe (UK)

   15    11    4 

GECAS (USA)

   5    5    —   

Horizon Air / Alaska

   33    10    23 

NAC / Jetscape (USA)

   4    4    —   

KLM (The Netherlands)

   17    12    5 

Mesa (USA)

   7    7    —   

LOT Polish (Poland)

   12    12    —   

Northwest (USA)

   36    36    —   

Oman Air (Oman)

   5    5    —   

Republic Airlines (USA)

   117    117    —   

Royal Jordanian (Jordan)

   2    2    —   

Skywest (USA)

   149    107    42 

TRIP (Brazil)

   5    5    —   

Undisclosed

   15    —      15 

United Airlines (USA)

   65    65    —   
  

 

 

   

 

 

   

 

 

 

Total

   603    500    103 
  

 

 

   

 

 

   

 

 

 

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Aero Republica (Colombia)

   5    5    —   

Aeromexico (Mexico)

   12    12    —   

Air Astana (Kazakhstan)

   2    2    —   

Air Canada (Canada)

   45    45    —   

Air Caraibes (Guadalupe)

   1    1    —   

Air Lease (USA)

   23    23    —   

Air Moldova (Moldavia)

   1    1    —   

Augsburg (Germany)

   2    2    —   

Austral (Argentina)

   22    22    —   

AZAL (Azerbaijan)

   4    4    —   

Azul (Brazil)

   5    5    —   

BA CityFlyer (UK)

   9    9    —   

BOC Aviation (Singapore)

   14    14    —   

China Southern (China)

   20    20    —   

CIAF (Egypt)

   3    —      3 

CIT (USA)

   7    7    —   

Conviasa (Venezuela)

   16    16    —   

Copa (Panama)

   15    15    —   

Dniproavia (Ukraine)

   5    5    —   

ECC Leasing (Ireland)

   1    1    —   

Finnair (Finland)

   12    12    —   

GECAS (USA)

   27    27    —   

Guizhou / Colorful (China)

   9    9    —   

Hainan (China)

   50    50    —   

Hebei (China)

   6    6    —   

JAL (Japan)

   14    14    —   

- 97 -


Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

JetBlue (USA)

   64    64    —   

Kenya Airways (Kenya)

   10    10    —   

KLM (The Netherlands)

   26    26    —   

KunPeng (China)

   5    5    —   

LAM (Mozambique)

   2    2    —   

Lufthansa (Germany)

   9    9    —   

M1 Travel (Lebanon)

   8    8    —   

NAC / Aldus (Ireland)

   21    20    1 

NAC / Jetscape (USA)

   9    9    —   

NAS Air (Saudi Arabia)

   3    3    —   

NIKI (Austria)

   7    7    —   

Regional (France)

   10    10    —   

Republic (USA)

   2    2    —   

Taca (El Salvador)

   11    11    —   

TAME (Ecuador)

   3    3    —   

TRIP (Brazil)

   3    3    —   

US Airways (USA)

   25    25    —   

Virgin Australia (Australia)

   18    18    —   

Virgin Nigeria (Nigeria)

   2    2    —   
  

 

 

   

 

 

   

 

 

 

Total

   568    564    4 
  

 

 

   

 

 

   

 

 

 

EMBRAER 195(1):

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Arkia (Israel)

   1    1    —   

Aurigny (Guernsey)

   1    1    —   

Azul (Brazil)

   59    59    —   

Belavia (Belarus)

   4    4    —   

BOC Aviation (Singapore)

   1    1    —   

Flybe (UK)

   14    14    —   

GECAS (USA)

   12    12    —   

Globalia (Spain)

   12    12    —   

Hainan (China)

   20    20    —   

LOT Polish (Poland)

   4    4    —   

Lufthansa (Germany)

   34    34    —   

Montenegro (Montenegro)

   1    1    —   

NAC / Aldus (Ireland)

   4    4    —   

NAC / Jetscape (USA)

   2    2    —   

Royal Jordanian (Jordan)

   2    2    —   

Trip (Brazil)

   1    1    —   
  

 

 

   

 

 

   

 

 

 

Total

   172    172    —   
  

 

 

   

 

 

   

 

 

 

EMBRAER 190 – E2(1):

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Aercap (Ireland)

   5    5    —   

Air Kiribati (Kiribati)

   2    1    1 

Aircastle (USA)

   5    —      5 

Helvetic (Switzerland)

   12    2    10 

Wideroe (Norway)

   3    3    —   
  

 

 

   

 

 

   

 

 

 

Total

   27    11    16 
  

 

 

   

 

 

   

 

 

 

- 98 -


EMBRAER 195 – E2(1):

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Aercap (Ireland)

   45    4    41 

Air Peace (Nigeria)

   13    —      13 

Aircastle (USA)

   20    —      20 

Azul (Brazil)

   51    —      51 

Binter Canarias (Spain)

   5    3    2 

ICBC (China)

   10    —      10 
  

 

 

   

 

 

   

 

 

 

Total

   144    7    137 
  

 

 

   

 

 

   

 

 

 

 

(1)Customer is Embraer’s ECC Leasing, which delivered one aircraft

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to Air Caraïbes.account for the aforementioned events.

EMBRAER 190:

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Aero Republica (Colombia)

   5    5    —   

Aeromexico (Mexico)

   12    12    —   

Air Astana (Kazakhstan)

   2    2    —   

Air Canada (Canada)

   45    45    —   

Air Caraibes (Guadalupe)

   1    1    —   

Air Lease (USA)

   23    23    —   

Air Moldova (Moldavia)

   1    1    —   

NAC / Aldus (Ireland)

   23    7    16 

Alitalia (Italy)

   —      —      ��   

Augsburg (Germany)

   2    2    —   

Austral (Argentina)

   22    22    —   

AZAL (Azerbaijan)

   4    4    —   

Azul (Brazil)

   5    5    —   

BA CityFlyer (UK)

   9    9    —   

BOC Aviation (Singapore)

   14    14    —   

China Southern (China)

   20    20    —   

CIT (USA)

   7    7    —   

Conviasa (Venezuela)

   16    16    —   

Copa (Panama)

   15    15    —   

Finnair (Finland)

   12    12    —   

GECAS (USA)

   27    27    —   

Guizhou / Colorful (China)

   9    9    —   

Dniproavia (Ukraine)

   5    5    —   

Hainan (China)

   50    50    —   

Hebei (China)

   7    6    1 

JAL (Japan)

   14    11    3 

JetBlue (USA)

   88    64    24 

ECC Leasing (Ireland)(1)

   1    1    —   

NAC / Jetscape (USA)

   9    9    —   

Kenya Airways (Kenya)

   10    10    —   

KLM (The Netherlands)

   26    24    2 

KunPeng (China)

   5    5    —   

LAM (Mozambique)

   2    2    —   

Lufthansa (Germany)

   9    9    —   

M1 Travel (Lebanon)

   8    8    —   

NAS Air (Saudi Arabia)

   3    3    —   

NIKI (Austria)

   7    7    —   

Regional (France)

   10    10    —   

Republic (USA)

   2    2    —   

Taca (El Salvador)

   11    11    —   

TRIP (Brazil)

   3    3    —   

US Airways (USA)

   25    25    —   

Virgin Austrália (Australia)

   18    18    —   

Virgin Nigeria (Nigeria)

   2    2    —   

TAME (Ecuador)(2)

   3    3    —   
  

 

 

   

 

 

   

 

 

 

Total

   592    546    46 
  

 

 

   

 

 

   

 

 

 

(1)Customer is Embraer’s ECC Leasing, which delivered one aircraft to Jet Blue (USA).
(2)Aircraft delivered by Embraer Defense and Security.

EMBRAER 195:

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Arkia (Israel)

   1    1    —   

Aurigny (Guernsey)

   1    1    —   

Azul (Brazil)

   59    59    —   

Belavia (Belarus)

   4    2    2 

BOC Aviation (Singapore)

   1    1    —   

Flybe (UK)

   14    14    —   

GECAS (USA)

   12    12    —   

Globalia (Spanish)

   12    12    —   

Hainan (China)

   20    17    3 

LOT Polish (Poland)

   4    4    —   

Lufthansa (Germany)

   34    34    —   

Montenegro (Montenegro)

   1    1    —   

NAC / Jetscape (USA)

   2    2    —   

NAC / Aldus (Irlanda)

   1    1    —   

Royal Jordanian (Jordan)

   2    2    —   

Trip (Brazil)

   1    1    —   
  

 

 

   

 

 

   

 

 

 

Total

   169    164    5 
  

 

 

   

 

 

   

 

 

 

EMBRAER 175 – E2:

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Skywest (USA)

   100    —      100 

EMBRAER 190 – E2:

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Air Costa (India)

   25    —      25 

Aircastle (USA)

   12    —      12 

Aercap (Ireland)

   22    —      22 

ICBC (China)

   10    —      10 

Hainan (China)

   2    —      2 

Wideroe (Norway)

   3    —      3 
  

 

 

   

 

 

   

 

 

 

Total

   74    —      74 
  

 

 

   

 

 

   

 

 

 

EMBRAER 195 – E2:

Customer

  Firm
Orders
   Delivered   Firm
Order
Backlog
 

Air Costa (India)

   25    —      25 

Aircastle (USA)

   13    —      13 

Aercap (Ireland)

   28    —      28 

Azul (Brazil)

   30    —      30 

Undisclosed

   10    —      10 
  

 

 

   

 

 

   

 

 

 

Total

   106    —      106 
  

 

 

   

 

 

   

 

 

 

For furtheradditional information on trends in our business, see “Item 4B.4. Information on the Company—4B. Business Overview—Business Strategies” and “Item 5A.5. Operating and Financial Review and Prospects—5A. Operating Results—Current Conditions and Trends in our Industry.” For furtheradditional information on risks affecting our business, see “Item 3D.3. Key Information—3D. Risk Factors.”

Termination of Strategic Partnership with Boeing

On January 24, 2019, we entered into the Master Transaction Agreement and certain other Transaction documents with Boeing and certain subsidiaries of Embraer and Boeing, pursuant to which a subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer or a subsidiary of Embraer, and Boeing or a subsidiary of Boeing, would form a joint venture for promotion and development. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. For additional information on the termination of the strategic partnership with Boeing, see Explanatory Note on page 4 of this annual report.

5E.

5E.    Off-Balance Sheet Arrangements

In the normal course of our business, we enter into certainoff-balance sheet arrangements, including financial and residual value guarantees,trade-in obligations, product warranty commitments and operating leases. We also have a number of swap transactions that are described in “Item 11. Quantitative and Qualitative Disclosures about Market Risk.” For a detailed description of our derivative instruments, see Note 89 to our 20172019 audited consolidated financial statements. See also Note 3637.2 to 2017 our 2019 audited consolidated financial statements for additional information on ouroff-balance sheet arrangements. In addition, see “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Some of our aircraft sales may be subject to financial and residual value guarantees andtrade-in options that may require us to make significant cash disbursements.”

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Financial and Residual Value Guarantees

Residual value guarantees provide a third party with a specific guaranteed asset value at the end of a financing agreement and typically ensure that, at the exercise date (between six and 19 years after the aircraft delivery date), the relevant aircraft will have a residual market value of a percentage of the original sale price. Most of our residual value guarantees are subject to a limitation (a “cap”) and, therefore, on average our guaranteed residual value is 11% of the original sale price. In the event of a decrease in the market value of the underlying aircraft and an exercise by the purchaser of the residual value guarantee, we bear the difference, if any, between the guaranteed residual value and the market value of the aircraft at the time of exercise, limited to a cap. Our exposure is mitigated by the fact that the guaranteed party, in order to benefit from the guarantee, must make the aircraft meet specific return conditions.

As of December 31, 2018 and 2017, we had US$25.3 million and US$60.8 million, respectively, deposited in an escrow account (guarantee deposits on sales structure guarantees) as collateral for the financing of certain aircraft sold where we serve as secondary guarantor. As of December 31, 2019, the obligation was settled, and the funds released. For additional information, see Note 11 to our 2019 audited consolidated financial statements.

Assuming all customers supported by financial guarantees defaulted on their aircraft financing arrangements, and also assuming we were required to pay the full aggregate amount of outstanding financial and residual value guarantees and were not able to remarket any of the aircraft to offset our obligations, our maximum unrecorded exposure under these guarantees (less provisions and liabilities) would have been US$220.187.4 million as of December 31, 2017.2019. For furtheradditional discussion of theseoff-balance sheet arrangements, see Note 3637.2 to our 2017 audited consolidated financial statements.

As of December 31, 2017, we had US$60.8 million deposited in an escrow account (guarantee deposits on sales structure guarantees) as collateral for the financing of certain aircraft sold where we serve as secondary guarantor. If the initial guarantor of the debt (an unrelated third party) is required to pay the lender, the initial guarantor will be entitled to the amount in the escrow account. The amount is returned in the form of cash to us at maturity of the financing contracts (until 2021) if the aircraft purchaser does not default on the loan. The interest on the escrow account is added to the principal and recognized by us as financial income. For further information on the escrow accounts, see Note 11 to our 20172019 audited consolidated financial statements.

We allocated the deposits from the escrow accountto 14-year15-year structured notes with the depositary bank in order to earn a better interest rate. This yield enhancement was obtained through a credit default swap transaction, which provides the right of early redemption of the note in case of a credit event by us. Upon a credit event, the note may be redeemed by the holder at the greater of the note’s market value or its original face amount, which would result in a loss to us of all interest accrued on such note to date. Credit events include obligation and payment defaults under the terms of the guarantees above specified thresholds, events related to the restructuring of the obligations above a specified threshold, bankruptcy and a repudiation of and/or moratorium on the obligations above a specified threshold. In December 2017, a portion2018, the total of the structured notes in an aggregate amount of US$169.1 million were released as collateral and isare now recorded as a financial investment. For furtheradditional information on the escrow accounts, see Notes 117 and 1811 to our 20172019 audited consolidated financial statements.

We continuouslyre-evaluate our risk under our guarantees andtrade-in obligations based on a number of factors, including the estimated future market value of our aircraft based on third-party appraisals, including information developed from the sale or lease of similar aircraft in the secondary market, and the credit rating of customers.

The following table provides quantitative data regarding guarantees we render to third parties.parties in the Commercial Aviation business unit, which is classified as discontinued operations in our 2019 audited consolidated financial statements included elsewhere in this annual report. For additional information on our discontinued operations, see “Explanatory Note—Assets Held for Sale and Discontinued Operations.” The maximum potential payments represent the worst-case scenario and do not necessarily reflect the results expected by us. Estimated proceeds from performance guarantees and underlying assets represent the anticipated values of assets we could liquidate or receive from other parties to offset our payments under guarantees.

 

   As of December 31, 
   2017  2016  2015 

Description

  (in US$ millions) 

Maximum financial guarantees

   107.7   191.2   375.9 

Maximum residual value guarantees

   267.4   286.1   300.6 

Mutually exclusive exposure(1)

   (29.0  (32.1  (107.4

Provisions and liabilities recorded(2)

   (126.0  (144.9  (134.8

Off-balance sheet exposure

   220.1   300.3   434.3 

Estimated proceeds from performance guarantees and underlying assets

   266.9   504.4   559.6 

- 100 -


   As of December 31, 

Description

  2019   2018   2017 

Maximum financial guarantees

   35.9    66.6    107.7 

Maximum residual value guarantees

   204.3    253.1    267.4 

Mutually exclusive exposure(1)

   (12.5   (26.9   (29.0

Provisions and liabilities recorded(2)

   (140.3   (137.0   (126.0

Off-balance sheet exposure

   87.4    155.8    220.1 

Estimated proceeds from performance guarantees and underlying assets

   86.9    177.6    266.9 

 

(1)

When an underlying asset is covered by mutually exclusive financial and residual value guarantees, the residual value guarantee may only be exercised if the financial guarantee has expired without having been exercised. On the other hand, if the financial guarantee is exercised, the residual value guarantee is automatically terminated. After a financial guarantee expires without being exercised, there is an average three-month period in which a guaranteed party may exercise the residual value guarantee. This means that our exposure to mutually exclusive financial and residual value guarantees covering a single underlying asset cannot be cumulative. Therefore, the maximum exposure shown in this line item is not an aggregate amount of the combined value of mutually exclusive financial and residual value guarantees covering a single underlying asset.

(2)

Represents the sum of our financial and residual value guarantees. For furtheradditional information on our provisions recorded and liabilities, see Note 2526 to our 20172019 audited consolidated financial statements).statements.

As discussed in Note 11 to our audited consolidated financial statements, as of December 31, 2017, 2016 and 2015, we maintained escrow deposits in the total amount of US$60.8 million, US$177.0 million and US$245.2 million, respectively, in favor of third parties for whom we have provided financial and residual value guarantees in connection with certain aircraft sales financing structures.

Because of a reorganization solicitation (Chapter 11) of the customer Republic Airways Holding, filed on February 25, 2016 with the United States of America, we made a provision of US$100.9 million, considering the best estimates onat that momenttime based on the information contained in the reorganization filing document, to cover losses related to obligations with financial guarantees offered to the main financing agent of the ERJ 140/145 aircraft, acquired by this customer. In November 2016, we signed a firm sale for 24 E175 jets with United Airlines. This order represents a transfer of 24 E175 jets previously placed with Republic, which were cancelled.canceled. During 2016, the reorganization process developed, and we assumed the responsibility of buying back the ERJ 140/145 operated by Republic Airways until then. The provision made in 2015 was sufficient to cover Embraer’s losses with Republic Airways reorganization in a total amount of US$94.7 million related to guarantees and ERJ 140/145 aircraft repurchase. The differencedifferences between the US$100.9 million provisioned in 2015 and the losses described above were reverted. Republic Airways was also subject to liquidated damages for contract settlements and accounts receivable within Embraer’s MRO business. To compensate Embraer, Republic Airways issued unsecuredpre-petition claims in a total of US$106.0 million, losses on receivables (US$7 million), liquidated damages (US$12 million) and financial guarantees (US$87 million). The values described are the face value of the unsecuredpre-petition claims, however, their market price may be lower than that,those figures, considering our best estimates. InOn December 31, 2017,2018, these claims were recognized at approximately 5556 cents on each US$1.00 (total of US$58.1.059.7 million recognized). As of December 31, 2017,2019, the obligations assumed in accounts payable was US$30.8 million. For further information on the effects of this reorganization, see Note 25 and 33 to our audited consolidated financial statements.were settled.

Trade-in Obligations

We sometimes providetrade-in options to our customers in purchase agreements for new aircraft. These options provide customers with the right to trade in aircraft upon the purchase and acceptance of a new aircraft. Thetrade-in price for commercial aircraft is determined in the manner discussed under “Item 5. Operating and Financial Review and Prospects—5A. Operating Results—Critical Accounting Estimates—Guarantees andTrade-In Rights.Estimates.” In 2017,2019, we accepted 2317 aircraft, of which one was from our Commercial Aviation business unit and 16 were from our Executive Jet business unit, with a total invoiced value of US$114.084.9 million fortrade-in pursuant totrade-in options. In the aggregate, we are currently subject totrade-in options relating to 11 aircraft, as a result oftrade-ins tied to contractual obligations with customers and to their taking delivery of certain new aircraft. In addition, other aircraft may become subject totrade-in due to new sales agreements. Thetrade-in price is determined based on the new aircraft sold, as well as other factors, including a market value assessment performed by independent third partythird-party appraisers. For further information on ourtrade-in options, see Note 36 to our 2017 audited consolidated financial statements.

We continue to monitor alltrade-in commitments to anticipate any adverse economic impact they may have on our financial condition. We may be required to accepttrade-ins at prices that are slightly above the then-market price of the aircraft, which would result in financial loss for us when we resell the aircraft. Based on our current evaluation and on third-partiesthird-parties’ appraisals, we believe that any aircraft accepted in connection withtrade-in commitments may be sold or leased in the market without significant profits or losses. For furtheradditional information on our guarantees, see “Item 5. Operating and Financial Review and Prospects—5A. Operating Results—Critical Accounting Estimates—Residual Value Guarantees.”

Operating Leases

Our parent company operating leases refer to telephone and computer equipment, and those relating to our subsidiaries in the United States relate tonon-cancelable operating leases of land and equipment. These leases expire at various dates through 2040. Payments made under operating leases are amortized on the statement of income according to the straight-line method over the contract period. For further information on our operating leases, see Note 36 to our audited consolidated financial statements.- 101 -


5F.

5F.    Tabular Disclosure of Contractual Obligations

The following table and discussion provide additional disclosuredisclosures regarding our material contractual obligations and commercial commitments from our continuing operations as of December 31, 2017:2019:

 

  Total   Less
than 1
year
   1 – 3
years
   3 – 5
years
   More
than 5
years
 

Contractual Obligations

  (in US$ millions)   Total   Less than
1 year
   1 – 3
years
   3 – 5
years
   More
than 5
years
 
  (in US$ millions) 

Loans and financing(1)

   5,400.7    491.6    784.9    1,220.2    2,904.0    148.5    45.8    58.5    10.5    33.7 

Operating leases

   37.8    6.7    8.0    4.4    18.7 

Recourse and non recourse debt

   364.1    17.6    332.7    8.1    5.7 

Lease(2)

   40.4    8.7    12.8    5.0    13.9 

Recourse andnon-recourse debt

   17.6    4.0    7.9    4.4    1.3 

Customer advances

   903.3    799.2    72.2    25.7    6.2    615.3    586.5    28.8    —      —   

Suppliers

   824.7    824.7    —      —      —      358.0    358.0    —      —      —   

Financial guarantees

   156.8    22.2    52.5    31.1    51.0 

Other Liabilities

   255.2    11.4    46.1    92.3    105.4 

Other liabilities

   128.1    3.2    52.8    70.4    1.7 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total

   7,942.6    2,173.4    1,296.4    1,381.8    3,091.0    1,307.9    1,006.2    160.8    90.3    50.6 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

(1)

As of December 31, 2019, our liabilities held for sale include loans and financing which the undiscounted total amount is US$4,141.3 million, of which (i) US$330.8 million are due in less than 1 year, (ii) US$1,012.5 million are due between one and three years, (iii) US$781.4 million are due between three and five years, and (iv) US$2,016.6 million are due in more than five years. For additional information on the loans and financing classified as held for sale, see Note 21 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

(2)

Includes future cash flows of lease liabilities and short-term andlow-value leases.

The above table shows the sum of the outstanding principal and anticipated interest due at maturity date. For fixed rate loans, the interest expenses were calculated based on the rate established in each debt contract. For floating rate loans, the interest expenses were calculated based on a market forecast for each period (LIBOR 6m – 12m), dated December 31, 2017.2019. This floating rate exposure is managed through derivatives operations. For furtheradditional information on our derivative instruments, see “Item 11. Quantitative and Qualitative Disclosures About Market Risk.”

The above table does not reflect contractual commitments related totrade-in options and financial and residual value guarantees discussed in “Item 5E.Off-Balance Sheet Arrangements” above. For furtheradditional information on risks related to our guarantees, see “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Some of our aircraft sales may be subject to financial and residual value guarantees andtrade-in options that may require us to make significant cash disbursements.” Also, the table does not reflect our sponsorship in the defined contribution pension plan for our employees, participation in which is optional, and our participation, recognized as expense, is expected to be around US$22.220.9 million per year.

Other liabilities include taxes and payroll charges payable in the total amount of US$140.912.7 million as of December 31, 2017.2019. The above table does not reflect any information related to our derivative instruments, which are discussed more fully in “Item 11. Quantitative and Qualitative Disclosures About Market Risk.”

5G. Safe Harbor

See “Special Note Regarding Forward-Looking Statements.”

 

ITEMItem 6.

DIRECTORS, SENIOR MANAGEMENT AND EMPLOYEES

6A.    Directors and Senior Management

6A.

Directors and Senior Management

We are managed by our board of directors (conselho de administração), composed of a minimum of nine and a maximum of 11 members, and our board of executive officers (diretoria), composed of no less than four and no more than 11 members (each an executive officer). We have a permanent Fiscal Councilfiscal council (Conselho Fiscalconselho fiscal), which is composed of at least three and no more than five members and an equal number of alternates.

- 102 -


There are no family relationships among the members of our board of directors and/or our board of executive officers.

Board of Directors

Our board of directors meets ordinarily meets eight times a year and extraordinarily when called by the Chairman.chairman. It has responsibility,is responsible for, among other things, for establishing our general business policies and for electing our executive officers and supervising their management.

Our board of directors is appointed by our shareholders for atwo-year term, reelection is permitted, and there are three reserved seats as follows: (i) one actingeffective and one alternate member to be appointed by the Brazilian government, as holder of the “golden share,” and (ii) two actingeffective and two alternate members to be appointed by our employees, Alexandre Magalhães Filho and Dejair Losnak Filhoemployees. The remaining eight effective directors are elected in accordance with the slate voting, or cumulative voting, rules contained inaccording to our bylaws. For furtheradditional information on the rules and procedures regarding the nomination and election of our board members, see “Item 10B.10. Additional Information—10B. Memorandum and Articles of Association—Board of Directors—Election of Board of Directors.” There is no mandatory retirement age for our directors.

UnderAccording to the rules of theNovo Mercado, the members of our board of directors have agreed to comply with theNovo Mercado Listing Ruleslisting rules and with the rules of the B3 Arbitration Chamber before taking office. In order to take office, and for this purpose have entered intothe members of the board of directors must execute a Statementterm of Consent from the Directorsinvestiture (Termotermo de Anuência dos Administradoresposse).

Set forth below are the names, ages, positions, the year first elected and brief biographical descriptions of the members of our board of directors, elected at ouras of the date of this annual shareholders’ meeting held on April 12, 2017:report:

 

Name

  Age   Position  Year First
Elected
to Board
   Age   

Position

  Year First
Elected
to Board
 

Alexandre Gonçalves Silva

   73   Chairman of the Board of Directors   2011    75   Chairman of the Board of Directors   2011 

Sérgio Eraldo de Salles Pinto

   53   Member of the Board of Directors   2009 

Raul Calfat

   67   Vice-President of the Board of Directors   2017(1) 

Alexandre Magalhães Filho

   65   Member of the Board of Directors   2015    67   Member of the Board of Directors   2015 

Cecília Mendes Garcez Siqueira

   60   Member of the Board of Directors   2015(1) 

Dejair Losnak Filho

   54   Member of the Board of Directors   2017 

Israel Vainboim

   73   Member of the Board of Directors   2009 

Dan Ioschpe

   55   Member of the Board of Directors   2020 

Edmilson Saes

   58   Member of the Board of Directors   2019 

Jeferson Domingues de Freitas

   60   Member of the Board of Directors   2020(2) 

João Cox Neto

   54   Member of the Board of Directors   2011    57   Member of the Board of Directors   2011 

José Magno Resende de Araujo

   58   Member of the Board of Directors   2013(2) 

Márcio de Souza

   54   Member of the Board of Directors   2015 

Maria Leticia de Freitas Costa

   57   Member of the Board of Directors   2017    60   Member of the Board of Directors   2017 

Pedro Wongtschowski

   71   Member of the Board of Directors   2015    74   Member of the Board of Directors   2015 

Raul Calfat

   65   Member of the Board of Directors   2017 

Sergio Guillinet Fajerman

   48   Member of the Board of Directors   2020 

 

(1)Cecília Mendes Garcez Siqueira was also a member from April 2009 to April 2011.

Appointed as the vice-president of our board of directors on May 18, 2020.

(2)

Elected as an alternate member for Mr. Antonio Franciscangelis Neto.José Magno Resende de Araujo.

Alexandre Gonçalves Silva.Mr. Silva holds a BSBachelor of Science degree in Mechanical Engineeringmechanical engineering from PUCPontifícia Universidade Católica do Rio de Janeiro.Janeiro (PUC Rio de Janeiro). In his40-year career, he has occupied positions in several areas, including 22 years as a CEO. Mr. Silva was the CEO of GEGeneral Electric (GE) in Brazil from 2001 to 2007 and since then, Mr. Silvahe has occupied positions on boards of directors of various companies. Mr. Silva is Chairman of the Board of Directors of Embraerchairman and an independent member of our board of directors and an independent member at Fibria Celulose,of the board of directors of Votorantim Cimentos, Ultrapar, Nitroquímica and Nitroquímica.Iochpe-Maxion. Since 2003, Mr. Silva is also a Pro Bono Boardpro bono board member of the American Chamber of CommerceCommerce.

Raul Calfat. Mr. Calfat holds a degree in business administration fromFundação Getúlio Vargas (FGV). Mr. Calfat (i) was the CEO of Votorantim S.A. until December 2013, and the chairman of the board of directors of Votorantim S.A. from January 2014 until April 2019; (ii) has been the chairman of the board of directors of Aché Laboratórios Farmacêuticos since 2003.September 2018; (iii) has been an independent board member of

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Duratex S.A. since 2015; (iv) has been a member of the board of directors of theSírio-Libanês Hospital since August 2015; and (v) is a senior advisor at RGE Pte Ltd (Singapore), Macquarie Serviços Agricolas Participações Ltda and at Bracell SP Cellulose Ltda. Mr. SilvaCalfat is an independent member of our board of directors, and also acts as the Boardcoordinator of Directors of Embraer.

Sérgio Eraldo de Salles Pinto.Mr. Salles Pinto has been CEO of Bozano Group since 2011our strategy committee and he was an Executive Officer from 2000 to 2010. From 1988 to 2000, he worked at several companies of Banco Bozano, Simonsen S.A. He was originally elected to the Board of Directors of Embraer in April 2009 and he is an independent member, beingas a member of the Human Resources Committeeour audit, risks and coordinator of the Audit and Risk Committee. Mr. Salles Pinto earned undergraduate degrees in Economics and Electrical Engineering from the Center of Unified Teaching of Brasília (CEUB) and the University of Brasília (UnB), respectively. He holds a Master’s degree in Economics from Fundação Getúlio Vargas—Rio de Janeiro (EPGE) and a Master’s degree in Administration from the Catholic University of Rio de Janeiro (PUC). Mr. Salles Pinto is the Chairman of the Board of Directors of Bozano Investimentos Gestora de Recursos, a member of the Board of Directors of Azul Linhas Aéreas and Vice-President of the Board of Directors of Ouro Preto Óleo e Gás.ethics committee.

Alexandre MagalhãMagalhães Filho.Mr. Magalhães Filho hasholds a degree in accounting sciences fromFaculdade de Ciências Econômicas e Administrativas Professor Ulisses Vieira, class of 1975, with a specialization in budget performance.analysis. He has been an employee of Embraer since 1986, where he has heldholding the following positions: (i) budget supervisor, from 1986 to 2008, Budget Supervisor, Assistant Controllership Officer,2008; (ii) assistant controllership officer; (iii) pricing and Pricing and Economic Planning Manager;economic planning manager, from 2008 to 2010, Costs Manager. His current position2010; and (iv) costs manager. Mr. Magalhães Filho is Tax, Costa member of our board and Accounting Procedures Manager, and he isalso acts as a financial process manager in charge of cost, accounting and tax procedures, including products and services costing, accounting for 29 companies, controllership and IFRS accounting consolidation for 50 companies in the Embraer group, and tax operations. Mr. Magalhães Filho sat onwas a member of the Fiscal Council of:fiscal council of (i) Banco do Brasil Previdência Privada (BBPREV) from 1997 to 2009; (ii) Embraer Prev – Sociedade de Previdência Complementar from 2010 to 2012, beingand reelected for the periodtwo terms from 2015 to 2018;2018 and from 2018 to 2021; and (iii) Cooperativa dos Empregados da Embraer (Cooperemb), from 2009 to 2011, and was also elected to their board of directors from 2015 to 2017. He is also a member of the fiscal council of Instituto Embraer de Educação e Pesquisas, since 2001; and (iv) Cooperativa dos Empregados da Embraer (Cooperemb) from 2009 to 2011, was elected to the Board of Directors for the 2015-2017 term.2001. Mr. Magalhães Filho was an alternate director for the representative of the Embraer Employees Investment Club (CIEMB) on the Boardour board of Directors of Embraerdirectors from 2013 to 2015, was elected as an actingeffective director for the 2015-2017 termthree consecutive terms, from 2015 to 2017, 2017 to 2019 and has been nominated2019 to 2021, as appointed by Embraer’s employees to be reelected for the 2017–2019 term.employees.

Cecília Mendes Garcez SiqueiraDan Ioschpe. Ms. SiqueiraMr. Ioschpe holds a bachelor’s degree in educationjournalism fromUniversidade Federal do Rio Grande do Sul (UFRS), class of 1986, with a specialization in marketing fromEscola Superior de Propaganda em Marketing (ESPM São Paulo), class of 1988, and an MBA in General Business – Top Executives and Pension Plan Management, as well as a master’s degree in business management. She has been an employeefrom the Amos Tuck School at Dartmouth College, class of BB since 1979, where she has held the following positions: 1979 to 2002, various positions; 2002 to 2010, Chief Planning Officer, and currently Chief Administrative Officer. Ms. Siqueira served on the Board of Directors of Neoenergia from 2002 to 2005, where she also acted as Coordinator of the HR Committee. From 2005 to 2008, Ms. Siqueira served as Vice Chairman of the Board of Directors of CPFL Energia, where she also acted as Coordinator of the HR Committee. She served as a director of Embraer from 2008 to 2011, where she also sat on the Strategies and Risk Committee. Ms. Siqueira also sat on the Board of Directors of Sauípe S.A. from 2011 to 2013. Ms. Siqueira1991. Since May 2020, Mr. Ioschpe is an independent member of our board of directors , and also a member of our strategy committee. He is the Boardchairman of Directorsthe board of Embraer.directors of Iochpe-Maxion S.A., an independent member of the board of directors of Cosan S.A., Profarma S.A, WEG S.A., Marcopolo S.A. and BRF S.A., a chairman of the board of directors of Sindipeças and IEDI, and a chairman of FET/CNI (CNI Transnational Business Forum). Mr. Ioschpe held several positions in Iochpe-Maxion S.A., among them the chairman of AGCO do Brasil and the chairman of Iochpe-Maxion S.A.

Dejair Losnak FilhoEdmilson Saes.. Dejair Losnak Filho Mr. Saes holds a Bachelor’s Degreebachelor’s degree in Lawcivil engineering from theUniversidade do Vale do Paraíba in São José dos Campos, in 2011; holds(Univap), class of 1986, with a post-graduatepostgraduate degree in Social Securitystrategic business management fromInstituto Nacional de Pós Graduação(INPG), class of 2000, and Labor Law, by UNISAL,also did an aircraft design course at the University of Kansas in 2013; holds a post-graduate degree in Social Security Law from Faculdade Legale, in São Paulo; and a course for Members of the Board of Directors by the Instituto Brasileiro de Governança Corporativa (IBGC) in November and December 20172001. Mr. LosnakSaes was elected in 2017 aApril 2019 as an effective member of our board of directors, by the Boardnon-shareholder employees of DirectorsEmbraer. He has also been an employee of Embraer S.A.by representativessince March 1982, working in several positions, including his current position as a product development/systems engineer.

Jeferson Domingues de Freitas. Mr. Domingues de Freitas is an alternate member ofnon-shareholders, our board of directors, and has been Programmerwas appointed by the Brazilian Federal Government as the holder of Productionour “golden share.” Since July 2017, he is a lieutenant air brigadier of the company since 2003.

Israel Vainboim. Mr. Vainboim was a memberBrazilian Air Forces, holding the position of general director of the BoardDepartment of DirectorsAerospace Control (Departamento de Controle do Espaço Aéreo), and was declared“Aspirante-a-Oficial Aviador” in December 1981. He has served in several positions in the military field. Mr. Domingues de Freitas completed a number of Itaú Unibanco S.A. from 2009 to April 2015.academic courses, including the official airmen training course at the Brazilian Air Force Academy (Academia da Força Aérea), officer improvement course at the School of Officers’ Improvement (Escola de Aperfeiçoamento de Oficiais), command and staff training at the Command and General Staff School (Escola de Comando e Estado-Maior), aerospace policy and strategy course at the Command and General Staff School, and management of outsourcing contracts course at theEscola de Administração Fazendária (ESAF). He is a member of the Board of Directors of Cia. Iochpe-Maxion, member of the Board Council of MAM (Museu de Arte Moderna de São Paulo), member of the Board of Alfredo Volpi of Modern Art Institute, member of the Board of MASP, Vice-President of the Board of Albert Einstein Hospital in São Paulo and Chairman of the Board of the Brazilian-Israeli Chamber of Commerce. Mr. Vainboim served at Unibanco in various capacities since 1969. Mr. Vainboim was also the President of Unibanco from 1988 to 1992 and member of its Board of Directors until 2008. Mr. Vainboim was president of Unibanco Holdings S.A. from 1994 to 2007, Chairman of the Board of Directors and President of the Audit Committee of Unibanco Holdings S.A. from 2007 to February 2009. He was first elected to the Board of Directors of Embraer in April 2009 and he is an independent member. Mr. Vainboim earned an undergraduate degree in Mechanical Engineering from the Federal University of Rio de Janeiro and holds an MBA degree in strategic management from Stanford University.theUniversidade Federal Fluminense. Mr. Domingues received several awards, among them, the Order of Merit of Defense – Official Grand Degree, the Aeronautical Order of Merit – Grand Cross Degree, the Order of Naval Merit – Official Grand Degree, the Order of Military Merit – Official Grand Degree, the Order of Military Judicial Merit, and the Order of Merit Military Public Ministry.

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João Cox Neto.Mr. Cox hasholds a bachelor’s degree in economics from theUniversidade Federal University ofda Bahia(UFBA) and extended his postgraduate studiesdegrees in economics at the fromUniversité du Québec in a Montréal Quebec, Canada,à Montreal and from the College of Petroleum and Energy Studies atof Oxford University. He currently serves as ChairmanMr. Cox is the chairman of the board of directors of Estácio ParticipaçõesVivara S.A. and as, a member of the boards of directors of Petrobras S.A., Embraer S.A., Braskem S.A. and Linx S.A., as well as the coordinator of our audit, risks and Braskem S.A.ethics committee and a member of our personnel and governance committee. He is athe founding partner and managing director of Cox InvestimentsInvestments & Advisory. Between 2006 and 2010, Mr. Cox served as CEO and vice-chairman of Claro. In 2005, he was the vice-chairman of the board of directors of Cellcom Israel. He served as CFO and investor relations officer of Telemig Celular Participações and Tele Norte Celular Participações from April 1999 to August 2004 and also as CEO of Telemig Celular and Amazonia Celular from August 2002 to August 2004. In addition,Additionally, Mr. Cox has served as a member of the boards of directors of certain companies in Brazil, Argentina, Hollandthe Netherlands and Israel. He served as a board member of the CRSFN—Israel, including Qualicorp S.A., National Financial System ResourcesAppeals Council (CRSFN), ABRASCA (Brazilian Association of Publicly HeldPublicly-Held Companies) and IBRI (Brazilian Institute of Investors’Investor Relations). Mr. Cox is an independent member of the Board of Directors of Embraer, also acting as a head of the Governance and Human Resources Committee and member of the Audit and Risks Committee.

José Magno Resende de Araújo. On April 8, 2016, Mr. Araújo was appointed as Economic and Finance Secretary of the Brazilian Air Force (Secretaria de Economia, Finanças e Administração da Aeronáutica). He served as Chief of Staff for the Brazilian Air Force command from April 20, 2012 to April 8, 2016, as Commander of the Brazilian Air Force Training and Adaptation Center (Centro de Instrução e Adaptação da Aeronáutica) from April 7, 2011 to April 12, 2012 and as head of the Brazilian Air Force Congressional Support (Assessoria Parlamentar da Aeronáutica), from July 17, 2008 to April 7, 2011. Mr. Araújo completed several academic courses, including the Official Airmen Training Course at the Brazilian Air Force Academy in Pirassununga, SP in 1980, the Aerospace Policy and Strategy Course, the Command and Staff Course and an MBA in Strategic Institutional Management in 2006.

Maria Leticia de Freitas CostaCosta.. Maria Letícia de FreitasMrs. Costa holds a Bachelor of Science degree in Production Engineeringindustrial engineering from the Polytechnical School of the University ofUniversidade de São Paulo in, class of 1982, and aan MBA degree from the Samuel Curtis Johnson School of Business at Cornell University, inclass of 1986. Mrs. Costa is an independent member of our board of directors, also acting as the coordinator of our personnel and governance committee and as a member of our strategy committee.Mrs. Costa is also a partner at Prada Assessoria Empresarial Ltda., since 2010; member of the Boardboard of Directorsdirectors of Localiza S.A., since 2009; member of the Board of Directors of RBS Mídia, since 2016; member of the Board of Directors of BBBrasilSeg and Mapfre Holding since 2015; member of the Boardboard of Directorsdirectors of Martins S.A. since 2014; a member of the board of directors of Totvs S.A. since 2017; a member of the board of directors of Mapfre S.A., since 2015; and a member of the Board of Directors of Martins S.A., since 2014; member of the Board of Directors of Totvs S.A.; member of the Audit Committeestrategy committee of Votorantim Cimentos since 2015;2018. She was also a member of the Audit Committeeboard of directors of RBS Mídia from 2016 to 2018; member of the audit committee of Votorantim Cimentos from 2015 to 2018; member of the audit committee of Votorantim Metais (VMH and CBA), from 2015 to 2017; Post graduation Directorpost-graduation director of the Insper Institute of Education and Research from 2011 to 2015; member of the Boardboard of Directorsdirectors of Marcopolo from 2012 to 2016; member of the Boardboard of Directorsdirectors of Gafisa S.A., from 2011 to 2012; member of the Audit Committeeaudit committee of Votorantim Industrial from 2012 to 2014; and a member of the Strategy Committeestrategy committee of Bematech S.A., from 2014 to 2015. Mrs. Costa

Márcio de Souza. Mr. Souza holds a bachelor’s degree in law from theUniversidade Católica de Petrópolis, class of 1989; an MBA degree in project management fromFundação Getúlio Vargas, class of 2009. He has also concluded specialization courses in writ of mandamus at theUniversidade Católica de Petrópolis in 1993; executive development atInsper in 2017; obtained a certification inCPA-20 in 2014; and pension funds manager certification – ICSS in 2016. Mr. Souza is an independent member of Embraer’s Boardour board of Directors anddirectors, a member of our audit, risks and ethics committee and a management director of Previ –Caixa de Previdência dos Funcionários do Banco do Brasil. At Previ he is responsible for the Human Resources Committee.departments of administrative support, people management, information technology, accounting, financial control, process mapping and controlling, as well as managing the daily operation of the entity. Mr. Souza has had an extensive career at Banco do Brasil and at Previ, working in several positions since 1981.

Pedro Wongtschowski.Mr. Wongtschowski served as General Managerholds a bachelor’s degree in chemical engineering and master and PhD degrees in engineering from the Polytechnical School of the University of São Paulo (Universidade de São Paulo), classes of 1970, 1978 and 1998, respectively. He was the general manager of Oxiteno S.A. (1992-2006).from 1992 to 2006. From January 2007 to December 2012, he served as Presidentwas the president of ULTRAPAR Participações S.A., a public company doing business in the fields of fuel distribution (Ipiranga)(Ipiranga), LPG distribution (Ultragaz)(Ultragaz), bulk liquid logistics (Ultracargo)(Ultracargo), and specialty chemicals manufacturing (Oxiteno). HeMr. Wongtschowski is a member of the Boardboard of Directorsdirectors of Ultrapar Participações S.A. Mr. Wongtschowski is, an independent director of Embraer S.A., Votorantim S.A. and Centro de Tecnologia Canavieira S.A.

Raul Calfat.Raul Calfat holds a degree in business administration from Fundação Getúlio Vargas’ Business School. Mr. Calfat was CEO, until December 2013, and is Chairman of the Board of Directors of Votorantim S.A., since January 2014; member of the Board of Directors of Fibria S.A., since 2009; independent board member of Duratex S.A., since 2015; and member of the Board of Directors of theSírio-Libanês Hospital, since August 2015. Calfat is an independent member of Embraer’s Board of Directors andas well as a member of the Strategy Committeeour strategy committee.

Sergio Guillinet Fajerman. Mr. Fajerman holds a Bachelor of Science degree in economics fromUniversidade do Rio de Janeiro (UFRJ) in 1998, an MBA degree in corporate finance from IBMEC in 2020 and the Auditan MBA degree from INSEAD in Fontainebleau, France in 2004. Since May 2020, Mr. Fajerman is a member of our board of directors, also acting as a member of our personnel and Risk Committee.governance committee, and a partner and executive director of personnel at Itaú Unibanco since 2017.

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Committees

Three committees were formed to assist the board of directors in its duties and responsibilities:

 

  

Strategies CommitteeCommittee.: thisThis committee has no executive power.power and its members are appointed by our board of directors. The majority of its members shall be independent members of our board of directors, and the remaining members can be external members, pursuant to paragraph 1 of Section 34 and paragraph 3 of Section 37 of our bylaws. The primary purpose of the Strategies Committeeour strategies committee is to assist the board of directors. The members of our board of directors and board of executive officers may serve on this committee. The Strategies Committee’sstrategies committee’s responsibilities include assisting the board of directors in the formulationperformance of its duties, focused on the following areas: (i) strategic objectives and macro-projects relating to our strategic plan and action plan, and (ii) potential opportunities in the assessment of new business. As of the date of this annual report, the members of our strategic plan. The current members ofstrategies committee are the Strategies Committee are Israel Vainboim (coordinator)following: Raul Calfat (coordinator and independent director), Alexandre Gonçalves Silva,Dan Ioschpe (independent director), Maria Leticia de Freitas Costa (independent director), Pedro Wongtschowski (independent director), and Raul Calfat.Israel Vainboim (external member).

 

  

Audit, Risk and RisksEthics Committee:. See “Item 6C. Board Practices—Audit, Risks and RisksEthics Committee” below.

 

  

Human Resources Committee(known internally as the “PersonnelPersonnel and Governance Committee”): theCommittee.This committee has no executive power and its members are appointed by our board of directors. The majority of its members shall be independent members of our board of directors, and boardthe remaining members can be external members, pursuant to paragraph 1 of executive officers may serve on this committee.Section 34 and paragraph 3 of Section 37 of our bylaws. The purpose of this committee is to assist the board of directors with matters related to human resources issues, which include appointingincluding appointment of executive officers and removingremoval of executive officers from office and designatingdesignation of their duties as provided by theaccording to our bylaws, compensation and human relations policy and transferringtransfer of our resources to employee associations, charity and recreational entities, to the private security fund and foundation. In addition, theAdditionally, this committee also assists our board of directors inwith corporate governance matters. The currentAs of the date of this annual report, the members of the Personnelpersonnel and Governance Committeegovernance committee are João Cox Neto (coordinator), Alexandre Gonçalves da Silva, Cecília Mendes Garcez Siqueira, Sérgio Eraldo de Salles Pinto andthe following: Maria Leticia de Freitas Costa.Costa (coordinator and independent director), João Cox Neto (independent director) and Sergio Guillinet Fajerman (independent director).

 

  

Conselho FiscalFiscal.: See “Item“—Item 6C. Board Practices—Audit, Risks and RisksEthics Committee—Conselho Fiscal” below.

Executive Officers

Our executive officers are responsible for ourday-to-day management. The board of executive officers has responsibilities established by our bylaws and by the board of directors.

The terms of office for our executive officers are two years and reelection is permitted.allowed.

The vote of at least seven members of our board of directors is necessary to remove an executive officer.

Our bylaws prohibit any executive officer from also serving simultaneously as a member of our board of directors.

UnderAccording to the rules of theNovo Mercado, the members of our executive officers haveboard of directors agreed to comply with theNovo Mercado Listing Ruleslisting rules and towith the rules of the B3 Arbitration Chamber before taking office. In order to take office, and for this purpose have entered intothe members of the board of directors must execute a Statementterm of Consent from the executive officersinvestiture (Termotermo de Anuência dos Administradoresposse).

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Our chief executive officer’s tenure will end on April 2021, at our annual and special general shareholders’ meetings. We expect to announce our new president and chief executive officer on or before this date.

Set forth below are the names, ages, positions, the year first elected and brief biographical descriptions of our current executive officers, as of the date of this annual report:

 

Name

  Age   

Position

  Year
First
Elected
 

Paulo Cesar de Souza e Silva

   62   President and Chief Executive Officer   2016(1) 

Fabiana Klajner Leschziner

   46   Executive Vice President—General Counsel & Chief Compliance Officer   2016 

Hélio Bambini Filho

   55   Executive Vice President—Operations   2017 

Jackson Medeiros de F. Schneider

   53   Executive Vice President—Defense and Security   2014 

Johann Christian Jean Charles Bordais

   45   Executive Vice President—Services and Support   2017 

John S. Slattery

   49   Executive Vice President—Commercial Aviation   2016 

José Antonio de Almeida Filippo

   57   Executive Vice President—Chief Financial and Investor Relations Officer   2012 

Mauro Kern Junior

   57   Executive Vice President for Engineering   2015 

(1)Elected as president and CEO in 2016 and elected as Executive Vice President—Commercial Aviation in 2010.

Name

  Age   

Position

  Year
First
Elected
 

Francisco Gomes Neto

   62   President and Chief Executive Officer   2019 

Antonio Carlos Garcia

   55   Executive Vice President – Chief Financial and Investor Relations Officer   2020 

Daniel Moczydlower

   44   Executive Vice President – Engineering and Technology   2019 

Fabiana Klajner Leschziner

   48   Executive Vice President – General Counsel & Chief Compliance Officer   2016 

Jackson Medeiros de F. Schneider

   55   Executive Vice President – Defense and Security   2014 

Nelson Krahenbuhl Salgado

   59   Executive Vice President of Operations   2018 

Paulo CesarFrancisco Gomes Neto. Mr. Gomes Neto holds a degree in electrical engineering fromUniversidade de Souza e Silva.Mogi das Cruzes (UMC), class of 1981, and an MBA degree in controlling and finance fromUniversidade de São Paulo (USP), class of 2001. He has also concluded specialization courses in business administration atFundação Getúlio Vargas (FGV) in 2000, finance and risk management at St. John’s University in 2002, executive education programs at University of Michigan in 2002 and atInstituto Brasileiro de Governança (IBGC) in 2018. Mr. Paulo CesarGomes Neto is our president and chief executive officer since May 2019. He has beenextensive experience in management positions, including CEO positions for approximately 20 years, in the transportation sector in Brazil and abroad. Mr. Gomes Neto was the CEO of Embraer S.A. since July 2016. Mr. Silva joined EmbraerMarcopolo Group, one of the leading bus body manufacturers in 1997 as Vice President for customer financing. In 2010,the world, when he was appointed President & CEO of Embraer Commercial Aviation, position he held until June 2016. As Embraer’s representative at Aviation Working Group, an international industry organization dedicated to developing initiatives to fosterled the company transformation process, generating strong sales growth and facilitate advanced aviation financing, Mr. Silva contributed to the development and implementationmarket value for the Cape Town Treatybusiness. He was also the CEO Americas of the company Mann+Hummel and was the Aircraft Sector Understanding (ASU)president of Knorr Bremse, a leading company in commercial vehicle control systems.

Antonio Carlos Garcia.Mr. Garcia holds a degree in accounting fromFaculdades Integradas Campos Salles, which regulatesclass of 1989, and an MBA degree in business administration from Pontifícia Universidade Católica de São Paulo (PUC – São Paulo), class of 1999. Mr. Garcia is our executive vice president, financial and investor relations officer since January 1, 2020. Mr. Garcia worked at ThyssenKrupp where he served as global CFO of the termsforged technologies business unit in Germany. Previously, he worked for six years at the ZF Group in Brazil and conditions for Export Credit Agencies support. Both are key instruments toover eighteen years at the airlines gaining access to efficient aircraft financing. Siemens Group, where he worked in several business segments.

Daniel Moczydlower.Mr. SilvaMoczydlower holds amagna cum laude degree in chemical engineering from theUniversidade Federal do Rio de Janeiro(UFRJ), and a masters of modeling, simulation, and process control from COPPE at UFRJ. He is our executive vice president, engineering and technology, since 2019. Mr. Moczydlower has been a member of the Conquistadores Del Cieloconsulting board of Project Management Institute Rio de Janeiro(PMI-Rio de Janeiro), since 2010, serving as a chairman since 2016. He began his career as a process engineer at Chemtech, where he successively held various management positions until he became CEO in 2010. He worked with clients such as Petrobras and Wings Club. Under his tenure, the company has expanded its footprint in commercial aviation, consolidating its leadership in the segment with up to 130 seats. For more than two decades, he worked in financial institutionsVale in Brazil, Europe,and ExxonMobil in Asia and the United States. PriorAmericas. Mr. Moczydlower joined Embraer in 2013 as president and CEO of the Embraer Systems business unit, with the mission of structuring the business in line with the diversification and growth strategy of Embraer. Mr. Moczydlower is also a board member at Atech. In 2017, Mr. Moczydlower was promoted to joiningvice president, technology development for the entire Embraer Mr. Silva held many executive positions within the international bank industry. Mr. Silva holds a Bachelor’s degree in Economics from Mackenzie University (São Paulo, Brazil) and a Finance MBA from the University of Lausanne, in Switzerland.Group.

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Fabiana Klajner Leschziner. Mrs. Leschziner holds a law degree from theUniversidade de São Paulo (USP) School of Law, class of 1993, and an LL.M. degree from Cornell Law School. She specializes in corporate law, corporate finance, capital markets, antitrust and international trade. Mrs. Leschziner is our Executive Vice President, General Counsel & Chief Compliance Officerexecutive vice president, general counsel and chief compliance officer since June 2016. She worked at DuPont in Brazil from September 2002 to December 2015 as the Legallegal and Government Affairs Directorgovernment affairs director for Brazil and from January 2016 to June 2016 as Legal Directorlegal director for Brazil and the Andean Region, responsible for the legal aspects of all business of DuPont in Brazil, Colombia, Venezuela, Peru, Ecuador and Bolivia. Fabiana graduated from the São Paulo University School of Law, in 1993, and holds an LL.M. from Cornell Law School, Ithaca, USA. She specializes in corporate law, corporate finance, capital markets, antitrust and international trade and was also an associate at Davis Polk & Wardwell office in New York from July 1998 to December 2001.

Hélio Bambini Filho.Jackson SchneiderHélio Bambini Filho..Mr. Schneider holds a law degree from theUniversidade de Brasília (UNB) and an MBA from the Business School of São Paulo (BSP). Mr. Bambini has beenSchneider is our executive vice president, of operations since October 2017. Previously, he held several positions at Embraer, including operations planningdefense and industrial architecture director (2006). In 2007, he began to oversee Embraer’s supply chain management. In 2011, he became senior vice president of industrial operationssecurity, and managed Embraer’s operations in São José dos Campos, Eleb, Botucatu, Gavião Peixoto, Taubaté, Evora (Portugal), AST (USA) and EZ Air Interior (Mexico). He was also responsible for the final assembly of our commercial aircraft and executive jets. In 2014, he was appointed as Senior Vice President and chief operating officer of the Embraer Defense and Security Business Unit, taking on the Defense Programs and Operations in Gavião Peixoto and Jacksonville (USA), and member of the board of Embraer Defense & Security subsidiaries: Atech Negócios em Tecnologia S.A., Savis Tecnologia e Sistemas S.A., Harpia Sistemas S.A., Bradar Indústria S.A. and Embraer Defense and Security Inc. (USA). Prior to joining Embraer, Mr. Bambini was the CEO ofSanmina-SCI and Segerstrom, both companies in the contract manufacturing segments. He was also a business development manager at Motorola and senior consultant at Arthur D. Little. He started his career in managerial positions at Multitel Microeletrônica and Mannesmann (Hartmann & Braun Division).Mr. Bambini holds bachelor’s degree in electronic engineering from Faculdade de Engenharia Industrial, a specialization in finance fromPUC-Rio, a master’s degree in business administration from FGV in São Paulo and participated in a MBA exchange program at the University of Texas at Austin.

Jackson Schneider is President of Embraer Defense & Security since January 2014. He formerly held the position of Vice Presidentvice president of People, Institutional Relationspersonnel, institutional relations and Sustainabilitysustainability at Embraer S.A. Schneider hasHe is also a Law degree frommember of the Universityadvisory council of Brasília (UNB)Mercedes-Benz do Brasil and an MBA from Business Schoolof the advisory board of directors of Estacio Participações S.A., and also serves as a board member of the Biennial Foundation of São Paulo.Paulo, the Association to Support Disabled Children (AACD) and the Museum of Art of São Paulo Assis Chateaubriand (MASP). He is also a member of the advisory council ofInstituto Serzedello Corrêa (ISC) fromTribunal de Contas da União (TCU). He began his career within the Ministry of Justice. In the private sector, he was the Deputy Director of Corporate Affairshas worked at Unilever in the area of corporate affairs and Vice President of Human Resources, Legal Relations and Corporate Affairs ofatMercedes-Benz do Brasil.In addition,Brasil in areas of human resources, legal relations and corporate affairs. Additionally, Mr. Schneider was Presidentthe president of ANFAVEA, (Brazilianthe Brazilian Association of Motor Vehicle Manufacturers)Manufacturers, and ABIPLA, (Brazilian Associationthe Brazilian industry association of Manufacturers of Cleaning Products, and Related Items).cleaning products. He iswas a board member of CDES (Socialthe Council for Social and Economic Development Council of the Presidency of Republic)(CDES).

Nelson Krahenbuhl Salgado. He is also board member of organizations such as the Biennial Foundation ofMr. Salgado holds a master’s degree in engineering fromUniversidade de São Paulo the AACD (Association to Support Disabled Children) (USP); a PhD in computational mechanics from Wessex Institute of Technology; and MASP – Assis Chateaubriand an MBA degree fromFundação Getúlio Vargas (FGV—São Paulo´s Art Museum, among others.

Johann Christian Jean Charles BordaisPaulo). Mr. BordaisSalgado was a visiting professor at the Aeronautical Engineering Division of theInstituto Tecnológico de Aeronáutica (ITA). Mr. Salgado is our executive vice president of operations since January 1, 2020. He has been working with Embraer since 1987, having spent the Senior Vice Presidentfirst 10 years in the engineering department. He held executive positions and assumed corporate functions in our strategic, economic and financial planning and mergers and acquisitions departments. From 2012 until 2014, he was the CEO of Visiona Tecnologia Espacial, a joint venture company formed by Embraer Services and Support.Telebras. In February 2014, Mr. Salgado rejoined Embraer S.A. as vice president of institutional relations and sustainability, and later became responsible for Embraer’s strategy. From July 2013April 2018 to December 2016,2019, he was Vice President of Services & Support in Brazil, where he managed customer support staff from a variety of different areas and oversaw the Customer Care Center in São José dos Campos, as wellserved as Embraer’s Authorized Aircraft Service Centers worldwide. Previously, Mr. Bordais was responsible for Embraer Servicesexecutive vice president and Support office in Paris for 13 years, served as the Senior Manager for Aircraft Sales Support & Contract Administrationchief financial and Manager of the Customer Order Desk. Before joining Embraer, Mr. Bordais worked at Raytheon/Beechcraft’s Authorized MRO in Paris and at an aircraft engine spare parts company in Dallas. Mr. Bordais holds a bachelor’s degree in international trade and a MBA from Oklahoma University.investor relations officer.

John S. Slattery.Mr. Slattery has been Executive Vice-President Embraer S.A. and President & CEO Embraer Commercial Aviation since July 2016. He joined Embraer in early 2011 asnon-executive Vice President, responsible for Customer Finance; Asset & Risk Management. The following year Mr. Slattery was appointed SVP and Chief Commercial Officer, taking on broader executive responsibilities incorporating worldwide sales of commercial aircraft and services. Since joining Embraer, he has been a board director at ECC Leasing, Embraer’s wholly owned leasing company. Prior to joining Embraer, Mr. Slattery spent fifteen years in executive and leadership roles at various commercial aerospace advisory, leasing, and banking organizations. In 2001, Mr. Slattery was aco-founder of RBS Aviation Capital (now SMBC Aviation Capital) and the firm’s Managing Director in New York, responsible for leading the bank’s commercial aircraft leasing and asset-backed lending to airline customers across the Americas. He is a Fellow of The Royal Aeronautical Society, President Emeritus of The Wings Club and Director Emeritus of ORBIS International. An AMP graduate of Harvard Business School, Mr. Slattery was awarded an M.B.A. from the University of Limerick, and a BA from the University of South Wales.

6B.

José Antonio de Almeida Filippo. In June 2012, Mr. José Antonio de Almeida Filippo was elected CFO and Investor Relations Executive Vice-President of Embraer. Mr. Filippo started his career at Gafisa Imobiliária, in which he held the position of CFO and Administrative Director. From 1995 to 2000 he held the Corporate Financial Manager position at Reynolds Aluminum—Latasa. From 2000 to 2004, he held the position of CFO of Latin America at Ingersoll-Rand Company. From June 2004 to 2010 he held the position of CFO and Investors Relations Vice-President at CPFL Energia. Since March 2010, he held the position of CFO of Companhia Brasileira de Distribuição (Grupo Pão de Açucar), before joining Embraer. Mr. Filippo has a degree in Civil Engineering from the Federal University of Rio de Janeiro in 1983, with postgraduate studies in Finance at the Catholic University of Rio de Janeiro and IBMEC—Brazilian Institute of Capital Markets. He also graduated in the PMD at the Harvard Business School in 1999.

Mauro Kern Junior. In September 2017, Mr. Kern was appointed Embraer’s Executive Vice-President, Engineering. He joined Embraer in 1982 as a Mechanical Systems Engineer and served the company in the following years in several technical and managerial positions. In April 2007, he was appointed Embraer’s Executive Vice-President for the Airline Market. In April 2011, Mr. Kern was appointed Embraer’s Executive Vice-President for Engineering and Technology. In 2015, he took the position of Chief Operating Officer. Mr. Kern holds a Bachelor’s degree in Engineering from the University of Rio Grande do Sul.

6B.    Compensation

Overview

Our executive officers, board of directors and Fiscal Councilfiscal council members are entitled to fixed compensation. In addition, our executive officers are eligible to participate in our executive profit sharingprofit-sharing plan, which provides them with variable compensation that is based on their and our performance and is limited to a percentage of our net income for the year.

For the fiscal year ended December 31, 2017,2019, the aggregate compensation (including benefits in kind granted) that we paid to members of the board of directors, the Auditaudit, risks and Risks Committee,ethics committee, the Fiscal Councilfiscal council and the executive officers for services in all capacities was US$11.514.3 million: US$3.4 million to members of the board of directors, US$0.30.9 million to members of the Fiscal Councilfiscal council and US$7.810.1 million to the executive officers.

For the fiscal year ended December 31, 2017,2019, members of our committees of the board of directors, including our Auditaudit, risks and Risks Committee,ethics committee, received an aggregate additional compensation of US$0.80.7 million, which is included in the US$11.514.3 million compensation mentioned above.

In addition, in 2017,2019, we contributed US$0.30.1 million for the payment of pension benefits to our executive officers. Members of our board of directors and Fiscal Councilfiscal council do not receive these benefits. The board of directorsdirectors’ members, Fiscal Councilfiscal council members and executive officers did not receive any compensation (including benefits in kind) from any of our subsidiaries. As of December 31, 2017,2019, none of the board of directors

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directors’ members, Fiscal Councilfiscal council members or executive officers had any financial or other interests in any transaction involving us which was not in the ordinary course of our business.For additional information on our executive compensation, see Note 15.3Notes 15.6 and 30 to our 20172019 audited consolidated financial statements.statements included elsewhere in this annual report.

Stock Option Plan

At a special shareholders’ meeting held on April 19, 2010, our shareholders approved a second stock option plan for management and employees, including those of our subsidiaries, subject to their continuous employment with us for at least two years. Our board of directors may choose employees and members of management who will be eligible to receive stock options, which are to be awarded free of charge. Nevertheless, in extraordinary circumstances our board of directors may grant stock options to persons employed with us for less than two years to hire and retain strategic personnel. Our board of directors may also determine the terms of the stock option contracts. This second stock option plan has an indefinite period of duration and may be terminated at any time by our board of directors, after which no new options may be granted. However, options granted prior to the termination of the plan will not be affected and may be exercised subject to the terms and conditions of the plan and respective stock option contract. Under the terms of this second stock option plan, we are authorized to grant options to purchase of up to 1.5% of our common shares, and the options vest as follows: 20% after one year following the date the options were granted; 30% after two years following the date the options were granted; and 50% after three years following the date the options were granted. As of December 31, 2012, 6,510,000 options had been granted on April 30, 2010 at an exercise price of R$10.19 per share; 6,345,000 options had been granted on January 18, 2011 at an exercise price of R$12.05 per share; 150,000 options had been granted on March 16, 2011 at an exercise price of R$12.89 per share; 4,860,000 options had been granted on January 23, 2012 at an exercise price of R$11.50 per share; 4,494,000 options had been granted on March 20, 2013 at an exercise price of R$15.71 per share; and 584,400 options had been granted on April 25, 2013 at an exercise prices of R$16.81 per share.

At a special shareholders’ meeting held on January 10, 2012, the aforementioned second stock option plan was amended to provide for a revised vesting schedule, and options granted after January 10, 2012 vest as follows: 33% after three years following the date the options were granted; 33% after four years following the date the options were granted; and 34% after five years following the date the options were granted. The exercise price of each option is to be set on the grant date as the weighted average trading price of the last 60 trading days and can be adjusted by up to 30% to counteract any speculative activity in the market. Each option holder has up to five years from the date of grant to exercise options received prior to and during 2011, and up to seven years from the date of grant to exercise options received after 2011. Option holders may only exercise options during the term of their employment with Embraer. This amendment does not affect the accounting for grants existing prior to this plan.

On March 20, 2013, 4,494,000 options, representing 4,494,000 common shares, were granted at an exercise price of R$15.71 per share. As of December 31, 2019, the options granted on March 20, 2013 were outstanding. Out of the total 4,494,000 options that were granted, 1,315,910 were canceled and 2,882,882 were exercised, the remaining 295,208 options, representing 295,208 common shares, were outstanding, and of this total, 201,928 options were not exercised and expired on March 20, 2020 and 93,280 options were exercised between January 1 and March 20, 2020.

Phantom Shares Plan

In February 2014, we adopted a new model of long-term incentive plan aligned with our remuneration policy. The new model is based on the granting of virtual shares to officers and management and has as its objective of attracting and retaining highly qualified staff to ensure continuity of management and align the interest of officers and key personnel of the Company with that of shareholders. Participants in the plan willare entitled to receive two classes of virtual shares, 50% in the form of virtual restricted shares and 50% in the form of virtual performance shares.shares linked to performance indicator target. We will pay the amount of the long-term incentive converting the virtual shares intoreais by the average price of the Company’s shares in the ten trading sessions preceding the relevant determination date and three, four and five years after the grant of the virtual shares, respectively. In August 2017, we approved a change in the criteria of virtual performance shares, the amounts payable will be based on the internal cost reduction target and the payroll related to the shares granted in 2015, 2016 and 2017 will be made in 2020, while the amount of performance shares that will be granted in 2018 will be paid in 2021.OnOn February 25, 2014, we approved a total benefit of US$13.0R$30.3 million under the plan, equivalent to 1,570,698 virtual shares with a fair valuewhich were fully paid on February of US$1.8 million as of December 31, 2017, equivalent to 333,161 virtual shares.2019. On March 3, 2015 we approved the second grant with a total benefit of US$10.4RS$30.2 million under the plan, equivalent to 1,237,090 virtual shares with a fair value of US$2.5R$12.3 million as of December 31, 2017,2019, equivalent to 446,430,650,178 virtual shares. On March 10, 2016, we approved the third grant with a total benefit of US$8.5R$31.1 million under the plan, equivalent to 1,095,720 virtual shares with a fair value of US$1.9R$13.0 million as of December 31, 2017,2019, equivalent to 386,107685,272 virtual shares. On June 9, 2016, we approved the fourth grant with

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a total benefit of US$0.3R$1.1 million under the plan, equivalent to 55,994 virtual shares with a fair value of US$0.1R$0.8 million as of December 31, 2017,2019, equivalent to 20,29343,325 virtual shares. On August 25, 2016, we approved the fifth grant with a total benefit of US$0.3R$1.1 million under the plan, equivalent to 70,978 virtual shares with a fair value of US$0.1R$1.1 million as of December 31, 2017,2019, equivalent to 33,21559,172 virtual shares. On August 24, 2017 we approved the sixth grant with a total benefit of US$9.7R$30.5 million under the plan, equivalent to 1,925,926to1,930,350 virtual shares with a fair value of US$1.9R$29.1 million as of December 31, 2017,2019, equivalent to 476,5731,535,154 virtual shares. In 2018, we approved the seventh grant with a total benefit of R$35.2 million under the plan, equivalent to 1,622,986 virtual shares with a fair value of R$15.0 million as of December 31, 2019, equivalent to 794,616 virtual shares. In 2019, we approved the eighth grant with a total benefit of R$18.6 million under the plan, equivalent to 964,198 virtual shares with a fair value of R$4.4 million as of December 31, 2019, equivalent to 234,598 virtual shares. In March 2020, we approved the ninth grant with a total benefit of R$19.9 million under the plan, equivalent to 1,176,870 virtual shares. For furtheradditional information on this plan, see Note 3030.2 to our 20172019 audited consolidated financial statements.

Long-Term Incentive Plan

The objectives of our Long-Term Incentive Plan are the recruitment and retention of highly-qualifiedhighly qualified personnel and to allow those who can contribute to our performance the opportunity to participate in our profits. Incentives under the plan are intended to promote continuity among our management and alignment of the interests between our executives and shareholders. Amounts distributed are defined with reference to the market, under the conditions described in our Long-Term Incentive Plan.

Short-Term Variable Compensation Policy

Our Short-Term Variable Compensation Policy is designed to promote the retention of executives and alignment of their interests with those of shareholders. Goals with greater impact and importance for our company are given greater weight. We distribute short-term variable compensation to our eligible executives which is equal to a percentage of our operating profits.

Employee Profit SharingProfit-Sharing Plan

We first implemented a profit sharingprofit-sharing plan in 1998 that linked employee profit sharing to dividend payments. In December 2008, the board of directors approved changes to the methodology for calculating the employee profit sharing. The new program, as amended in 2008 by our board of directors, is now tied to our net income, calculated in accordance with IFRS, and to individual and business unit performance targets. Of the total amount reserved for the profit sharingprofit-sharing program, 50% is distributed in equal parts to all employees, while 50% is distributed proportionally to the employee’s salary.

For the 2019, 2018, 2017, 2016, 2015, 2014 and 20132015 fiscal years, we distributed US$18.6 million, US$37.7 million, US$21.4 million, US$23.6 million, US$37.9 million US$47.8 million and US$57.247.8 million, respectively, to our employees under our profit sharingprofit-sharing plan.

Defined Contribution Pension Plan

We sponsor a defined contribution pension plan for employees and the participation in this plan is optional. The plan is managed by EMBRAER PREV –Sociedade de Previdência Complementar.Complementar. Contributions made by us to this plan in the years ended December 31, 2019, 2018, 2017, 2016, and 2015 2014 and 2013 were US$19.0 million, US$14.1 million, US$22.2 million, US$23.2 million, US$22.6 million, US$28.4 million and US$28.122.6 million, respectively. For furtheradditional information on our post-retirement benefits, see Note 27 to our 20172019 audited consolidated financial statements.

Risk management studies are performed annually to identify the future exposure to be recorded as a provision. The provision recorded of medical benefits plan in Brazil was US$9.0 million as of December 31, 2019, US$27.9 million as of December 31, 2018, and US$31.8 million as of December 31, 2017, US$41.5 million as of December 31, 2016, US$22.5 million as of December 31, 2015, US$36.8 million as of December 31, 2014 and US$68.5 million as of December 31, 2013.2017.

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The actuarial methods used comply with the generally accepted actuarial methods in force, in accordance with the projected unit credit method.

D&O Insurance

We maintain directors’ and officers’ liability insurance in an amount of US$100.0 million. This insurance covers liabilities resulting from wrongful acts, including any act or omission committed or attempted by any officer or director acting in his or her capacity as officer or director or any matter claimed against an officer or director solely due to his or her serving in such capacity.

6C. Board Practices

Our board of directors is appointed for atwo-year term. See “Item“—Item 6A. Directors and Senior Management—boardBoard of directors.Directors.

The executive officers are elected by the board of directors. With the exception of Hélio Bambini Filho, who was elected in August 24, 2017, our current executive officers were elected on April 12, 2017,directors, with a term of office lasting until the meeting of our board of directors to be held following the annual general meeting of our shareholders in April 20192021 to approve our financial statements for the fiscal year ended December 31, 2018.2020. The members of our board of directors and our executive officers have a uniformtwo-year term and are eligible for reelection. A vote of at least seven members of our board of directors is necessary to remove an executive officer. See “Item“—Item 6A. Directors and Senior Management—Executive Officers.”

None of our directors is party to an employment agreement providing for benefits upon termination of term. All of our executive officers are party to a service agreement setting forth the rights and obligations of the executive officers.

Audit, Risks and RisksEthics Committee

Our Audit, Risk and RisksEthics Committee has no executive power and maymust have at least three and up to five members, of which (i) the majority of its members must be independent members.members of the board of directors, (ii) at least one must be an external member, pursuant to our bylaws, (iii) at least one must have acknowledged experience in corporate accounting matters, and (iv) one member must be an independent member of the board of directors with acknowledged experience in corporate accounting matters, or an external member with acknowledged experience in corporate accounting matters. The primary purpose of the Audit Risks and RisksEthics Committee is to assist the board of directors in its functions. The members of our board of directors may serve on the committee.directors. The Audit Risks and RisksEthics Committee’s responsibilities include validation and submission to the board of directors of guidelines for risk policy, verification of risk management policy compliance, supervision of activities performed by our independent auditors and monitoring the quality and integrity of internal controls and financial statements. Embraer’s statutory “AuditOur Audit, Risk and Risks Committee”Ethics Committee is currently composed of fourthree independent members of our board of directors.directors and two external members.

Foreign private issuers are subject to local legislation which may prohibit the board of directors from delegating certain responsibilities to the audit committee, pursuant toRule 10A-3 of the Exchange Act. Audit committees of foreign private issuers may be granted responsibilities, including advisory powers, with respect to certain matters to the extent permitted by law. Due to certain restrictions imposed by the Brazilian Corporate Law, our Audit Risks and RisksEthics Committee, unlike a U.S. audit committee, only has an “advisory” role and may only make recommendations for adoption by the full board of directors, which is responsible for the ultimate vote and final decision. For example, our Audit, Risks and RisksEthics Committee makes recommendations regarding the appointment of auditing firms, which are subject to a vote by the board of directors. Our Audit, Risks and RisksEthics Committee complies with Brazilian legal requirements (including for “independent directors,” as defined by Brazilian law).

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Set forth below are the names, ages, position and the year first elected of the members of our Audit, Risks and Risks Committee appointed at our board of directors’ meeting held on April 12, 2017:Ethics Committee:

 

Name

  Age   Position  Year
First
Elected
   

Age

  

Position

  

Year
First
Elected

João Cox Neto  57  Coordinator and Effective member  2015(1)
Márcio de Souza  54  Effective member  2019
Raul Calfat  67  Effective member  2020

Sergio Eraldo de Salles Pinto

   53   Coordinator and Effective member   2011   55  External member  2011(2)

Israel Vainboim

   73   Effective member   2011 

João Cox Neto

   54   Effective member   2015(1) 

Raul Calfat

   65   Effective member   2017 
Vanessa Claro Lopes  44  External member  2019(3)

 

(1)

Mr. João Cox Neto was also a member of this committee from April 2011 tothrough April 2013.

(2)

Mr. Sergio Eraldo de Salles Pinto was elected in May, 2020 as an external member of the Audit, Risks and Ethics Committee, according to our bylaws, after resigning as an effective member of our board of directors.

(3)

Ms. Vanessa Claro Lopes was elected in July 16, 2019 as an external member of the Audit, Risks and Ethics Committee, according to our bylaws.

Fiscal Council (Conselho Fiscal)

Under the Brazilian Corporate Law, the Fiscal Councilfiscal council is a corporate body independent of management and a company’s external auditors. The Fiscal Councilfiscal council has not typically been equivalent to or comparable with a U.S. audit committee. The primary responsibility of the fiscal council has been to monitor management’s activities, review the financial statements, and report its findings to the shareholders. In our case, our statutory Auditaudit, risks and Risks Committee,ethics committee, established in accordance with theNovo Mercado Listing Rules, will serve as the equivalent of a U.S. audit committee. For furtheradditional information on our committees, see “Item“—Item 6A. Directors and Senior Management—Committees.”

Under the Brazilian Corporate Law, the Fiscal Councilfiscal council may not have members who are members of the board of directors or the executive committee, or who are our employees or employees of a controlled company or of a company of this group, or a spouse or relative of any member of our management. In addition, the Brazilian Corporate Law requires that Fiscal Councilfiscal council members receive a remuneration of at least 10% of the average amount paid to each executive officer. The Brazilian Corporate Law requires a Fiscal Councilfiscal council to be composed of a minimum of three and a maximum of five members and their respective alternates.

Our Fiscal Councilfiscal council is composed of three to five members who are elected at the annual shareholders’ meeting, with terms lasting until the next annual shareholders’ meeting after their election. Under the Brazilian Corporate Law, if a company acquires control of another company, minority shareholders that in the aggregate hold at least 10% of the voting shares also have the right to elect separately one member of the Fiscal Council.fiscal council. This provision will not be applicable to us as long as we are subject to widespread control. Set forth below are the names, ages, the year first elected and positions of the members of our Fiscal Councilfiscal council and respective alternates, elected at our annual shareholders’ meeting held on April 12, 2017:29, 2020.

The following table sets forth the name and year of election of each of the members of our fiscal council as of the date of this annual report.

 

Name

  Age   Position  Year
First
Elected
   

Age

  

Position

  

Year
First
Elected

Ivan Mendes do Carmo(1)

   55   Effective member   2008   57  Effective member  2008

Tarcísio Luiz Silva Fontenele

   55   Alternate   2001   57  Alternate  2001

José Mauro Laxe Vilela(2)

   70   Effective member   2011   72  Effective member  2011

Wanderley Fernandes da Silva

   44   Alternate   2011   47  Alternate  2011

Mauricio Rocha Alves de Carvalho

   56   Effective member   2016   58  Effective member  2016

Taiki Hirashima

   77   Alternate   2004 

Otavio Ladeira de Medeiros

   49   Effective member   2016 

William Baghdassarian

   46   Alternate   2016 

Wilsa Figueiredo

   55   Effective member   2016 

Luiz Claudio Moraes

   56   Alternate   2016 
Mario Ernesto Vampré Humberg  56  Alternate  2020
João Manoel Pinho de Mello  46  Effective member  2018
Pedro Jucá Maciel  39  Alternate  2018

 

(1)

President of the Fiscal Council.fiscal council.

(2)

Vice-President of the Fiscal Council.fiscal council.

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6D. Employees

The table below sets forth the number of our employees by category at the dates indicated, and includes the employees of our wholly-ownedwholly owned subsidiaries. The total consolidated employees refers to employees at all of our subsidiaries and joint ventures, including Yaborã, OGMA, ECTS, EZ Air, Bradar Aerolevantamento and Visiona:Visiona, considering our continuing and discontinued operations:

 

  As of December 31,   As of December 31, 
  2017   2016   2015   2014   2013   2019   2018   2017   2016   2015 

Production Process

   6,695    6,613    6,442    6,181    6,412    6,537    6,645    6,695    6,613    6,442 

Research and Development

   5,462    5,645    6,069    5,948    5,914    5,371    5,369    5,462    5,645    6,069 

Customer Support

   2,178    2,000    2,209    2,193    2,129    2,348    2,274    2,178    2,000    2,209 

Administrative—Production Support

   1,476    1,615    2,115    2,006    2,067    1,632    1,456    1,476    1,615    2,115 

Administrative—Corporate

   2,622    2,633    2,538    2,839    2,756    2,846    2,776    2,622    2,633    2,538 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total (including only wholly-owned subsidiaries of Embraer S.A)

   18,433    18,506    19,373    19,167    19,278 

Total (including only wholly owned subsidiaries of Embraer S.A)

   18,734    18,520    18,433    18,506    19,373 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total Consolidated

   20,320    20,348    23,050    22,301    21,648 

Total Consolidated Employees

   21,271    20,530    20,320    20,348    23,050 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Approximately 79%85% of our workforce is employed in Brazil. Most of our technical staff is trained at leading Brazilian engineering schools, including ITA, located in the city of São José dos Campos.

Embraer fully supports the choice of union association of its employees. In Brazil, 5.3%3.1% of the our employees are unionized, and, according to Brazilian labor laws, salary readjustments and other clauses negotiated in collective bargaining agreements extend to the entire category, resulting in 100% employees covered by clauses negotiated in these agreements.

We actively support the training and professional development of our employees. We have established a program at our facility in the city of São José dos Campos to provide newly graduated engineers with specialized training in aerospace engineering.

6E. Share Ownership

As of December 31, 2017,2019, our board members owned 1,2011,200 of our common shares, our executive officerseach fiscal council member owned 1,010one of our common shares and each Fiscal Council members owned oneour executive officers did not own any of our common shares. None of the officers orour directors individually owns more than 1% of the outstanding common shares. See “Item 6B. Compensation—Stock Option Plan” for

For a description of our stock option plan terminated on March 2020 that was applicable to our managementexecutive officers and employees in 2019, including those of our subsidiaries.subsidiaries, see “—Item 6B. Compensation—Stock Option Plan.”

 

ITEMItem 7.

MAJOR SHAREHOLDERS AND RELATED PARTYRELATED-PARTY TRANSACTIONS

7A. Major Shareholders

Shareholders

WeAs of the date of this annual report, we have a total authorized capital of 1,000,000,000 shares, with an aggregate of which 740,465,044 common shares were issued, including one special “golden share” held by the Brazilian government, issued and outstanding.government. The golden share provides the Brazilian government with veto rights in certain specific circumstances. In addition,non-Brazilian shareholders may have their voting rights restricted in certain specific circumstances. For furtheradditional information on the voting rights of our common shares, see “Item 10B.10. Additional Information—10B. Memorandum and Articles of Association—Description of Capital Stock—Voting Rights of Shares.”

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The table below sets forth information related to the amountnumber of shares held by our significant shareholders. Asshareholders, as of March 5, 2018,31, 2020, in accordance with the most recent shareholder position informedinformation provided to the us:

 

  Common Shares   Common Shares 
  Shares(1)   (%)   Shares(1)   (%) 

Brandes Investment Partners, L.P.(2)

   106,656,095    14.40    112,071,399    15.14 

Mondrian Investments Partners Limited(3)

   74,915,036    10.12 

BNDES Participações S.A.BNDESPAR(4)

   39,762,489    5.37 

BNDES Participações S.A.—BNDESPAR(3)

   39,762,489    5.37 

HOTCHKIS & WILEY Capital Management, LLC(4)

   37,305,800    5.04 

Blackrock INC(5)

   37,176,992    5.02    37,176,992    5.02 

União Federal/Brazilian government(6)

   1    0.00    1    0.00 

Shares in company treasury

   6,937,789    0.94    4,291,938    0.58 

Others

   475,016,643    64.15    509,856,426    68.86 
  

 

   

 

   

 

   

 

 

Total

   740,465,044    100.00    740,465,044    100.00 
  

 

   

 

   

 

   

 

 

 

(1)

The amountnumber of shares includes our ADS.

(2)

Brandes Investment Partners, L.P. is a 100% employee-owned independent investment advisory firm founded andco-owned by Charles Howard Brandes. The firm manages the Brandes series of mutual funds in addition to other funds and caters to individualindividuals and institutions.

(3)Mondrian Investment Partners Limited was founded in 1990, is an independent, employee-owned, global investment manager with offices in London and Philadelphia. The firm launches and manages equity, fixed income, and balanced mutual fund and invests in the public equity and fixed income markets across the globe.
(4)

BNDESPAR is a wholly-ownedwholly owned subsidiary ofBanco Nacional de Desenvolvimento Econômico e Social–SocialBNDES, the government-owned national development bank of Brazil.

(4)

HOTCHKIS & WILEY Capital Management, LLC founded in 1980, has been managing value portfolios for institutional and individual investors and offers value equity strategies across the market capitalization spectrum as well as strategies that emphasize income generation; its clients include public plans, corporations, foundations, endowments, unions, sovereign wealth funds, andsub-advisory relationships.

(5)

Blackrock INC.Inc. is an American global investment management corporation based in New York City. Founded in 1988 initially as a risk management and fixed income institutional asset manager, BlackRock is the world’s largest asset manager.

(6)

The Brazilian government holds our “golden share.”

There have been no significant changes in percentage ownership by any major shareholder in the past three years. On DecemberMarch 31, 2017,2020, we had approximately 35,72562,634 holders of common shares, including common shares in the form of ADSs. According to the most accurate information available to us, on DecemberOn March 31, 2017,2020, an aggregate of 96,160,71088,064,869 common shares in the form of ADSs were held by 141143 record holders, including DTC in the United States.

7B. Related PartyRelated-Party Transactions

The Brazilian Government

The Brazilian government, through its direct and indirect stakes in us and its ownership of our “golden share,” is one of our major shareholders. The issuance of the “golden share” was a requirement of the regulations governing our privatization in 1994 and grants the Brazilian government veto rights over certainmilitary-related programs and corporate actions (including transfers of control and changes in our name, logo and corporate purposes)purpose). For furtheradditional information on the voting rights of our golden share, see “Item 10B.10. Additional Information—10B. Memorandum and Articles of Association—Description of Capital Stock—Voting Rights of Shares—Golden Share.” As of December 31, 2017,2019, in addition to the “golden share,” the Brazilian government owned an indirect 5.37% stake in us through BNDESPAR, a wholly-ownedwholly owned subsidiary of BNDES, which, in turn, is controlled by the Brazilian government. As a result, for the purposes of this annual report’s disclosure requirements, we consider transactions between Embraer and the Brazilian government or its agencies as falling within the definition of “related party“related-party transactions.”

The Brazilian government plays an important role in our business activities, including as:

 

a major customer of our defense products, through the Brazilian Air Force;

 

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a source for research debt financing through technology development institutions, including FINEP and BNDES;

 

an export credit agency, through BNDES; and

 

a source of short-term and long-term financing and a provider of asset management and commercial banking services, through Banco do Brasil.

For furtheradditional information on the role of the Brazilian government in our business activities, see “Item 5B.5. Operating and Financial Review and Prospects—5B. Liquidity and Capital Resources—Credit Facilities and Lines of Credit,” “Item 4B.4. Information on the Company—4B. Business Overview—Aircraft Financing Arrangements,” “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Any decrease in Brazilian government-sponsored customer financing, or increase in government-sponsored financing that benefits our competitors, may decrease the cost competitiveness of our aircraft” and “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Any decrease in Brazilian government-sponsored customer financing, or increases in government sponsored financing that benefits our competitors, may decrease the competitiveness of our aircraft.” For furtheradditional information regarding our related partyrelated-party transactions, see Note 15 to our 20172019 audited consolidated financial statements.

A Major Customer (Brazilian Government)

The Brazilian government, mainly through the Brazilian Air Force, has been a significant customer of Embraer since its inception. For the year ended December 31, 2017,2019, the Brazilian government, again mainly through the Brazilian Air Force, accounted for 70.4%54.4% or US$669.3421.8 million of the revenue of our Defense and Security business. In addition, as of December 31, 2017,2019, the Brazilian Air Force owed us US$314.1364.4 million in trade account receivables and had a credit against us of US$90.3226.9 million in customer advances. We expect to continue to be the primary source of new aircraft and spare parts and services for the Brazilian government. For a description of our transactions with the Brazilian government, see “Item 4B.4. Information on the Company—4B. Business Overview—Defense and Security Business.”

Financing Source

BNDES

We are borrowers under a number of credit facilities from BNDES, the sole parent of BNDESPAR, one of our significant direct shareholders and an affiliate of the Brazilian government. As of December 31, 2017, we had a total outstanding balance of loans borrowed from BNDES in the aggregate amount of US$314.3 million. For further information on the amounts, maturity dates and interest rates of the principal loans we have with BNDES, see “Item 5B. Operating and Financial Review and Prospects—Liquidity and Capital Resources—Credit Facilities and Lines of Credit.”

FINEP

We maintain credit facilities with FINEP, which as of December 31, 20172019, had a total outstanding balance of US$81.843.4 million. These loans were extended to us primarily to fund research and development expenses of the Phenom 100 and 300 aircraft and the Legacy 500 aircraft. For furtheradditional information on the amounts, maturity dates and interest rates of the principal loans we have with FINEP, see “Item 5B.5. Operating and Financial Review and Prospects—Liquidity and Capital Resources—Credit Facilities and Lines of Credit.”

Banco do Brasil

Banco do Brasil is a publicly-listed, state-owned bank controlled by the Brazilian government. As of December 31, 2017, we maintained outstandingnon-recourse and recourse debt with Banco do Brasil in the total amount of US$321.4 million, which is recorded as anon-current liability on our statement of financial position. In addition, we maintained outstanding Export Credit Notes with Banco do Brasil in the total amount of US$96.1 million. For further information on the amounts, maturity dates and interest rates of the principal loans we have with Banco do Brasil, see “Item 5B. Operating and Financial Review and Prospects—Liquidity and Capital Resources—Credit Facilities and Lines of Credit.”

Customer Financing by BNDES

The Brazilian government has been an important source of export financing for our customers through BNDES-eximthe BNDES-Exim program, managed by BNDES. Beginning in the second half of 2007, BNDES started providing financing to our customers on financial terms and conditions which complied with the Aircraft Sector Understanding of the OECD. Brazil has been joined by Canada, the United States and the European Union, among others, at the OECD, as a participant in the “Sector Understanding on Export Credits for Civil Aircraft” that aims to assure a “level-playing field” among the airframe manufacturers and encourages manufacturers and airlines to focus on price and quality rather than on financial packages provided under government support. For furtheradditional information on our aircraft financing arrangements, see “Item 4B.4. Information on the Company—4B. Business Overview—Aircraft Financing Arrangements.”

A Service Provider (Banco do Brasil)

As of December 31, 2017,2019, we maintained cash and cash equivalents of US$223.975.3 million with Banco do Brasil and several of its affiliates. As of that date, we also had deposited with Banco do Brasil an amount of US$321.4 million, which served as collateral for a loan extended by Banco do Brasil to one of our subsidiaries. Banco do Brasil has been a provider of regular commercial banking and asset management services to us for many decades and is one of the banks responsible for the payment of our payroll expense. We maintained US$11.3 million deposited as collateral for a loan with BNDES. These services include maintaining our checking account.

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As of December 31, 2019, approximately 5.07% of our cash, cash equivalents and financial investments were indexed to the variation of the CDI rate.

7C. Interests of Experts and Counsel

Not applicable.

 

ITEMItem 8.

FINANCIAL INFORMATION

8A. Consolidated Statements and Other Financial Information

See “Item 3A.3. Key Information—3A. Selected Financial Data and Other Data.”

Legal Proceedings

Labor Lawsuits. We are defendants in individual labor lawsuits, for which we are awaiting the decision of the Brazilian labor courts. Due to the immaterial amount involved in these legal proceedings, we do not believe that any liabilities related to these individual labor lawsuits would have a material adverse effect on our financial condition or results of operations. For a further discussion of our labor lawsuits, see Note 23 and Note 26 to our 2019 audited consolidated financial statements.

Tax Matters. We have challenged the constitutionality of certain Brazilian taxes and payroll charges, as well as modifications to and the increases in the rates and basis of calculation of those taxes and charges and have obtainedwrits of mandamus or injunctions to avoid their paymentspayment or recover past payments. In 2007, we also received a tax assessment notice (autos de infração) relating to the taxation of profits received from our foreign subsidiaries, which is still under discussion. For a further discussion of our tax lawsuits, see Notes 23 and 26 to our 2019 audited consolidated financial statements.

Interest on the total amount of unpaid taxes and payroll charges accrues monthly based on the SELIC rate, which is the key lending rate of the Central Bank, and, accordingly, we make an accrual to the interest income (expenses), net line item ofon our statements of income. As of December 31, 2017,2019, there was a US$54.066.0 million provision recorded as a liability (taxes and labor related) on our statement of financial position in connection with litigation contingencies that we classify as representing probable losses to us. For a further discussion of these challenges, see NoteNotes 23 and 26 to our 20172019 audited consolidated financial statements.

Arbitration Proceedings. On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the Master Transaction Agreement, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. Embraer strongly believes that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement and Boeing wrongfully terminated the MTA and the Contribution Agreement. Such dispute with respect to the termination of the MTA and/or the Contribution Agreement has been submitted by each of Boeing and Embraer to separate arbitration proceedings that are currently ongoing.

SEC/DOJ and Brazilian Public Prosecutor’s Investigations.Investigations

On October 24, 2016 we entered into the Final Agreements with the DOJ and the SEC for the settlementresolution of criminal and civil violations of the FCPA. We also finalized the TCAC with the MPF and the CVM for the resolution of violations of certain Brazilian laws.

Under the Final Agreements with the DOJ and the SEC:

 

We agreed to pay approximately US$98.2 million to the SEC (of which US$20.0 million was due to the MPF and the CVM under the TCAC, as described below), asin the form of disgorgement of profits.profits andpre-judgment interest.

 

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We agreed to pay approximately US$107.3 million to the DOJ, as penalty for one count of conspiracy to violate the anti-bribery and books and records provisions of the FCPA and one count of violating the internal controls provisions of the FCPA.

 

The

In a deferred prosecution agreement (DPA), the DOJ agreed to defer prosecution of the charges for three years, for the acts acknowledged by us in a deferred prosecution agreement, or DPA, after which period the charges will be dismissed if we do not violatecomplied with the terms of the DPA.

 

We agreed with the DOJ and the SEC to retain an external and independent anti-corruption monitorship for a period of approximately three years. In February 2020, we agreed to extend the term of the external and independent monitorship for a periodan additional 90 days in order to allow the monitor to complete his work.

On April 13, 2020, the monitor delivered his final report to the DOJ and to the SEC, finding that Embraer’s compliance program is reasonably designed and implemented to detect and prevent violations of three years.the anti-corruption laws. On May 22, 2020, the monitorship term expired. Under both the DPA and the SEC Consent, there remain certain additional steps that the Company must take to complete the requirements of the DPA and the SEC Consent.

Simultaneously with the Final Agreements, we finalized a TCAC with the MPF and the CVM to settle any potential claims that could be brought in court (ação civil pública) or through administrative proceedings (processo administrativo sancionador) in Brazil. The TCAC has also been approved by the relevant authorities and is fully effective.

Under the TCAC, we acknowledged violations of certain Brazilian laws between 2007 and 2011 and agreed to:

 

  

Pay a total equivalent to US$20.0 million to a Brazilian federal fund (Fundo de Defesa dos Direitos Difusos), as disgorgement of illegal profits, damages, and as a deterrent against similar practices. The amount payable under the TCAC was deducted from the amount payable under the Final Agreements.

 

Cooperate with the MPF and the CVM in lawsuits and administrative proceedings against individuals arising out of the acts acknowledged in the TCAC.

Under the TCAC, the MPF and the CVM acknowledged that (i) we voluntarily conducted a broad internal investigation, which assisted in uncovering facts that were the subject of criminal and administrative investigations, and (ii) we approached the Brazilian authoritiespro-actively and in good faith, and they agreed that:

 

  

The MPF will not file suit (ação civil públicaandação de improbidade administrativa) against us arising out of the acts we have acknowledged and will terminate proceedings now underway.

 

The CVM will end an ongoing administrative proceeding arising out of the acts we have acknowledged.

 

The MPF and the CVM will inform other Brazilian federal agencies of the terms of the TCAC and cooperate with us in seeking that these agencies take the TCAC into consideration should other proceedings regarding the acknowledged acts be brought.brought forth.

As of December 31, 2016, the amounts paid under the Final Agreements and the TCAC were (i) US$107.3 million, or R$341.3 million, to the DOJ; (ii) US $20.0 million, or R$68.1 million, to the SEC; and (iii) US$20.0 million, or R$64.0 million, to the MPF and the CVM. On the same date, outstanding amounts owed to the SEC represented US$58.2 million, or R$189.9 million.

On February 22, 2017, in compliance with the Final Agreements, we hired the lawyer Alexandre Herman Rene as our external independent monitor, with the approval of the DOJ and the SEC, to assess our compliance with the Final Agreements, especially regarding the effectiveness of controls and procedures to reduce the risk of any FCPA violations. In October 2017, the monitor delivered his first report, which contained certain observations and recommendations to further improve our anti-corruption and compliance policies and procedures. The implementation of these recommendations is ongoing.

The Final Agreements and the TCAC represent the conclusion of the internal investigation of allegations of noncompliance with the FCPA and certain Brazilian laws in four aircraft sales outside Brazil between 2007 and 2011.

Related proceedings and developments are ongoing and could result in additional fines and possibly other sanctions and adverse consequences, which may be substantial. We believe that there is no adequate basis at this time for estimating accruals or quantifying any contingency with respect to these matters.

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We will continue to cooperate with governmental authorities, as circumstances may require. In this regard, on February 23, 2017 we entered into an Exoneratory Agreement with the Mozambican authorities for collaboration with the investigations in that country and under which there are no financial obligations for Embraer. In July 2018, we entered into a Release Agreementcollaboration agreement with authoritiesthe Attorney General’s Office of Mozambiquethe Dominican Republic in exchange for our cooperation with ongoing investigations in thethat country and under which we assume no financial obligations.paid US$7.0 million to the Dominican Republic.

Since the beginning of the internal investigation in 2011, we embarked on a comprehensive effort to improve and expand our compliance program worldwide. This multi-year task involved reexamining our compliance systems, and where appropriate, redesigning or adding to them. Some of the key enhancements include the creation of a Compliance Department; the appointment of a Chief Compliance Officer who is currently also our general counsel, which, for these compliance matters, reports directly to the Risk, Audit and AuditEthics Committee of the board of directors; the development of a program to monitor engagement of and payments to third parties; improvements to compliance policies, procedureprocedures and controls; the enhancement of anonymous and other reporting channels; and the development of a comprehensive training and education program designed to maintain and reinforce a strong compliance culture at all levels of Embraer globally. We will continue to promote enhancements and update itsthis compliance program.

Other Proceedings

In addition, we are involved in other legal proceedings, all of which are in the ordinary course of business.

Our management does not believe that any of our proceedings, if adversely determined, would materially or adversely affect our business, financial condition or results of operations. For furtheradditional information on our legal proceedings, see NoteNotes 23 and Note 26 to our 20172019 audited consolidated financial statements.

Class Action

In August, 2016, a putative securities class action was filed in a U.S. court against us and certain of our former and current executives, asserting claims in connection with allegedly false and misleading statements and omissions concerning the FCPA investigation and related matters. In October, 2016, a federal Court in New York appointed a lead plaintiff and a leading counsel for the putative class action. In December 2016, lead plaintiff filed an amended complaint. In June 2017, we filed a motion to dismiss all claims asserted in the amended complaint. At this time, the motion is pending before the court, and we believe that there is no adequate basis for estimating provisions related to this matter.

Dividends and Dividend Policy

Amounts Available for Distribution

At each annual shareholders’ meeting, the board of directors is required to recommend how net profits for the preceding fiscal year are to be allocated. For purposes of the Brazilian Corporate Law, net profits are defined as net income after income taxes and social contribution taxes for the fiscal year, net of any accumulated losses from prior fiscal years and any amounts allocated to employees’ and management’s participation in our profits, determined under IFRS. In accordance with the Brazilian Corporate Law and our bylaws, the amounts available for dividend distribution are the amounts determined under IFRS in our parent company financial statements. The amount for distribution is equal to our net income after taxes less (or plus):

any amounts allocated from the net income after taxes to:

to the legal reserve, and

 

any amounts allocated from the net income after taxes to a contingency reserve for anticipated losses and

or the reversion of the reserve constituted on previous fiscal years.

an unrealized revenue reserve.

For furtheradditional information on amounts available for distributions, see Note 29 to our 20172019 audited consolidated financial statements.

We are required to maintain a legal reserve to which we must allocate 5% of net profits for each fiscal year until the amount forof the legal reserve equals 20% of ourpaid-in capital. capital stock. However, we are not required to make any allocations to our legal reserve in respect of any fiscal year in which the legal reserve, when added to our other established capital reserves, exceeds 30% of our capital.capital stock. Net losses, if any, may be charged against the legal reserve. We recognized a complement of US$12.0 million to our legal reserve for 2017 (0.8% ofpaid-in capital). The balance of our legal reserve was US$204.4 million, which was equal to 14.2%13.2% of ourpaid-in capital stock as of December 31, 2017.2019.

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The Brazilian Corporate Law also provides for two additional, discretionary allocations of net profits that are subject to approval by the shareholders at the annual meeting. First, a percentage of net profits may be allocated to a contingency reserve for anticipated losses that are deemed probable in future years. Any amount so allocated in a prior year must be either reversed in the fiscal year infor which the anticipated loss was anticipatedforecast if the loss does not in fact occur, or written off in the event that the anticipated loss occurs. Second, if the amount of unrealized revenue exceedsfor distribution may be limited to the sum of:

fiscal year’s net profit already realized, and the legal reserve;

difference between the investment and working capital reserve;

retained earnings; and

the contingency reserve for anticipated losses.

The excess amount mayamounts shall be allocated to an unrealized revenue reserve. Under the Brazilian Corporate Law, unrealized revenue is defined as the sum of:

 

price-level restatement of statement of financial position accounts;

 

the share of equity earnings of affiliated companies; and

 

profits from installment sales to be received after the end of the next succeeding fiscal year.

According to our bylaws and subject to shareholder approval, our board of directors may allocate to an investment and working capital reserve up to 75% of our parent company adjusted net income after taxes under IFRS. The reserve may not exceed 80% of our capital.capital stock. The purpose of the investment and working capital reserve is to make investments in fixed assets or increase our working capital. ThisThe balance of the investment and working capital reserve may also be used used:

in the deduction of accumulated losses, whenever necessary;

in the distribution of dividends, at any time;

in the redemption, withdrawal, purchase or open market repurchase of shares, as authorized by law; and

to amortizeincrease our debts. capital, including by means of an issuance of new shares.

We may also grant a participation in our net income to our management and employees. However, the allocation to the investment and working capital reserve or the participation of our management and employees cannot reduce the mandatory distributable amount, as discussed below.

Otherwise, the amount in excess ofreserved amounts, except for the contingency reserve and the unrealized revenue reserve that exceeds our capital stock, must be used to increase our capital or be distributed as a cash dividend. The balance of the investment and working capital reserve may be used:

in the deduction of accumulated losses, whenever necessary;

in the distribution of dividends, at any time;

in the redemption, withdrawal, purchase or open market repurchase of shares, as authorized by law; and

to increase our capital, including by means of an issuance of new shares.

The amounts available for distribution may be further increased by a reversion of the contingency reserve for anticipated losses constituted in prior years but not realized, or further increased or reduced as a result of the allocations of revenues to or from the unrealized revenue reserve. The amounts available for distribution are determined on the basis of financial statements prepared in accordance with the Brazilian Corporate Law method. We have not established a contingency reserve.

As of December 31, 2017,2019, unappropriated retained earnings of US$2.491.91,856.7 million were recorded in our statutory parent company books under IFRS. As of December 31, 2017,2019, the amounts are net of minimum dividends and interest on shareholders’ equity paid or payable, as determined by the Brazilian Corporate Law.

For further dividendsadditional information, see Note 29 to our 20172019 audited consolidated financial statements.

Mandatory Distribution

The Brazilian Corporate Law generally requires that the bylaws of each Brazilian corporation specify a minimum percentage of the amounts available for distribution by the corporation for each fiscal year that dividends must be distributed to shareholders, also known as the mandatory distributable amount. Under our bylaws, the mandatory distribution is based on a percentage of adjusted net income, not lower than 25%, and

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not on a fixed monetary amount per share. The Brazilian Corporate Law, however, permits a publicly held company to suspend the mandatory distribution of dividends if the board of directors and fiscal council report presented at the shareholders’ meeting indicate that the distribution would be inadvisable in view of Embraer’s financial condition. This suspension is subject to approval of holders of common shares. In this case, the board of directors shall file a justification for the suspension with the CVM. Profits not distributed by virtue of the suspension will be attributed to a special reserve and, if not absorbed by subsequent losses, will be paid as dividends as soon as the financial condition of the corporation permits the payments.

Payment of Dividends

We are required by the Brazilian Corporate Law and by our bylaws to hold an annual shareholders’ meeting by the end of the fourth month after the end of each fiscal year at which, among other things, the shareholders have to decide on the payment of an annual dividend. The payment of annual dividends is based on our parent company financial statements prepared under IFRS for the relevant fiscal year. Brazilian companies, including us, are permitted to make a special distribution to shareholders referred to as interest on shareholders’ equity, which may be distributed cumulatively orin lieu of dividends as part of the mandatory distributable amount. Payments of interest on shareholders’ equity are treated as atax-deductible expense for IRPJ and CSLL purposes. Under the Brazilian Corporate Law, dividends generally are required to be paid within 60 days following the date the dividend was declared, unless a shareholders’ resolution sets forth another date of payment, which, in either case, must occur prior to the end of the fiscal year in which the dividend was declared. A shareholder has a three-year period from the dividend payment date to claim dividends (or payments of interest on shareholders’ equity) in respect of its shares, after which the amount of the unclaimed dividends reverts to the Company.

The Brazilian Corporate Law permitsallows a company to pay interim dividends out of preexisting and accumulated profits determined under IFRS for the preceding fiscal year or semester, based on financial statements approved by its shareholders. According to our bylaws, the shareholders may declare, at any time, interim dividends based on the preexisting and accumulated profits, provided that the mandatory dividend has already been distributed to the shareholders. Our bylaws also permit us to prepare financial statements semiannually and for shorter periods. Our board of directors may approve the distribution of dividends calculated with reference to those financial statements, even before they have been approved by the shareholders. However, the dividends cannot exceed the amount of capital reserves.

In general, shareholders who are not residents of Brazil must register with the Central Bank to have dividends, sales proceeds or other amounts with respect to their shares eligible to be remitted outside of Brazil. The common shares underlying our ADSs will be held in Brazil by Banco Itaú S.A., also known as the custodian, as agent for the depositary, which will be the registered owner on the records of the registrar for our shares. Our current registrar is Banco Itaú Corretora de Valores S.A. The depositary electronically registers the common shares underlying our ADSs with the Central Bank and, therefore, is able to have dividends, sales proceeds or other amounts with respect to these shares eligible to be remitted outside Brazil.

Payments of cash dividends and distributions, if any, will be made in Brazilian currency to the custodian on behalf of the depositary, which will then convert the proceeds into U.S. dollars and will cause the U.S. dollars to be delivered to the depositary for distribution to holders of ADSs. Under current Brazilian law, dividends paid to shareholders who are not Brazilian residents, including the holders of ADSs, will not be subject to Brazilian withholding income tax, except for dividends declared based on profits generated prior to December 31, 1995. For furtheradditional information on Brazilian taxes, see “Item 10E.10. Additional Information—10E. Taxation—Material Brazilian Tax Consequences.”

History of Dividend and Interest on Shareholders’ Equity Payments and Dividend Policy

Law No. 9,249, dated December 26, 1995, as amended, provides for distribution of interest on shareholders’ equity as an alternative form of payment to shareholders and treats those payments as a deductible expense for purposes of calculating Brazilian corporate income tax and social contribution on net profits. These distributions may be paid in cash. The interest is limited to the daily pro rata variation of the TJLP (long term interest rate) and cannot exceed the greater of:

 

50% of net income (after the deduction of social contribution on net profits, but before taking into account the provision for corporate income tax and the amounts attributable to shareholders as net interest on shareholders’ equity) for the period in respect of which the payment is made; or

 

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50% of the sum of retained profits and profit reserves as of the beginning of the period in respect of which the payment is made.

Any payment of interest on shareholders’ equity to holders of ADSs or common shares, whether or not they are Brazilian residents, is subject to Brazilian withholding income tax at the rate of 15% or 25% if the beneficiary is resident in a tax haven jurisdiction, that is, a country or location that does not impose any income tax or which imposes the tax at a maximum rate of less than 20%, or in which the domestic legislation imposes restrictions on the disclosure of the shareholding composition or the ownership of the investment. For furtheradditional information on Brazilian taxes, see “Item 10E.10. Additional Information—10E. Taxation—Material Brazilian Tax Consequences.” The amount paid to shareholders as interest on shareholders’ equity, net of any withholding tax, may be included as part of any mandatory distributable amount.

Under Brazilian law, we are obligated to distribute to shareholders an amount sufficient to ensure that the net amount received by them, after payment by us of applicable Brazilian withholding taxes in respect of the distribution of interest on shareholders’ equity, plus the amount of declared dividends, is at least equal to the mandatory distributable amount. When we distribute interest on shareholders’ equity, and that distribution is not accounted for as part of the mandatory distribution, Brazilian withholding tax will apply. All payments to date were accounted for as part of the mandatory distribution.

The following table sets forth the historical payments of dividends and historical payments of interest on shareholders’ equity we have made to our shareholders:

 

Date of Approval

  

Period in which Profits were Generated

  Total Amount of Distribution   

Period in which Profits were Generated

  Total Amount of Distribution 
     (in R$ millions)   (in US$ millions)(1)      (in R$ millions)   (in US$ millions)(1) 

April 15, 2015(3)

  Full year of 2014   16.1    6.1 

March 03, 2015(2)

  First quarter of 2015   29.4    9.2   First quarter of 2015   29.4    9.2 

June 11, 2015(2)

  Second quarter of 2015   29.4    9.5   Second quarter of 2015   29.4    9.5 

August 06, 2015(2)

  Third quarter of 2015   29.4    8.3   Third quarter of 2015   29.4    8.3 

December 10, 2015(2)(4)

  Fourth quarter of 2015   29.5    7.6   Fourth quarter of 2015   29.5    7.6 

March 10, 2016(2)

  First quarter of 2016   29.5    8.3   First quarter of 2016   29.5    8.3 

June 9, 2016(2)

  Second quarter of 2016   29.4    9.2   Second quarter of 2016   29.4    9.2 

September 15, 2016(2)

  Third quarter of 2016   14.7    4.5   Third quarter of 2016   14.7    4.5 

March 8, 2017(2)

  First quarter of 2017   29.4    9.3   First quarter of 2017   29.4    9.3 

April 12, 2017(3)

  Full year of 2016   75.0    23.4   Full year of 2016   75.0    23.4 

June 2, 2017(2)

  Second quarter of 2017   29.4    8.9   Second quarter of 2017   29.4    8.9 

September 6, 2017(2)

  Third quarter of 2017   29.3    9.2   Third quarter of 2017   29.3    9.2 

December 14, 2017(2)(5)

  Fourth quarter of 2017   66.0    19.9   Fourth quarter of 2017   66.0    19.9 

March 5, 2018(2)

  First quarter of 2018   14.7    4.4 

June 14, 2018(2)

  Second quarter of 2018   14.7    3.8 

September 13, 2018(3)

  Full year of 2018   7.3    1.8 

December 14, 2018(3)(6)

  Full year of 2018   7.4    1.9 

 

(1)

Translated from nominalreais into U.S. dollars at the selling exchange rates in effect on the last date of the month in which the dividends were approved.

(2)

Represents interest on shareholders’ equity.

(3)

Represents dividend payments.

(4)

Amount declared in 2015 but paid in 2016.

(5)

Amount declared in 2017 but paid in 2018.

(6)

Amount declared in 2018 but paid in 2019.

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No dividends nor interest on shareholders’ equity were approved for 2019. In 2019, we did not distribute interest on shareholders’ equity and interim dividends. In 2018, we distributed US$11.9 million in interest on shareholders’ equity and interim dividends approved by Statutory Board of Directors in connection with shareholders’ equity reserves. In 2017, we distributed US$47.3 million in interest on shareholders’ equity in connection with profits generated in the year ended December 31, 2017. No dividends were approved for 2016. Our board of directors declared interest on shareholders’ equity with respect to profits generated during the first nine months of 2017, no interest on shareholders’ equity were approved for the fourth quarter of 2017. For furtheradditional information on mandatory distribution of dividends, see “Item 8A.8. Financial Information—8A. Dividends and Dividend Policy—Mandatory Distribution.”

We intend to declare and pay dividends and/or interest on shareholders’ equity, as required by the Brazilian Corporate Law and our bylaws. Our board of directors may approve the distribution of dividends and/or interest on shareholders’ equity, calculated based on our semiannual or quarterly financial statements. The declaration of annual dividends, including dividends in excess of the mandatory distribution, requires approval by the vote of the majority of the holders of our common shares. The amount of any distributions will depend on many factors, including our results of operations, financial condition, cash requirements, prospects and other factors deemed relevant by our board of directors and shareholders. Within the context of our tax planning, we may in the future continue to determine that it is in our benefit to distribute interest on shareholders’ equity.

8B. Significant Changes

No significant changes or events have occurred afterCommercial Aviation Business Unit

As a result of our now-terminated strategic partnership with Boeing, on January 1, 2020, we implemented the closeinternalcarve-out of our Commercial Aviation business unit by means of the statementcontribution by Embraer to the capital stock of financial positionYaborã of the net assets comprising assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. For additional information on our now-terminated strategic partnership with Boeing, see “Item 4. Information on the Company—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing.”

Credit and Guaranty Agreement

On March 10, 2020, Embraer Aviation Netherlands B.V. entered into a credit and guaranty agreement with Citibank, N.A., J.P. Morgan Chase Bank, N.A. and Banco Santander, S.A. and borrowed an aggregate principal amount of US$600.0 million on March 13, 2020, accruing interest at three-month LIBORplus 1.5% per year, maturing on December 15, 2020. On May 18, 2020, the credit and guaranty agreement was amended to, among other things, modify the maturity date to November 6, 2020.

Deregistration and Delisting of the Notes due 2022, 2025 and 2027 from the SEC and NYSE and Suspension of Yaborã’s SEC Reporting Obligations

As a result of our now-terminated strategic partnership with Boeing, on January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of Yaborã of the net assets comprising assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. On March 17, 2020, Yaborã announced that it obtained the relevant consents of the holders of the notes due 2022, 2023, 2025 and 2027 and, accordingly, further amended the indentures under which the notes due 2022, 2023, 2025 and 2027 were issued. These amendments became effective upon satisfaction of the conditions precedent provided in the terms of the Consent Solicitation Process, which occurred on March 19, 2020. As a consequence, on March 30, 2020, a Form 25 was filed with the SEC to delist the notes due 2022, 2025 and 2027 from the NYSE (which delisting occurred on April 13, 2020), and on April 13, 2020, a Form 15 was filed in order to deregister the notes due 2022, 2025 and 2027, and to suspend Yaborã’s SEC reporting obligations that arose as a result of the substitution. With effect from April 13, 2020, Yaborã was relieved of its SEC periodic reporting requirement and, with effect from July 12, 2020, Yaborã will be relieved of all SEC reporting requirements (subject to annual testing of the relevant registered holder threshold on January 1 of each year to confirm that Yaborã continues to be eligible to suspend its SEC reporting obligations). For additional information, see “Item 5. Operating and Financial Review and Prospects—5B. Liquidity and Capital Resource—Credit Facilities and Lines of Credit.”

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Termination of the Strategic Partnership with Boeing

On April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement providing for the strategic partnership. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft. Embraer strongly believes that Boeing wrongfully terminated the Master Transaction Agreement and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us. Starting on April 25, 2020 and as a result of the above, assets and liabilities previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations. For additional information on the now-terminated strategic partnership with Boeing and on the assets held for sale and discontinued operations as of December 31, 2017, other than2019, see “Item 4. Information on the events already describedCompany—4A. History and Development of the Company—Termination of Strategic Partnership with Boeing” and Notes 4 and 40 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Impairment Losses

Starting on April 25, 2020 and as a result of the unexpected and wrongful termination of the strategic partnership by Boeing on such date, assets and liabilities related to our Commercial Aviation business unit previously presented as held for sale will be reclassified and measured as held for continuous use, as well as the results of operations previously reported as discontinued operations will be reported as continuing operations.

The change in designation requires the remeasurement of the long-lived assets held for sale (fixed assets, intangibles, andrights-of-use) for the lower value between the book value and the recoverable value. The book value is adjusted according to the accumulated depreciation and amortization in the amount of US$83.5 million, not recognized while classified as held for sale, which will be recorded in the second quarter of 2020. The recoverable value, on the other hand, is determined by the highest amount between thevalue-in-use of these assets and the fair valueminus the expenses that would be incurred as a result of the sale. Since the initial designation of the Commercial Aviation business unit assets as “held for sale” until April 25, 2020, the long-lived assets held for sale were listed at the recoverable value by the lesser value between the book value and the fair value based on the purchase price set forth in the Master Transaction Agreement,minus the incremental costs incurred to close the Transaction.

According to our impairment test practices, the recoverable value of these assets will be measured based on the approach ofvalue-in-use using the discounted cash flow method, which is not substantially different from fair value under current market conditions. For information on our impairment test practices, see Note 19 to our 2019 audited consolidated financial statements included elsewhere in this annual report. The discount rate applied in this case is based on the rate of the weighted average cost of capital, reconciled with the estimated discount rate before taxes of 10.6%. That discount rate differs from the discount rate applied on the December 31, 2019 calculation due to our increased risk diversification and to our increased funding costs as a result of not concluding the Transaction.

We used our best estimate to calculate the future cash flows used in the determination of thevalue-in-use account for significant economic environment impacts resulting from theCOVID-19 pandemic on the commercial aviation market.

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As a result of the measurement of the recoverable value of the assets of the Commercial Aviation business unit (including fixed assets, intangibles andrights-of-use), we expect to recognize losses due to the impairment charges relating to these assets in the second quarter of 2020, which will impact our operating results for 2020. Based on our preliminary calculations, we estimate that these losses may vary from US$153.0 million to US$526.0 million taking into account our estimates of potential projected scenarios of future deliveries of commercial jets and market share development in the coming years following theCOVID-19 pandemic, according to currently available information. The estimated losses were calculated based on carrying amounts of CGUs and the foreign exchange rate as of March 31, 2020. The amount to be recorded as of June 30, 2020 is subject to revision and update based on certain assumptions and factors that are subject to change, including without limitation the foreign exchange rate and discount rate on June 30, 2020, and may vary materially from the estimates above. Since a substantial portion of the cost of goods sold is indexed in Brazilianreais, positive or negative fluctuations of 10% in thereal to U.S. dollar foreign exchange rate may impact themid-range of estimated impairment charges by approximately US$163.0 million and US$201.0 million, respectively.

For additional information on the impairment losses related to our Commercial Aviation business unit, see Note 40.3 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

Impacts of the COVID-19 Pandemic

We have been monitoring theCOVID-19 pandemic situation and its impacts on our employees, operations, the global economy, the supply and the demand for our products and services. Our committee monitors on a daily basis the development of the pandemic situation and it has implemented contingency plans to act as quickly as necessary as the current situation continues to unfold.

As a result of theCOVID-19 pandemic, on March 17, 2020, our Brazilian corporate employees responsible for critical functions started to work from home and, on March 22, 2020, we decided to put our Brazilian employees that could not work remotely on paid leave until March 31, 2020. Until March 31, 2020, we were only carrying out essential activities at our facilities, including customer support, aircraft maintenance and manufacturing. On March 30, 2020, we further decided to put our Brazilian employees responsible fornon-critical functions on collective vacation from April 1 to April 9, 2020. During this temporary shutdown of our facilities, we implemented safety measures to adapt our facilities to the WHO guidelines. On April 10, 2020, we implemented a job preservation plan that included temporary furloughs, reduction in working hours and pay cuts to certain of our employees, as a means of guaranteeing their employment upon completion of the plan. This plan started on April 13, 2020 and will last between 60 and 90 days. On April 13, 2020, all of our Brazilian employees that could not work remotely and were not included in the job preservation plan returned to work at our adapted facilities. Our or other companies’ operations may be suspended again or remain suspended for a longer time.

Due to the uncertainty related to the spread ofCOVID-19, on March 26, 2020, we also suspended the projections relating to our expected results for 2020, dated as of November 12, 2019. We will issue updated projections for 2020 when we conclude the assessment of the effects that theCOVID-19 pandemic will cause to our business. For additional information onCOVID-19, see “Item 5. Operating and Financial Review and Prospects—5A. Operating Results—Current Conditions and Trends in ourIndustry—COVID-19.”

As of March 31, 2020, we recognized the following impacts on profit or loss as a result of theCOVID-19 pandemic:

Negative changes in the fair value of Republic Airways shares held as financial investments impacting our 2020 operating results in the amount of US$22.2 million. For additional information on our financial investments, see Note 7 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

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Additional provision for expected credit losses over trade accounts receivable, contract assets and customer financing as a result of increase in credit risks of our customers during the COVID-19 pandemic in the amount of US$33.4 million.

As of March 31, 2020, we had a trigger event related to the impairment of assets in our Executive Aviation and Defense and Security business units due to the impacts of theCOVID-19 pandemic and its impact on our market capitalization devaluation in the first quarter of 2020. Based on our best estimate using certain assumptions forshort-to-medium term impacts on deliveries of the Executive Aviation and Defense and Security business units, we have not identified additional impairment charges to be recognized in addition to the impairment losses we identified and recognized in our 2019 audited consolidated financial statements. The Brazilianreal lost 29% of its value against the U.S. dollar in the same period causing a positive impact in our future cash flows on March 31, 2020, as a result of the reduction of cash outflows indexed in Brazilianreais (costs of goods sold and general expenses). However, an improvement in the currency exchange rate in the future may result in a future impairment charge. For additional information on the impairment losses we recognized in 2019, see Note 19 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

For additional information on the impacts of theCOVID-19 pandemic, see Note 40.2 to our 2019 audited consolidated financial statements included elsewhere in this annual report.

ITEMItem 9.

THE OFFER AND LISTING

9A.    Offer and Listing Details

9A.

Offer and Listing Details

Our ADSs are listed on the New York Stock Exchange, or NYSE, under the symbol “ERJ.” In addition, our common shares are traded on the B3 under the symbol “EMBR3.” Each ADS represents four common shares.

The reported high and low closing prices in U.S. dollars for the ADSs on the NYSE for the periods indicated are set forth in the following table. Our ADSs began trading on the NYSE on June 5, 2006, with each ADS representing four common shares issued by us.

   Price in US dollars per ADS 
   High   Low 

2013

    

Year

   39.22    26.80 

2014

    

Year

   39.97    29.86 

2015

    

Year

   37.04    24.22 

2016

    

First quarter

   30.34    24.15 

Second quarter

   26.13    19.89 

Third quarter

   22.02    17.25 

Fourth quarter

   22.11    17.17 

Year

   30.34    17.17 

2017

    

First quarter

   24.67    19.25 

Second quarter

   22.14    18.02 

Third quarter

   23.92    18.32 

Fourth quarter

   25.26    18.48 

Year

   25.26    18.02 

Month:

    

September 2017

   23.92    22.61 

October 2017

   22.91    18.83 

November 2017

   20.06    18.48 

December 2017

   25.26    18.95 

January 2018

   26.89    24.13 

February 2018

   27.95    25.38 

March 2018 (through March 20)

   27.18    24.73 

The tables below set forth, for the periods indicated, the reported high and low closing prices in nominalreais for the common shares on the B3. Our common shares began trading on theNovo Mercado segment of the B3 on June 5, 2006.

   Nominal reais per common share 
   High   Low 

2013

    

Year

   21.70    13.77 

2014

    

Year

   25.26    18.27 

2015

    

Year

   30.40    21.23 

2016

    

First quarter

   30.20    21.96 

Second quarter

   23.42    17.35 

Third quarter

   18.29    14.01 

Fourth quarter

   18.26    14.01 

Year

   30.20    14.01 

2017

    

First quarter

   19.18    16.00 

Second quarter

   17.39    14.76 

Third quarter

   18.69    15.20 

Fourth quarter

   21.06    15.33 

Year

   21.06    14.76 

Month:

    

September 2017

   18.69    17.67 

October 2017

   18.11    15.45 

November 2017

   16.39    15.33 

December 2017

   21.06    15.43 

January 2018

   21.80    19.40 

February 2018

   22.84    20.40 

March 2018 (through March 20)

   22.20    20.44 

On March 20, 2018, the closing sale price for our common shares on the B3 was R$20.44. On the same date, the closing sale price for our ADSs on the NYSE was US$24.73. The ADSs are issued under a deposit agreement and JPMorgan Chase Bank N.A., or JP Morgan, serves as depositary under that agreement.

9B.    Plan of Distribution

9B.

Plan of Distribution

Not applicable.

9C.    Markets

9C.

Markets

Trading on the B3

In 2000, the São Paulo Stock Exchange, currently called the B3, was reorganized through the execution of memoranda of understanding by the Brazilian stock exchanges. Under the memoranda, all securities are now traded only on the B3, with the exception of electronically traded public debt securities and privatization auctions, which are traded on the Rio de Janeiro Stock Exchange.

Our common shares are listed and traded on theNovo Mercado segment of the B3. Trades in our common shares on the B3 settle in three business days after the trade date. Delivery of and payment for shares is made through the facilities of theCBLC—CBLC – Companhia Brasileira de Liquidação e Custódia (clearinghouse for the B3), which maintains accounts for member brokerage firms.

In order to better control volatility, the B3 adopted a “circuit breaker” system pursuant to which trading sessions may be suspended for a period of 30 minutes or one hour whenever the indices of this stock exchange fall below the limit of 10% and 15%, respectively, in relation to the closing value of the index registered in the previous trading session.

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The B3 is less liquid than the NYSE and other major exchanges in the world. TheAs of December 31, 2019, the B3 had an aggregate market capitalization of approximately R$3.24.8 trillion, equivalent to US$957 billion as of December 31, 2017.1.2billion. In comparison, the NYSE had a market capitalization of approximately US$29.623.3 trillion on the same date. Although any of the outstanding shares of a listed company may trade on the B3, in most cases less thanone-half of the listed shares are actually available for trading by the public, the remainder being held by small groups of controlling persons, by governmental entities or by one principal shareholder. As of December 31, 2017,2019, we accounted for approximately 0.5%0.3% of the market capitalization of all listed companies on the B3.

There is also significantly greater concentration in the Brazilian securities markets than in the NYSE or other major exchanges. During theone-year period ended December 31, 2017,2019, the ten largest companies listed on the B3 represented approximately 40%39.5% of the total market capitalization of all listed companies.

Trading on the B3 bynon-residents of Brazil is subject to limitations under Brazilian foreign investment legislation.

Novo Mercado Corporate Governance Practices

In 2000, the B3 introduced three special listing segments, known as Levels 1 and 2 of Differentiated Corporate Governance Practices and theNovo Mercado, aiming at fostering a secondary market for securities issued by Brazilian companies with securities listed on the B3, by prompting these companies to follow good practices of corporate governance. The listing segments were designed for the trading of shares issued by companies voluntarily undertaking to abide by corporate governance practices and disclosure requirements in addition to those already imposed by Brazilian law. These rules generally increase shareholders’ rights and enhance the quality of information provided to shareholders.

To become a Level 1 (Nível 1) company, in addition to the obligations imposed by current Brazilian law, an issuer must agree to (i) ensure that shares of the issuer representing 25% of its total capital are effectively available for trading, (or 15% of its capital stock, provided its average daily trading volume remains equal to or greater than R$25.0 million, taking into account the trades performed during the previous 12 months), (ii) adopt offering procedures that favor widespread ownership of shares whenever making a public offering, (iii) comply with minimum quarterly disclosure standards, (iv) follow stricter disclosure policies with regards to contracts with related parties, material contracts and transactions made by controlling shareholders, directors and officers involving securities issued by the issuer, (v) submit any existing shareholders’ agreements and stock option plans to the B3 and (vi) make a schedule of corporate events available to shareholders.

To become a Level 2 (Nível 2) company, in addition to the obligations imposed by current Brazilian law, an issuer must agree to (i) comply with all of the listing requirements for Level 1 companies, (ii) granttag-along rights for all shareholders in connection with a transfer of control of the company, offering the same price paid per share for controlling block, common shares and 80% of the price paid per share of controlling block preferred shares, (iii) grant voting rights to holders of preferredcommon shares in connection with certain corporate restructurings and related partyrelated-party transactions, including (1) any transformation of the company into another corporate form, (2) any merger, consolidation orspin-off of the company, (3) approval of any transactions between the company and its controlling shareholder, including parties related to the controlling shareholder, (4) approval of any valuation of assets to be delivered to the company in payment for shares issued in a capital increase, (5) appointment of an expert firm to ascertain the fair value of the company in connection with any deregistration and delisting tender offer, and (6) any changes to these voting rights, (iv) have a board of directors composed of at least five members, of which 20% must be independent directors, with a term limited to two years, (v) prepare annual financial statements in English, including cash flow statements, in accordance with international accounting standards, such as U.S. GAAP or IFRS, (vi) if it elects to delist from the Level 2 segment, hold a tender offer by the company’s controlling shareholder (the minimum price of the shares to be offered will be determined by an appraisal process), and (vii) adhere exclusively to the rules of the B3 Arbitration Chamber for resolution of disputes between the company and its investors.

To be listed on theNovo Mercado, an issuer must meet all of the requirements described above, in addition to (i) issuing only voting shares, and (ii) grantingtag-along rights for all shareholders in connectionhave at least two, or the equivalent of 20% of the board members, whichever is bigger, independent members on the board of directors, with a transferterm limited to two

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years, (iii) follow stricter disclosure policies with regards to the company’s policies, the internal rules of controlprocedures, the code of business conduct and periodic reports of the company, offeringaudit committee, and (iv) adopt stricter compliance procedures, including an audit committee, an internal audit and other risk management controls. Regarding the same price paid per shareobligation to ensure that shares of the issuer representing 25% of its total capital are effectively available for controlling block common shares.trading, for the companies listed on theNovo Mercado,the threshold might be reduced to 15% of its capital stock, provided its average daily trading volume remains equal to or greater than R$25.0 million, taking into account the trades performed during the previous 12 months. Our shares are listed on theNovo Mercado segment.

Regulation of Brazilian Securities Markets

The Brazilian securities markets are regulated by the CVM (the Brazilian Securities and Exchange Commission), which has regulatory authority over stock exchanges and the securities markets generally, and by the Central Bank, which has, among other powers, licensing authority over brokerage firms and regulates foreign investment and foreign exchange transactions.

Under the Brazilian Corporate Law, a corporation is either public (companhia aberta), like us, or closely held (companhia fechada). All public companies, including us, are registered with the CVM and are subject to reporting requirements. Our shares are listed and traded on theNovo Mercado segment of the B3 and may be traded privately subject to limitations.

We have the option of asking for the trading of our securities on the B3 to be suspended in anticipation of a material announcement. Trading may also be suspended on the initiative of the B3 or the CVM, among other reasons, based on or due to a belief that the company has provided inadequate information regarding a material event or has provided inadequate responses to the inquiries by the CVM or the B3.

Trading on the B3 bynon-residents of Brazil is subject to limitations under Brazilian foreign investment and tax legislation. The Brazilian custodian for our common shares and the depositary for our ADSs have obtained an electronic certificate of registration from the Central Bank to remit U.S. dollars abroad for payments of dividends, any other cash distributions, or upon the disposition of the shares and sales proceeds thereto. In the event that a holder of ADSs exchangesPursuant to CMN Resolution No. 4,373, in order for an investor to surrender ADSs for commonthe purpose of withdrawing the shares represented thereby, the holder willinvestor is required to appoint a Brazilian financial institution duly authorized by the Central Bank and the CVM to act as its legal representative, who shall be entitledresponsible, among other things, for keeping and updating the investors’ certificates of registrations with the Central Bank, which entitles registered foreign investors to continue to relytrade the underlying shares directly on the depositary’s electronic certificate of registration for five business days after the exchange. Thereafter, the holder may not be able to obtain and remit U.S. dollars abroad upon the disposition of the common shares, or distributions relating to the common shares, unless the holder obtains a new electronic certificate of registration or registers its investment in the common shares under Resolution No. 4,373.B3.

Disclosure Requirements

Pursuant to CVM Rule No. 358, of January 3, 2002, the CVM revised and consolidated the requirements regarding the disclosure and use of information related to material facts and acts of publicly held companies, including the disclosure of information on the trading and acquisition of securities issued by publicly held companies.

These requirements include provisions that:

 

establish the concept of a material fact that gives rise to reporting requirements. Material facts include decisions made by the controlling shareholders, resolutions of the general meeting of shareholders and of management of the company, or any other facts related to the company’s business (whether occurring within the company or otherwise somehow related thereto) that may influence the price of its publicly traded securities, or the decision of investors to trade those securities or to exercise any of those securities’ underlying rights;

 

specify examples of facts that are considered to be material, which include, among others, the execution of shareholders’ agreements providing for the transfer of control, the entry or withdrawal of shareholders that maintain any managing, financial, technological or administrative function with or contribution to the company, and any corporate restructuring undertaken among related companies;

 

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oblige the investor relations officer, controlling shareholders, other officers, directors, members of the audit committee and other advisory boards to disclose material facts;

 

require simultaneous disclosure of material facts to all markets in which the corporation’s securities are admitted for trading;

 

require the acquirer of a controlling stake in a corporation to publish material facts, including its intentions as to whether or not tode-list the corporation’s shares, within one year;

 

establish rules regarding disclosure requirements in the acquisition and disposal of a material stockholding stake; and

 

restrict the use of insider information.

9D.

9D.    Selling Shareholders

Not applicable.

9E.    Dilution

Not applicable.

9F.    Expenses of the Issue

Not applicable.

 

ITEM 10.9E.ADDITIONAL INFORMATION

Dilution

10A.    Share Capital

Not applicable.

10B.    Memorandum and Articles of Association

9F.

Expenses of the Issue

Not applicable.

Item 10.

ADDITIONAL INFORMATION

10A.

Share Capital

Not applicable.

10B.

Memorandum and Articles of Association

Set forth below is certain information concerning our capital stock, and a brief summary of certain significant provisions of our bylaws, the Brazilian Corporate Law, the relevant rules and regulations of the CVM, and the relevant rules of theNovo Mercado applicable to our capital stock. This description does not purport to be complete and is qualified by reference to our bylaws and to Brazilian law.

Corporate Purpose

We are a corporation duly incorporated with a principal place of business and jurisdiction in the city of São José dos Campos, São Paulo, Brazil, governed mainly by our bylaws and the Brazilian Corporate Law. According to article I of our bylaws, our corporate purpose is to (i) design, build and market aircraft and aerospace materials and related accessories, components and equipment, according to the highest standards of technology and quality, (ii) perform and carry out technical activities related to the manufacturing and servicing of aerospace materials, (iii) contribute to the training of technical personnel as necessary for the aerospace industry, (iv) engage in other technological, manufacturing and business activities in connection with the aerospace industry, and to provide services therefore,therefor, (v) design, build and trade equipment, materials, systems, software, accessories and components for the defense, security and power industries, as well as to perform and carry out technical activities related to the manufacturing and maintenance activities, according to the highest standards of technology and quality, and (vi) conduct other technological, manufacturing and trade activities and services related to the defense, security and power industries.

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Description of Capital Stock

General

As of December 31, 2017,2019, our capital stock consisted of a total of 740,465,044 issued common shares, without par value, including 7,423,7054,385,218 common shares held in treasury and one special class of common shareshares known as the “golden share,” held by the Brazilian government. Our bylaws authorize the board of directors to increase the capital stock up to 1,000,000,001,000,000,000 common shares, without seeking specificirrespective of any amendment to our bylaws and of shareholder approval. AllAs of ourMarch 31, 2020, we had 736,171,905 outstanding common shares, arewhich were fully paid. Our shareholders must approve at a shareholders’ meeting any capital increase that exceeds the above-referenced authorized amounts.capital stock. Our shareholders are not liable for further capital calls. Their liability is limited to the amount of any portion of our capital stock which they have subscribed but have not fully paid in.

Share Buyback

Pursuant to our bylaws, our board of directors approved on December 7, 2007 a share buyback program for our common shares, in compliance withInstrução CVM No. 10/80, for the purpose of adding value to our shareholders through the management of our capital structure. We were authorized to buy back up to an aggregate of 16,800,000 common shares, representing approximately 2.3% of our outstanding capital, which totaled 740,465,044 outstanding common shares outstanding.shares. The acquisition of the shares was made on the B3 and the common shares bought back will bewere kept in treasury form, and the treasury shares woulddid not have any political or economic rights. The program was terminated on March 31, 2008. A total of 16,800,000 shares were purchased at an average price of R$19.06 per share. See “Item 16. Reserved—16E. Purchases of Equity Securities by the Issuer and Affiliated Purchasers.”

On March 10, 2016, our board of directors approved a new share buyback program for our common shares, in compliance withInstrução CVM No. 10/80. We were authorized to buy back up to an aggregate of 3,000,000 common shares, representing approximately 0.4% of our outstanding capital, which totaled 737,439,054 common shares outstanding on March 10, 2016.TheA total of 3,000,000 common shares were repurchased at an average price of R$20.00 per share from March 17 through June 30.30, 2016.

On June 02,2, 2017, our board of directors approved a new share buyback program for our common shares, in compliance withInstruçãoCVM No. 10/80. We were authorized to buy back up to an aggregate of 3,000,000 common shares, representing approximately 0.4% of our outstanding capital, which totaled 735,752,704 common shares outstanding on June 2, 2017. TheA total of 3,000,000 common shares were repurchased at an average price of R$16.13 per share from June 6 through August 29, 2017.

In 2018 and 2019, we did not approve a share buyback program.

Common Shares

Each common share is generally empowered with one vote at our shareholders’ meetings. Pursuant to our bylaws and the B3 listing agreement in connection with the listing of our shares on theNovo Mercado, we cannot issue shares without voting rights or with restricted voting rights.

Changes to rights granted to common shares under our bylaws would generally require an amendment to our bylaws. Under the Brazilian Corporate Law, an amendment to our bylaws requires shareholder approval in a shareholders’ meeting. Changes to our bylaws would generally require approval by a simple majority vote of holders of common shares, except for matters that require the approval of shareholders representing at leastone-half of the issued and outstanding voting shares or for matters subject to the approval of our golden share. For additional information on qualified quorum matters and on voting rights relating to the golden share, see “—Voting Rights of Shares—Qualified Quorum Matters” and “—Voting Rights of Shares—Golden Share,” respectively.

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The Brazilian Corporate Law and our bylaws require that all our shareholders’ meetings be called by publication of a notice in theDiário Oficialdo Estado de São Paulo (official government publication of the State of São Paulo), and in a newspaper of general circulation in the city where our headquarters are located, currently the O Vale in São José dos Campos, at least 30 days prior to the meeting, and in another newspaper of general circulation in São Paulo, where the São Paulo Stock Exchange is located, currently theValor Econômico. The quorum to hold shareholders’ meetings at first call is the presence of shareholders representing 25% of the common shares;shares (except for meetings convened to amend our bylaws or to waive the public tender offer required for delisting fromNovo Mercado, which require a quorum of at leasttwo-thirds of the common shares at first call); and at second call the meeting can be held with the presence of any number of shareholders.

According to our bylaws, in order to attend a shareholders’ meeting, a shareholder must show the ownership of the shares it intends to vote by showing an identification document and a proof of share ownership. Our shareholders may be represented at shareholders’ meetings by a proxy, issued within aone-year period prior to the meeting to (1) one of our directors or officers, (2) a lawyer or (3) a financial institution. Notwithstanding the above, the CVM decided on November 4, 2014 that shareholders that are legal entities may be represented at shareholders’ meetings by their legal representatives or by a duly appointedattorney-in-fact, pursuant to the bylaws and related corporate instruments of the legal entities and pursuant to the Brazilian Civil Code. Investment funds must be represented by their administrator.

Alternatively, the shareholders might participate in a shareholders’ meetings through a remote voting mechanism, which is regulated by CVM Rule No. 561, as amended, and aims to facilitate the participation of shareholders in general meetings either through the vote or through the submission of proposals and candidates for the election of members of the Boardboard of Directorsdirectors or Fiscal Council.fiscal council. For this purpose, this regulation provided the following:

 

the creation of a remote voting bulletin through which shareholders may exercise their right to vote prior to the date the shareholders’ meeting is held;

 

the possibility of inclusion of candidates and proposals of deliberation of minority shareholders in that bulletin, with due observance of certain percentages of equity interest, in order to facilitate shareholders’ participation in shareholders’ meetings; and

 

the deadlines, procedures and ways of sending this bulletin, which may be forwarded by the shareholder: (a) to the custodian (if the shares held by the shareholder are kept at a centralized deposit) or; (b) to the book-entry agent of the shares issued by the company (if such shares are not kept at a centralized deposit); or (c) directly to the company.

According to the Brazilian Corporate Law, the common shares are entitled to dividends in proportion to their share of the amount available for distribution. For furtheradditional information on payment of dividends on our shares, see “Item 8A.8. Financial Information—8A. Consolidated Statements and Other Financial Information—Dividends and Dividend Policy.” In addition, upon any liquidation of the company, the common shares are entitled to return of capital in proportion to their share of our shareholders’ equity.

According to the Brazilian Corporate Law, neither our bylaws nor actions taken at a shareholders’ meeting may deprive a shareholder of the following rights:

 

the right to participate in the distribution of profits;

 

the right to participate equally and proportionally in any remaining residual assets in the event of liquidation of the company;

 

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preemptive rights in the event of issuance of shares, convertible debentures or warrants, except in some specific circumstances under Brazilian law described in “Item 10D. “—Preemptive Rights”;Rights;”

 

the right to supervise our management in accordance with Article 109 of the Brazilian Corporate Law; and

 

the right to appraisal rights in the cases specified in the Brazilian Corporate Law, which are described in “Item 10D. “—Redemption and Right of Withdrawal.”

Golden Share

The golden share is held by the Federative Republic of Brazil. For a discussion of the rights to which the golden share is entitled, see “Item 10B. “—Voting Rights of Shares—Golden Share.”

Voting Rights of Shares

Each common share is generally empowered with one vote at the general shareholders’ meeting. Pursuant to our bylaws and the B3 listing agreement in connection with the listing of our shares on theNovo Mercado, listing segment of B3, we cannot issue shares without voting rights or with restricted voting rights.

Qualified Quorum Matters

Under the Brazilian Corporate Law, the approval of shareholders representing at leastone-half of the issued and outstanding voting shares is required for the matters described below:

reducing the mandatory distribution of dividends;

changing our corporate purpose;

merging into or consolidating with another company, subject to the conditions set forth in the Brazilian Corporate Law;

transferring all of our shares to another company or receiving shares of another company in order to make the company whose shares were transferred a wholly owned subsidiary of the other company, known as a merger of shares (incorporação de ações);

participating in a centralized group of companies as defined under the Brazilian Corporate Law and subject to the conditions set forth therein;

conducting aspin-off;

dissolving or liquidating us;

canceling any ongoing liquidation of us; or

creating preferred shares with greater privileges than the existing shares or changing a priority, preference, privilege or condition of redemption or amortization of preferred shares.

In the event of the last item described above, the approval of shareholders representing the majority of issued and outstanding shares of the affected class would also be required. Our bylaws currently provide that our capital stock shall be divided exclusively into common shares and the only special class is our golden share. For additional information on the golden share, see “—Golden Share.”

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Limitations on the Voting Rights of Certain Holders of Common Shares

Our bylaws provide that, at any shareholders’ meeting, no shareholder or group of shareholders, including brokers acting on behalf of one or more holders of ADSs, may exercise votes representing more than 5% of the quantity of shares into which our capital stock is divided. Votes that exceed this 5% threshold will not be considered.

For purposes of our bylaws, two or more of our shareholders are considered to be a “group of shareholders” if:

 

they are parties to a voting agreement;

 

one of them is, directly or indirectly, a controlling shareholder or controlling parent company of the other, or the others;

 

they are companies directly or indirectly controlled by the same person/entity, or group of persons/entities, which may or may not be shareholders; or

 

they are companies, associations, foundations, cooperatives and trusts, investment funds or portfolios, universalities of rights or any other forms of organization or undertaking (i) with the same administrators or managers, or further (ii) whose administrators or managers are companies that are directly or indirectly controlled by the same person/entity, or group of persons/entities, which may or may not be shareholders.

In the case of investment funds having a common administrator, only funds with policies of investment and of exercise of voting rights at shareholders’ meetings that fall under the responsibility of the administrator on a discretionary basis will be considered to be a group of shareholders.

In addition, shareholders represented by the same proxy, administrator or representative on any account at any shareholders’ meeting will be considered to be a group of shareholders, except for holders of our ADSs when represented by the relevant depositary. All signatories to a shareholders’ agreement that addresses the exercise of voting rights will also be considered to be a group of shareholders for purposes of the foregoing limitation.

This limitation on the voting rights of certain holders of common shares is illustrated in the following table:

 

Equity Interest of Shareholder or Group of Shareholders

  Voting Rights as a Percentage of our Capital Stock  Voting Rights as a Percentage of our Capital Stock

1%

  1%  1%

2%

  2%  2%

3%

  3%  3%

4%

  4%  4%

5%

  5%  5%

> 5%

  5%  5%

LimitationLimitations on the Voting Rights ofNon-Brazilian Shareholders

In accordance with theedital (invitation to bid) issued by the Brazilian government in connection with the privatization of Embraer in 1994, voting participation ofnon-Brazilian holders of Embraer common shares was limited to 40% of Embraer common shares votes at shareholders’ meeting.

Our bylaws provide that, at any shareholders’ meeting,non-Brazilian shareholders and groups ofnon-Brazilian shareholders may not exercise voting rights representing more thantwo-thirds of the total votes of all of the Brazilian shareholders present at the meeting. The total number of votes that may be exercised by Brazilian shareholders and bynon-Brazilian shareholders will be assessed after giving effect to the 5% voting limitation described above in “Item 10B. Limitation“—Limitations on the Voting Rights of Certain Holders of Common Shares.”

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Votes ofnon-Brazilian shareholders that exceed thistwo-thirds threshold will not be considered. If the total vote ofnon-Brazilian shareholders at any shareholders’ meeting exceedstwo-thirds of the votes that may be exercised by the Brazilian shareholders present at such meeting, the number of votes of eachnon-Brazilian shareholder will be proportionately reduced so that the total vote ofnon-Brazilian shareholders does not exceedtwo-thirds of the total votes that can be exercised by Brazilian shareholders present at the shareholders’ meeting.

The fraction oftwo-thirds effectively limits the voting rights ofnon-Brazilian shareholders and groups ofnon-Brazilian shareholders to 40% of share capital represented at the shareholders’ meeting. The objective of this limitation is to ensure that Brazilian shareholders constitute a majority of the total votes cast at any shareholders’ meeting. This limitation will effectively prevent our takeover bynon-Brazilian shareholders and limit the ability ofnon-Brazilian shareholders to control us.

For purposes of our bylaws, the following are considered to be “Brazilian shareholders”:

 

Brazilian individuals, whether native or naturalized, resident in Brazil or abroad;

 

legal private entities organized under the laws of Brazil that have their administrative head offices in Brazil and (i) do not have a foreign controlling parent company, unless the parent company meets the requirements of clause (ii) of this item, and (ii) are controlled, directly or indirectly, by one or more Brazilian individuals, whether native or naturalized, resident in Brazil or abroad; and

 

investment funds or clubs organized under the laws of Brazil that have their administrative head office in Brazil and whose managers and/or investors holding the majority of their equity interests are persons/entities referred to above.

A Brazilian shareholder will be required to provide evidence to us and the depositary agent for the book-entry registry that such shareholder satisfies the foregoing requirements and only after this evidence is given will the shareholder be included in the records of Brazilian shareholders.

For purposes of our bylaws,“non-Brazilian shareholders” are considered to be persons orany individuals, legal entities, investment funds or clubs and any other entitiesorganizations that are not composed ofconsidered Brazilian shareholders and that cannot evidence that they satisfy the requirements to be consideredfor registration as Brazilian shareholders.shareholders, according to our bylaws.

A “group of shareholders,” as defined above, will be considered to benon-Brazilian whenever one or more of its members is anon-Brazilian shareholder.

The effect of this limitation on the voting rights ofnon-Brazilian shareholders (i.e., their participation) is illustrated in the following table, where the column“Non-Brazilian Shareholder Participation” indicates the maximum percentage of votes anon-Brazilian shareholder may cast:

 

Brazilian Shareholder Participation Non-Brazilian Shareholder Participation Non-Brazilian Shareholder Participation(1)
(% of capital stock) (% of capital stock) (%)
90 10 10.00
80 20 20.00
70 30 30.00
60 40 40.00
59 41 39.33
50 50 33.33
40 60 26.67
30 70 20.00
20 80 13.33
10 90 6.67

 

(1)

Number of votes calculated based ontwo-thirds of the Brazilian shareholders’ votes.

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The tables below illustrate, in different situations, the voting system that will apply at our shareholders’ meetings.

Example 1

All Brazilian shareholders hold less than 5% andnon-Brazilian shareholders hold a total of 40%, but without any individual holdings higher than 5%. This example shows a situation where the general restriction fornon-Brazilian shareholders does not affect the voting ratio.

 

Shareholder

  % Shares Attending  Effective %
of Votes
After 5%Vote
Restriction
  Effective %
of Votes After
Non-Brazilian
Restriction
  % of
Valid
Votes
 Vote
Ratio
(Votes/Share)
  % Shares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes

After Non-
Brazilian
Restriction
   % of Valid
Votes
 Vote Ratio
(Votes/Share)
 

Brazilian A

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian B

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian C

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian D

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian E

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian F

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian G

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian H

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian I

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian J

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian K

  5  5  5  5 1.00   5    5    5    5  1.00 

Brazilian L

  5  5  5  5 1.00   5    5    5    5  1.00 
  

 

  

 

  

 

  

 

 

Total Brazilians

  60  60  60  60 1.00   60    60    60    60  1.00 

Non-Brazilians(1)

  40  40  40  40(2) 1.00   40    40    40    40(2)  1.00 
  

 

  

 

  

 

  

 

   

 

   

 

   

 

   

 

  

 

 

Total

  100  100  100  100 1.00   100    100    100    100   1.00 
  

 

  

 

  

 

  

 

   

 

   

 

   

 

   

 

  

 

 

 

(1)

Assumes that no individualnon-Brazilian shareholder holds more than 5% of our capital. If anon-Brazilian shareholder holds more than 5% of our capital, this shareholder will also be subject to the 5% voting restriction on such holding.

(2)

Two-thirds of 60 (total votes of the Brazilian shareholders after application of the 5% voting restriction) equals 40 votes.

Example 2

One Brazilian shareholder holds more than 5% of our capital, the other Brazilian shareholders hold 5% andnon-Brazilian shareholders hold a total of 50%, but without any individual holdings higher than 5%.

 

Shareholder

  % Shares
Attending
  Effective
% of
Votes
After 5%
Vote
Restriction
  Effective %
of Votes
After
Non-Brazilian
Restriction
 % of
Valid
Votes
  Vote
Ratio
(Votes/Share)
  % Shares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes

After Non-
Brazilian
Restriction
 % of Valid
Votes
   Vote Ratio
(Votes/
Share)
 

Brazilian A

  20  5  5.0 8.57  0.25   20    5    5.0  8.57    0.25 

Brazilian B

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 

Brazilian C

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 

Brazilian D

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 

Brazilian E

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 

Brazilian F

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 

Brazilian G

  5  5  5.0 8.57  1.00   5    5    5.0  8.57    1.00 
  

 

  

 

  

 

 

 

  

Total Brazilians

  50  35  35.0 59.99  1.00   50    35    35.0  59.99    1.00 

Non-Brazilians(1)

  50  50  23.3(2) 40.00  0.47   50    50    23.3(2)  40.00    0.47 
  

 

  

 

  

 

 

 

    

 

   

 

   

 

  

 

   

 

 

Total

  100  85  58.3(2) 100.00  0.58
  

 

  

 

  

 

 

 

  

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Shareholder

  % Shares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes
After Non-
Brazilian
Restriction
  % of Valid
Votes
   Vote Ratio
(Votes/
Share)
 

Total

   100    85    58.3(2)   100.00    0.58 
  

 

 

   

 

 

   

 

 

  

 

 

   

 

 

 

 

(1)

Assumes that no individualnon-Brazilian shareholder holds more than 5% of our capital. If anon-Brazilian shareholder holds more than 5% of our capital, this shareholder will also be subject to the 5% voting restriction on the holding.

(2)

Two-thirds of 35 (total votes of the Brazilian shareholders after application of the 5% voting restriction) equals 23 votes.

Example 3

No Brazilian shareholders hold more than 5% of our capital, anon-Brazilian shareholder holds 30% and othernon-Brazilian shareholders hold a total of 40%, but without any individual holdings higher than 5%.

 

Shareholder

  % Shares
Attending
  Effective
% of
Votes
After 5%
Vote
Restriction
  Effective %
of Votes
After
Non-Brazilian
Restriction
 % of
Valid
Votes
  Vote
Ratio
(Votes/Share)
  % Shares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes

After Non-
Brazilian
Restriction
 % of Valid
Votes
   Vote Ratio
(Votes/
Share)
 

Brazilian A

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 

Brazilian B

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 

Brazilian C

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 

Brazilian D

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 

Brazilian E

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 

Brazilian F

  5  5  5.0 10.0  1.00   5    5    5.0  10.0    1.00 
  

 

  

 

  

 

 

 

  

Total Brazilians

  30  30  30.0 60.0  1.00   30    30    30.0  60.0    1.00 

Non-Brazilians A

  30  5  2.2(2) 4.4  0.07   30    5    2.2(2)  4.4    0.07 

Non-Brazilians(1)

  40  40  17.8(2) 35.6  0.44   40    40    17.8(2)  35.6    0.44 
  

 

  

 

  

 

 

 

    

 

   

 

   

 

  

 

   

 

 

Total

  100  75  50.0 100.0  0.50   100    75    50.0   100.0    0.50 
  

 

  

 

  

 

 

 

    

 

   

 

   

 

  

 

   

 

 

 

(1)

Assumes that no individualnon-Brazilian shareholder (exceptNon-Brazilian A) holds more than 5% of our capital. If anon-Brazilian shareholder holds more than 5% of our capital, this shareholder will also be subject to the 5% voting restriction on the holding.

(2)

Two-thirds of 30 (total votes of the Brazilian shareholders after application of the 5% voting restriction) equals 20 votes, proportionally divided betweenNon-Brazilian A and the othernon-Brazilians.

Example 4

Two Brazilian shareholders holding more than 5% of our capital, three Brazilian shareholders holding 5% andnon-Brazilian shareholders holding a total of 30%, but without individual holdings higher than 5%.

 

Shareholder

  % Shares
Attending
   Effective
% of
Votes
After 5%
Vote
Restriction
   Effective
% of Votes
After
Non-Brazilian
Restriction
 % of
Valid
Votes
   Vote
Ratio
(Votes/Share)
   % hares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes

After Non-
Brazilian
Restriction
   % of Valid
Votes
   Vote Ratio
(Votes/
Share)
 

Brazilian A

   30    5    5.0  12    0.17    30    5    5.0    12    0.17 

Brazilian B

   25    5    5.0  12    0.20    25    5    5.0    12    0.20 

Brazilian C

   5    5    5.0  12    1.00    5    5    5.0    12    1.00 

Brazilian D

   5    5    5.0  12    1.00    5    5    5.0    12    1.00 

Brazilian E

   5    5    5.0  12    1.00    5    5    5.0    12    1.00 
  

 

   

 

   

 

  

 

   

Total Brazilians

   70    25    25.0  60    1.00    70    25    25.0    60    1.00 

Non-Brazilians(1)

   30    30    16.7(2)  40    0.56 
  

 

   

 

   

 

  

 

   

Total

   100    55    41.7   100    0.42 
  

 

   

 

   

 

  

 

   

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Shareholder

  % hares
Attending
   Effective %
of Votes
After 5%
Vote
Restriction
   Effective %
of Votes
After Non-
Brazilian
Restriction
  % of Valid
Votes
   Vote Ratio
(Votes/
Share)
 

Non-Brazilians(1)

   30    30    16.7(2)   40    0.56 
  

 

 

   

 

 

   

 

 

  

 

 

   

 

 

 

Total

   100    55    41.7   100    0.42 
  

 

 

   

 

 

   

 

 

  

 

 

   

 

 

 

 

(1)

Assumes that no individualnon-Brazilian shareholder (exceptNon-Brazilian A) holds more than 5% of our capital. If anon-Brazilian shareholder holds more than 5% of our capital, this shareholder will also be subject to the 5% voting restriction on the holding.

(2)

Two-thirds of 25 (total votes of the Brazilian shareholders after application of the 5% voting restriction) equals 16.7 votes.

Shareholders’ Agreement

In connection with the merger of former Embraer with and into Embraer approved on March 31, 2006, Cia. Bozano, PREVI and SISTEL, the former controlling shareholders of former Embraer, terminated the shareholders’ agreement governing matters relating to their equity ownership of former Embraer, and relinquished voting control over former Embraer in favor of all Embraer shareholders. As of the implementation of the merger, Cia. Bozano, PREVI and SISTEL no longer have the ability to control the outcome of matters submitted to a vote of Embraer shareholders. Our bylaws prohibit any shareholder or group of shareholders from exercising voting control over us.

Golden Share

The golden share is held by the Federative Republic of Brazil. The golden share is entitled to the same voting rights as the holders of common shares. In addition, the golden share entitles the holder thereof to veto rights over the following corporate actions:

 

change of our name and corporate purpose;

 

modification and/or application of our logo;

 

creation and/or alteration of military programs (whether or not involving Brazil);

 

development of third partythird-party skills in technology for military programs;

 

discontinuance of the supply of spare parts and replacement parts for military aircraft;

 

transfer of our control;

 

any amendments to the list of corporate actions over which the golden share carries veto rights, including the right of the Brazilian government to appoint one acting member to our board of directors and the right of our employees to appoint two acting members to our board of directors and to the rights conferred to the golden share; and

 

changes to certain provisions of our bylaws pertaining to voting restrictions, rights of the golden share and the mandatory tender offer requirements applicable to holders of 35% or more of our outstanding shares.

The matters listed above are subject to prior approval by our board of directors, followed by prior notices to the Brazilian government and to the Brazilian Ministry of Finance. Within 30 days from the notice, the Brazilian government, as holder of the golden share, may exercise its veto rights. After such period or the pronouncement from the Brazilian government, the board of directors shall meet. In case of rejection of the Brazilian government, the board of directors shall reconsider the previous resolution. In case of approval or in the absence of a response from the Brazilian government within the 30 day30-day period, the previous resolution will be ratified and will be deemed to have been approved by our board of directors. In certain cases, pursuant to our bylaws or applicable law, the matter must be subject to approval at a shareholders’ meeting, and the Brazilian government shall also be entitled to exercise its veto rights related to that matter.

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Disclosure of Significant Interest

Brazilian Requirements

Brazilian law provides that all shareholders or groups of shareholders will be required to disclose, through notice to us and to the stock exchanges on which our securities are traded, the negotiation of securities that results in the shareholder surpassing or decreasing the thresholds of 5%, 10%, 15%, and so on, of participation in a certain class or type of share representative of a company’s capital stock. In addition, our bylaws provide that all shareholders or groups of shareholders will be required to disclose, through notice to us and to the stock exchanges on which our securities are traded, the acquisition of shares that, together with those already held by them, exceed 5% of our capital stock. A violation of these disclosure obligations could result in the suspension of rights, including voting rights, by a resolution of shareholders at a shareholders’ meeting.

Certain U.S. Legal Requirements

In addition, the U.S. Exchange Act imposes reporting requirements on shareholders or groups of shareholders who acquire beneficial ownership (as this term is defined underRule 13d-3 of the U.S. Exchange Act) of more than 5% of our common shares. In general, shareholders must file, within ten days after the acquisition, a report of beneficial ownership with the SEC containing the information prescribed by the regulations under the U.S. Exchange Act. This information is also required to be sent to us and to each U.S. securities exchange on which our common shares are traded. Shareholders should consult with their own legal advisor regarding their reporting obligations under the U.S. Exchange Act.

Form and Transfer

As our shares are in registered book-entry form, the transfer of shares is governed by the rules of Article 35 of the Brazilian Corporate Law. This Article provides that a transfer of shares is effected by an entry made by Banco Itaú S.A., also known as the registrar, in its books, by debiting the share account of the transferor and crediting the share account of the transferee. Banco Itaú S.A. also performs all the services of safe-keeping and transfer of shares and related services for us.

Transfers of shares by anon-Brazilian shareholder are made in the same way and enterdentered into by that shareholder’s local agent on the shareholder’s behalf except that if the original investment was registered with the Central Bank pursuant to Resolution No. 4,373, the foreign investor must also seek amendment, if necessary, through its local agent, of the electronic registration to reflect the new ownership.

The B3 operates as a central clearing system. A holder of our shares may choose, in its discretion, to participate in this system and all shares elected to be put into this system will be deposited in the custody of the B3 (through a Brazilian institution duly authorized to operate by the Central Bank and having a clearing account with the B3). The fact that those shares are held in the custody of the B3 will be reflected in our register of shareholders. Each participating shareholder will, in turn, be registered in our register of beneficial shareholders maintained by the B3 and will be treated in the same way as registered shareholders.

Board of Directors

According to the Brazilian Corporate Law, our officers and directors are prohibited from voting on, or acting in, matters in which their interests conflict with ours.

Our bylaws provide that the shareholders are responsible for determining the global remuneration of the members of our management bodies. Our board of directors is responsible for dividing the remuneration among the members of management. There are no specific provisions regarding the directors’ power to vote on their compensation in the absence of an independent quorum.

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With respect to the borrowing powers of the board of directors, the board of directors has the power to authorize the borrowing of funds, either in the form of bonds, notes, commercial papers or other instruments of regular use in the market. Other financing arrangements, including bank loans, may be entered into by us upon the joint signatures of (i) two executive officers, (ii) one officer and oneattorney-in-fact or (iii) twoattorneys-in-fact.

There is no requirement under the Brazilian Corporate Law or our bylaws that directors retire upon reaching a certain age. In addition, our bylaws do not provide for there-election of directors at staggered intervals.

For furtheradditional information on our board of directors, see “Item 6A.6. Directors, Senior Management and Employees—6A. Directors and Senior Management—boardBoard of directors”Directors” and “Item 6C.6. Directors, Senior Management and Employees—6C. Board Practices.”

Election of Board of Directors

The election of members of our board of directors, absent a request to adopt a cumulative voting system, will be conducted under a system of slate voting whereby voting will be based on a slate of directors and no voting will be allowed on individual candidates. Our board of directors is appointed by our shareholders for atwo-year term and three reserved seats as follows: (i) one acting member (and his or her alternate) to be appointed by the Brazilian government, as holder of the “golden share” and (ii) two acting members (and his or her alternate) to be appointed by our employees. The remaining eight acting directors are elected in accordance with the slate voting or cumulative voting rules contained in our bylaws. A person may participate in two or more different slates. Each shareholder may only vote on one slate and the slate that receives the highest number of votes shall be declared elected.

Any shareholder or group of shareholders has a right to propose and submit a slate of members for election to the board of directors different than the slate provided according to our bylaws (i.e. proposed by the board of directors). The same shareholder or group of shareholders may not submit more than one slate. Our bylaws also contain a provision whereby a shareholder that intends to appoint an alternative slate must send written notice at least ten days prior to the general meeting at which the members of the board of directors will be elected, providing us with the name and other particulars and professional resume of the candidates. In case we receive this notice, we must publish a press release to our shareholders, thatwhich also has tomust be available on our website within at least eight days before the date of the general meeting, informing shareholders how to obtain a copy of the proposed slate.

Alternatively, the election of members of the board of directors may be conducted under a system of cumulative voting. According to the regulations of the CVM and to our bylaws, adoption of a resolution for cumulative voting depends on a written request by shareholders representing at least 5% of our capital stock, submitted at least 48 hours in advance of the time for which the general shareholders’ meeting has been called. Under the cumulative voting system, each share is entitled to the same number of votes as the number of board members to be elected (subject to the restriction on shareholders holding greater than 5% of the common shares and restrictions onnon-Brazilian shareholders as per ourby-laws), and each shareholder is entitled to concentrate votes in just one member or to distribute the votes among more than one or all of the members. Any vacant offices not filled due to a tie in the voting will be subject to a new vote, under the same process.

Preemptive Rights

Each of our shareholders has a general preemptive right to subscribe for shares in the event of any capital increase, or securities convertible into shares, in proportion to its shareholding, except in the event of the grant and exercise of any option to acquire shares of our capital stock. A period of at least 30 days following the publication of notice of the issuance of shares or securities convertible into shares is allowed for exercise of the right, and the right is negotiable. According to the Brazilian Corporate Law and our bylaws, the board of directors may, in its discretion, eliminate the preemptive rights of the shareholders in the event that we issue shares, debentures convertible into shares, or subscription warrants that will be offered either through a stock exchange or in a public offering, or through an exchange of shares in a public offering, the purpose of which is to acquire control of another company, as established by law.

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In the event of a capital increase by means of the issuance of new shares, holders of ADSs, or of common shares, would, except under the circumstances described above, have preemptive rights to subscribe to any class of our newly issued shares. However, a holder may not be able to exercise the preemptive rights relating to the common shares underlying the ADSs unless a registration statement under the Securities Act is effective with respect to those shares to which the rights relate or an exemption from the registration requirements of the Securities Act is available. For furtheradditional information on the risks related to our preemptive rights, see “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to Our Common Shares and ADSs—Holders of our ADSs might be unable to exercise preemptive rights with respect to the common shares.

Redemption and Right of Withdrawal

The Brazilian Corporate Law provides that, under limited circumstances, a shareholder has the right to withdraw from the company and to receive payment for his shares. This right of withdrawal may be exercised by dissenting shareholders if at least half of voting shares outstanding authorize us to:

 

reduce the mandatory distribution of dividends;

 

change our corporate purpose;

 

merge into or consolidate with another company, subject to the conditions set forth in the Brazilian Corporate Law;

 

  

transfer all of our shares to another company or receive shares of another company in order to make the company whose shares were transferred a wholly owned subsidiary of the other company, known as a merger of shares (incorporação de ações);

 

acquire control of another company at a price which exceeds the limits set forth in the Brazilian Corporate Law;

 

participate in a centralized group of companies as defined under the Brazilian Corporate Law and subject to the conditions set forth therein; or

 

conduct aspin-off that results in (i) a change of our corporate purposes, except if the assets and liabilities of thespun-off company are contributed to a company that is engaged in substantially the same activities, (ii) a reduction in the mandatory dividend or (iii) any participation in a centralized group of companies, as defined under the Brazilian Corporate Law.

In addition, if the entity resulting from a merger, merger of shares (incorporação de ações), as described above, or a consolidation or aspin-off of a listed company fails to become a listed company within 120 days of the shareholders’ meeting at which this decision was taken, the dissenting shareholders may also exercise their right of withdrawal.

The dissenting shareholders may exercise the right of withdrawal only in relation to the shares held on the date that is the earliest between the date of the publication of the first call notice for the shareholders’ meeting that approved the resolution giving rise to the right of withdrawal, or on the date of publication of the material fact in relation to such resolution.

The Brazilian Corporate Law contains provisions that restrict withdrawal rights and allow companies to redeem their shares at their economic value, subject to certain requirements. As our bylaws currently do not provide that our shares would be redeemable at their economic value, our shares would be redeemable at their book value, determined on the basis of the last statement of financial position approved by the shareholders. If the shareholders’ meeting giving rise to withdrawal rights occurs more than 60 days after the date of the last approved statement of financial position, a shareholder may demand that its shares be valued on the basis of a new statement of financial position that is as of a date within 60 days of such shareholders’ meeting.

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According to the Brazilian Corporate Law, in events of consolidation, merger, incorporationmerger of shares (incorporação de ações), participation in a group of companies, and acquisition of control of another company, the right to withdraw does not apply if the shares in question meet certain tests relating to market liquidity and float. Shareholders would not be entitled to withdraw their shares if the shares are a component of a general stock index in Brazil or abroad and shares held by persons unaffiliated with the controlling shareholder represent more than half of the outstanding shares of the relevant type or class. According to CVM Instruction 565, the applicable general stock index is the Bovespa index, or Ibovespa, of which we are a component.

Mechanism to Promote Dispersed Ownership of Our Shares

Our bylaws contain provisions that have the effect of avoiding concentration of our shares in the hands of an investor or a small group of investors in order to promote more dispersed ownership of our shares. To this end, these provisions place certain obligations on a shareholder or group of shareholders that becomes a holder of 35% or more of our total capital stock, or an Acquiring Shareholder. Not later than 15 days after a shareholder becomes an Acquiring Shareholder, this shareholder must submit a request to the Brazilian government, through the Ministry of Finance, to make a public tender offer to acquire all of our capital stock. The Brazilian government will have full discretion to accept or deny this request. The Acquiring Shareholder may not purchase any additional shares until the Brazilian government provides its opinion on the public offer. If the request is accepted by the Brazilian government, the Acquiring Shareholder must make a public offer for all shares within 60 days of acceptance. The offer must be made in accordance with the CVM and the B3 regulations and the provisions of our bylaws. If the request is denied by the Brazilian government, the Acquiring Shareholder must sell all shares the Acquiring Shareholder owns in excess of 35% of our total capital stock within 30 days. Failure to comply with these provisions will subject the Acquiring Shareholder to the potential suspension of all voting rights inherent to the shares the Acquiring Shareholder holds, if a resolution to this effect is approved at a general meeting of our shareholders called by our management. These provisions are not applicable to shareholders who become holders of 35% or more of our total capital stock in certain transactions specified in our bylaws as, for example, cancellation of our common shares held in treasury.

The public tender offer must be (i) directed to all of our shareholders, (ii) made through an auction to take place on the B3, (iii) launched at a set price calculated in accordance with the procedure set forth below, (iv) paid upfront, inreais, (v) made so as to assure equal treatment to all shareholders, (vi) irrevocable and not subject to any changes after publication of the bidding offer and (vii) based on a valuation report to be prepared in accordance with the rules set forth in our bylaws and in applicable CVM rules and regulations.

The price to be offered for the shares in the public tender offer will be calculated as follows:

 

Tender Offer Price = Value of the Share + Premium,

where:

 

“Tender Offer Price” corresponds to the acquisition price for each share issued by us in the public offering of shares provided hereunder.

 

“Value of the Share” corresponds to the greater of:

 

 (i)

the highest unit quotation obtained for the shares issued by us during the12-month period prior to the tender offer among values recorded on any stock exchange on which the shares were traded;

 

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 (ii)

the highest price paid by the Acquiring Shareholder, during the36-month period prior to the tender offer, for a share or tranche of shares issued by us;

 

 (iii)

the amount equivalent to 14.5 times our Consolidated Average EBITDA, as defined below, reduced by our net consolidated indebtedness, divided by the total number of shares issued by us; or

 

 (iv)

the amount equivalent to 0.6 times the amount of our firm backlog orders, according to the last information disclosed by the latter, reduced by our net consolidated indebtedness, divided by the total number of shares issued by us.

“Premium” corresponds to 50% of the Value of the Share.

 

“Consolidated EBITDA” is our consolidated operating profit before net financial expenses, income tax and social contribution, depreciation, depletion and amortization, as assessed based on the audited statements for our most recent complete fiscal year.

 

“Average Consolidated EBITDA” is the arithmetic average of our consolidated EBITDA for the two most recent complete fiscal years.

The launch of a public tender offer does not preclude us or any of our shareholders from launching a competing public tender offer, in accordance with applicable regulations.

Arbitration

Any disputes or controversies relating to the regulations of theNovo Mercado, our bylaws, the Brazilian Corporate Law, the rules published by the CMN, the Central Bank, the CVM, any shareholders’ agreement filed at our headquarters, and other rules applicable to the Brazilian capital markets in general, must be submitted to arbitration conducted in accordance with the rules of the B3 Arbitration Chamber. Chamber (“Rules”).

According to Chapter 12item 1.4 of the Rules, unless otherwise agreed by the Parties, the parties may consensually agree to use another arbitration chamber or center to resolve their disputes.should be bound by the Rules in force on the date of the request for arbitration. Any shareholder that becomes a holder of shares representing our control must agreeagrees to comply with the rules of the B3 Arbitration Chamber within 30 days of the acquisition of the shares.Chamber. These provisions will not apply, however, in the event of a dispute or controversy related to our golden share.

Going Private Process

If our shareholders determine to take us private and at that time we are controlled by a shareholder, or a group of shareholders, the controlling shareholder or group of shareholders is responsible for conducting a public tender offer for the acquisition of our shares. If our shareholders determine to take us private and at that time we are subject to widespread control, we must conduct the public tender offer, within the limits imposed by applicable law. In this case, we may only purchase shares from shareholders that have voted in favor of our Company becoming a private company after purchasing all shares from the other shareholders that did not vote in favor of the ‘going private’“going private” decision and that have accepted the public tender offer.

Thus, we may become a private company only if we or our controlling shareholders, as the case may be, conduct a public tender offer to acquire all of our outstanding shares (taking into account, for this purpose, the shares held by the shareholders that expressly agree with the ‘going private’ decision or sign up for the public tender offer), subject to prior approval of the public tender offer by the Brazilian government, as holder of the golden share, and in accordance with the rules and regulations of Brazilian Corporate Law and the CVM regulations and rules of theNovo Mercado, as applicable.

The public tender offer must be made at a fair price based on a valuation report of the Company, which means that the offer for the purchase of the totality of shares must be equivalent to at least the value of the Company as appraised. According to our bylaws, the price per share shall be equivalent to, at least, the

The

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economic value of those shares as determined in a valuation report must be prepared by a specialized and independent firmcompany of recognized experience, which will be chosen at a shareholders’ meeting from a list of three institutions presented by the shareholders representing theour board of directors, by an absolute majority of the votes of the shareholders of our outstanding shares present at the meeting (excluding, for this purpose, the shares held by theany controlling shareholder or group of shareholders at the time, if any, his/her spousepartners and any dependents as described in his/her income tax statement, in caseif the controlling shareholder is an individual; treasury shares; shares held by our affiliates;affiliates and by other companies that are a part of our economic group, as well as blank votes) from a list of three institutions presented by our board of directors.. All the expenses and costs incurred in connection with the preparation of the valuation report must be borne by the offeror.

Shareholders holding at least 10% of our outstanding shares (taking into account, for this purpose, all the Company’s shares, except for the shares held by the controlling shareholder; shares held by our affiliates and by other companies that are a part of our economic group; shares held by our officers and directors; and treasury shares) may require our management to call a special shareholders’ meeting to determine whether to perform another valuation using the same or a different valuation method. This request must be made within 15 days following the disclosure of the price to be paid for the shares in the public tender offer. The shareholders who make the request, as well as those who vote in its favor, must reimburse us for any costs involved in preparing the new valuation, if the new valuation price is not higher than the original valuation price. If the new valuation price is higher than the original valuation price, the public tender offer must be made at the higher price.

Delisting from theNovo Mercado

Our delisting from theNovo Mercado, either by voluntary or compulsory action or by virtue of corporate restructuring, shall observe the rules contained in the Regulation of theNovo Mercado. At any time, we may delist our shares from theNovo Mercado, provided that a public tender offer for the acquisition of our outstanding shares is carried out.

If we are controlled by a shareholder, or a group of shareholders, at the time of our delisting from theNovo Mercado, either for our shares to be traded outside theNovo Mercado or as a result of a corporate reorganization, the controlling shareholder or group of shareholders is responsible for conducting athe public tender offer for the acquisition of our shares. If we are subject to widespread control at the time of our delisting from theNovo Mercado, either for our shares to be traded outside theNovo Mercado or as a result of a corporate reorganization, the shareholders that voted in favor ofpresent at meeting may determine the decision must conduct apersons responsible for carrying out the tender offer or decide to waive the tender offer.

If the public tender offer for the acquisition ofis carried out our shares.

At any time, we may delist our shares from theNovo Mercado,provided thatdelisting in conditioned to shareholders representing more than 1/3 (one third) of our outstanding shares having (i) expressly agreeagreed with the delisting decision or (ii) acceptaccepted the public tender offer (taking into account, for this purpose, the shares held by the shareholders that expressly agree with the delisting decision or sign up for the public tender offer). The decision of the shareholders must specify if the delisting will occur because the securities will no longer be traded on theNovo Mercado, or because we are going private. Our delisting from theNovo Mercado will not result in the loss of our registration as a public company on the São Paulo Stock Exchange.

If we delist from theNovo Mercado, by decision taken at a shareholders’ meeting, any controlling shareholder or group of controlling shareholders at the time, if any, must conduct a public tender offer for the acquisition of our outstanding shares (taking into account, for this purpose, the shares held by the shareholders that expressly agree with the delisting decision or sign up for the public tender offer). According to our bylaws, the price per share for the public tender offer shall be equivalent to, at least, the economic value of those shares as determined in a valuation report prepared by a specialized and independent company of recognized experience, which will be chosen at a shareholders’ meeting from a list of three institutions presented by our board of directors, by an absolute majority of the votes of the shareholders of our outstanding shares present at the meeting (excluding, for this purpose, the shares held by any controlling shareholder or group of shareholders at the time, if any, his/her partners and dependents as described in his/her income tax statement, if the controlling shareholder is an individual; treasury shares; shares held by our affiliates and by other companies that are a part of our economic group, as well as blank votes). In addition, theNovo Mercado regulation establishes that the offer for the purchase of the totality of shares must be equivalent to at least the fair value of the Company as appraised. All the expenses and costs incurred in connection with the preparation of the valuation report must be paid by the offeror.

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A voluntary delisting from theNovo Mercadomay occur regardless of the completion of the tender offer mentioned above in the event of a waiver approved at a general shareholders’ meeting, which must observe the rules and conditions of the Regulation of theNovo Mercado.

Pursuant to our bylaws, we may also be delisted if the São Paulo Stock Exchange decides to suspend trading of our shares on theNovo Mercado due to ournon-compliance with theNovo Mercado regulations. In this case, the chairman of the board of directors must call a shareholders’ meeting, within two days of the determination by the São Paulo Stock Exchange, in order to replace all members of our board of directors. If the chairman of the board of directors does not call the shareholders’ meeting, any shareholder may do so. The new board of directors will be responsible for the compliance with the requirements that resulted in the delisting.

Additionally, if we are delisted from theNovo Mercado (1) because a decision taken at a general shareholders’ meeting resulted innon-compliance with theNovo Mercado regulations, the public tender offer must be conducted by the shareholders that voted in favor of the decision, or (2) as a result of ournon-compliance with theNovo Mercado regulations resulting from acts of our management, we must conduct the public tender offer in order to become a private company, within the limits imposed by law, if the Company is not controlled by a controlling shareholder or group of shareholders. Otherwise, the controlling shareholder or group of shareholders is responsible for conducting a public tender offer for the acquisition of the shares.

According to theNovo Mercado regulations, in the event of a transfer of our shareholding control within 12 months following our delisting from theNovo Mercado, the selling controlling shareholders and the acquirer must offer to acquire the remaining shares for the same price and terms offered to the selling controlling shareholders, adjusted for inflation, or the surplus, if there is any, between the price per share offered at the public tender offer, adjusted for inflation, and the price per share received by the selling controlling shareholders due to the transfer of control.

Sarbanes Oxley Act of 2002

We maintain controls and procedures designed to ensure that we are able to collect the information required to disclose in the report we file with the SEC, and to process, summarize and disclose the information within the periods specified in the rules of the SEC. We have filed the relevant officer certifications under Section 404 of the U.S. Sarbanes Oxley Act of 2002 regarding internal controls over financial reporting as Exhibits 12.1 and 12.2 to this annual report.

10C.    Material Contracts

Material Contracts

On January 24, 2019, Embraer and Boeing and certain of their subsidiaries entered into the MTA and certain other transaction agreements, pursuant to which, subject to certain approvals and other conditions precedent, a Brazilian subsidiary of Boeing would acquire a controlling stake in Embraer’s Commercial Aviation business unit and Embraer and Boeing or their respective subsidiaries would form a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission aircraft.

None.Subject to the conditions in the MTA, upon consummation of the Transaction, Boeing Brazil would acquire 80% of the issued and outstanding common shares and redeemable preferred shares of the Commercial Aviation NewCo, through the subscription of new shares to be issued by the Commercial Aviation NewCo and the acquisition directly from Embraer of existing shares issued by the Commercial Aviation NewCo, at an aggregate value of approximately US$4.2 billion, subject to adjustments customary for transactions of the same nature.

10D.    Exchange ControlsOn February 26, 2019, the shareholders of Embraer approved the terms and conditions of the Transaction at an annual and special general shareholders’ meeting. On January 1, 2020, we implemented the internalcarve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of the Commercial Aviation NewCo of the net assets comprising assets, liabilities, properties, rights and obligations (subject to certain exceptions) related to our Commercial Aviation business unit. In exchange for the contribution, the Commercial Aviation NewCo issued common shares and redeemable preferred shares to Embraer. The Commercial Aviation NewCo’s redeemable preferred shares have a liquidation preference, a right to receive an annual fixed cumulative dividend payable at a 3.3% rate, a right to be redeemed after two years from the date of issuance, and no voting rights.

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The foregoing description is only a summary of certain provisions of the Master Transaction Agreement and is qualified in its entirety by reference to the copy of the executed Master Transaction Agreement which is filed as an exhibit to this annual report.

In addition, as part of the Transaction, Embraer and Boeing (or any of their respective subsidiaries) had agreed to form a joint venture for the promotion and development of new markets and applications for the multi-mission airplaneC-390 Millennium, based on jointly identified opportunities, and development, manufacture and sales of theC-390 Millennium, in which joint venture Embraer or its subsidiary would hold the majority of the share capital.

TheC-390 Millennium NewCo would be EB Defense, LLC, a Delaware limited liability company incorporated by the Embraer Member Entity and in which the Embraer Member Entity is currently the sole member. Embraer or Embraer Member Entity would hold 51% and Boeing or the Boeing Member Entity would hold 49% of the membership interests of EB Defense, LLC, in accordance with the Amended and Restated Limited Liability Company Agreement, which would be entered into and become effective upon the closing of the Transaction.

The foregoing description is only a summary of certain provisions of the Contribution Agreement and is qualified in its entirety by reference to the copy of the executed Contribution Agreement which is filed as an exhibit to this annual report.

On April 25, 2020, we received a notice from Boeing communicating its decision to terminate the MTA, based on Boeing’s assertion that certain closing conditions in the MTA had not been satisfied by Embraer by the April 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement.

We strongly believe that Boeing wrongfully terminated the MTA and the Contribution Agreement and that it had a continuing obligation to abide by the terms thereof. Embraer strongly believes that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement. We are pursuing all remedies against Boeing for the damages incurred by Embraer as a result of Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and/or the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to the arbitration that Boeing has commenced against us.

For risks relating to the termination of the Transaction, see “Item 3. Key Information—3D. Risk Factors—Risks Relating to Embraer—Legal proceedings pertaining to the now-terminated strategic partnership with Boeing, including arbitration proceedings related to Boeing’s termination of and failure to close the MTA and/or the Contribution Agreement, may adversely impact our business, financial condition and results of operations.”

10D.

Exchange Controls

There are no restrictions on ownership of our common shares by individuals or legal entities domiciled or headquartered outside Brazil. However, the registration of this investment with the Brazilian Central Bank is required and the right to convert dividend payments and proceeds from the sale of common shares into foreign currency and to remit such amounts outside Brazil is subject to restrictions under foreign investment legislation.

Pursuant to Brazilian law, investors may invest in common shares under Resolution No. 4,373, of September 29, 2014, issued by the CVM, governmental authority responsible for formulating the Brazilian monetary and credit policies. The rules of Resolution No. 4,373 allow foreign investors to invest in almost all financial assets and to engage in almost all transactions available in the Brazilian financial and capital markets, provided that certain requirements are fulfilled. In accordance with Resolution No. 4,373, the definition of foreign investor includes individuals, legal entities, mutual funds and other collective investment entities domiciled or headquartered abroad.

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Pursuant to the Resolution No. 4,373, foreign investors must: (i) appoint at least one representative in Brazil with powers to perform actions related to the foreign investment; (ii) provide all required information that shall be sent by the representative to CVM through CVM’s website; (iii) be registered as a foreign investor with the CVM and the Brazilian tax authorities; and (iv) register the foreign investment with the Central Bank.

Securities and other financial assets held by foreign investors pursuant to Resolution No. 4,373 must be registered or maintained in deposit accounts or under the custody of an entity duly licensed by the Brazilian Central Bank or the CVM. In addition, securities trading for these investors is restricted to transactions carried out in the stock exchanges or organizedover-the-counter markets licensed by the CVM.

Under Resolution No. 4,373, foreign investors registered with the CVM may buy and sell securities on Brazilian stock exchanges or organizedover-the-counter markets without obtaining a separate certificate of registration for each transaction. Investors under these regulations are also generally entitled to favorable tax treatment.

Annex II to Resolution No. 4,373 provides for the issuance of depositary receipts in foreign markets in respect of Brazilian issuers’ securities.

In connection with equity offerings of our common shares, an electronic registration was issued in the name of the depositary with respect to the ADSs and is maintained by the custodian on behalf of the depositary. This electronic registration was carried out through the Brazilian Central Bank Information System. Pursuant to the registration, the custodian and the depositary are able to convert dividends and other distributions with respect to the common shares represented by ADSs into foreign currency and remit the proceeds outside Brazil, to the holder of ADSs. In the event that a holder of ADSs exchanges the ADSs for common shares, the custodian must update the registry of the investment with the Brazilian Central Bank within five business days after the exchange. In order to receive the common shares, the investor must have a registration with the Central Bank and the CVM pursuant to Resolution 4,373. Until this registration has been obtained, the holder will not be able to receive the common shares.

In addition, if the foreign investor resides in a “tax haven” jurisdiction or is not an investor registered under Resolution No. 4,373, the investor will be subject to less favorable Brazilian tax treatment than a holder of ADSs.

For furtheradditional information on Brazilian taxes, see “Item 3D.3. Key Information—3D. Risk Factors—Risks Relating to our Common Shares and ADSs—If holders of our ADSs exchange the ADSs for common shares, they risk losing the ability to remit foreign currency abroad and Brazilian tax advantages” and “Item 10E.10. Additional Information—10E. Taxation—Material Brazilian Tax Consequences.”

10E.    Taxation

10E.

Taxation

The following discussion, subject to the limitations set forth below, summarizes certain Brazilian and United States tax considerations relating to the ownership of our common shares or ADSs. This discussion does not purport to be a complete analysis of all tax considerations in those countries and does not address tax treatment of shareholders under the laws of other countries. Shareholders whothat are resident in countries other than Brazil and the United States, along with shareholders that are resident in those two countries, are urged to consult with their own tax advisors as to which countries’ tax laws could be relevant to them. This summary is based upon the tax laws of Brazil and the United States as in effect on the date of this annual report, which are subject to change, possibly with retroactive effect, and to differing interpretations. Any change in the law may change the consequences described below.

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Although there presently is no income tax treaty between Brazil and the United States, the tax authorities of the two countries have had discussions that may result in this treaty. No assurance can be given, however, as to if or when a treaty will enter into force or how it will affect the U.S. holders of common shares or ADSs.

Material Brazilian Tax Consequences

General.The following discussion summarizes the principal Brazilian tax consequences of the acquisition, ownership and disposition of common shares or ADSs, as the case may be, by a holder that is not considered domiciled in Brazil, or aNon-Brazilian Holder, for purposes of Brazilian taxation.

This discussion is not a comprehensive discussion of all the tax considerations that may be relevant to a decision to purchase our common shares or ADSs and is not applicable to all categories of investors, some of which may be subject to special rules, and does not specifically address all of the Brazilian federal income tax considerations applicable to any particular holder. It is based on the tax laws of Brazil in effect on the date of this report, which are subject to change, possibly with retroactive effect, and to differing interpretations. Each prospective purchaser is urged to consult his own tax advisor about the particular Brazilian federal income tax consequences of an investment in our common shares or ADSs.

Taxation of Dividends. Dividends, including stock dividends and other dividends paid in kind, paid by us to the depositary in respect of the ADSs, or to aNon-Brazilian Holder in respect of the common shares, are currently not subject to withholding tax, provided that they are paid out of profits generated as of January 1, 1996. Dividends paid from profits generated before January 1, 1996 may be subject to Brazilian withholding income tax at variable rates, according to the tax legislation applicable to each corresponding year.

In this context, it should be noted that Law No. 11,638 dated December 28, 2007 significantly altered the Brazilian corporate law in order to align the generally accepted Brazilian accounting standards more closely with IFRS. Nonetheless, Law No. 11,941 dated May 27, 2009 introduced the Transitory Tax Regime, or the RTT, in order to render neutral, from a tax perspective, all of the changes provided by Law 11,638. Under the RTT, for tax purposes, legal entities should observe the accounting methods and criteria as in force on December 31, 2007.

Profits determined pursuant to Law 11,638/07, or IFRS Profits, may differ from the profits calculated pursuant to the accounting methods and criteria as in force on December 31, 2007, or 2007 Profits.

While it was a general market practice to distribute exempted dividends with reference to the IFRS Profits, Normative Ruling No. 1,397, issued by the Brazilian tax authorities on September 16, 2013, has established that legal entities should observe 2007 Profits in order to determine the amount of profits that could be distributed as exempted income to its beneficiaries.

Any profits paid in excess of said 2007 Profits, or Excess Dividends, should, in the tax authorities’ view and in the specific case ofnon-resident beneficiaries, be subject to the following rules of taxation: (i) 15% withholding tax, or WHT, in case of case of beneficiaries domiciled abroad, but not in Low or Nil Tax Jurisdiction (as defined below), and (ii) 25% WHT, in case of beneficiaries domiciled in Low or Nil Tax Jurisdiction (as defined below).

In order to mitigate potential disputes on the subject, Law No. 12,973, dated May 13, 2014, in addition to revoking the RTT, introduced a new set of tax rules, or the New Tax Regime, including new provisions with respect to Excess Dividends. Under these new provisions: (i) Excess Dividends related to profits assessed from 2008 to 2013 will be exempt; (ii) potential disputes remain concerning the Excess Dividends related to 2014 profits, unless our company voluntarily elects to apply the New Tax Regime in 2014; and (iii) as of 2015, once the New Tax Regime is mandatory and has completely replaced the RTT, dividends should be considered fully exempt. We have not elected to apply to the New Tax Regime in 2014. However, any withholding tax related to 2014 profits will be borne by us, if due.

Taxation of Gains. According to Law No. 10,833, enacted on December 29, 2003, capital gains realized on the sale or disposition of assets located in Brazil by aNon-Brazilian Holder, regardless of whether the sale or the disposition is made to anothernon-Brazilian resident or to a Brazilian resident, is subject to taxation in Brazil. Accordingly, on the disposition of the common shares, which are considered assets located in Brazil, theNon-Brazilian Holder will be subject to income tax on the gains assessed, following the rules described below, regardless of whether the transactions are conducted in Brazil or abroad and with a Brazilian resident or not. Regarding the ADSs, although the matter is not free from doubt, arguably the gains realized by aNon-Brazilian Holder on the disposition of ADSs are not taxed in Brazil, based on the argument that ADSs would not constitute assets located in Brazil for purposes of Law No. 10,833/03. However, we cannot assure how Brazilian courts would interpret the definition of assets located in Brazil in connection with the taxation of gains realized by aNon-Brazilian Holder on the disposition of ADSs. Thus, the gain on a disposition of ADSs by aNon-Brazilian Holder may be subject to income tax in Brazil according to the rules described below for ADSs or those applicable to the disposition of common shares, when applicable.It is important to clarify that, for purposes of Brazilian taxation, the income tax rules on gains related to disposition of common shares or ADSs can vary depending on the domicile of theNon-Brazilian Holder, the form by which theNon-Brazilian holder has registered its investment with the Central Bank and/or how the disposition is carried out, as described below.

The deposit of common shares in exchange for ADSs may be subject to Brazilian income tax on capital gains at rates ranging from 15% to 22.5%, or 25% in case of aNon-Brazilian Holder located in a Low or Nil Tax Jurisdiction (as defined below), if the acquisition cost of the common shares is lower than (i) the average price per common share on a Brazilian stock exchange on which the greatest number of these shares were sold on the day of deposit or (ii) if no common shares were sold on that day, the average price on the Brazilian stock exchange on which the greatest number of common shares were sold in the 15 trading sessions immediately preceding such deposit. In this case, the positive difference between the average price of the common shares, calculated as above, and the corresponding acquisition cost, may be considered a capital gain. In some circumstances, there may be arguments to support that such tax treatment is not applicable in case ofNon-Brazilian Holders registered under Resolution No. 4,373,4,373/14 from the Brazilian Central Bank, or the 4,373 Holder, that are not resident in a Low or Nil Tax Jurisdiction (as defined below). Prospective holders of common shares should consult their own tax advisors as to the tax consequences of the deposit in exchange for ADSs The withdrawal of ADSs in exchange for common shares should not be considered as giving rise to a capital gain subject to Brazilian income tax, as far as the regulatory rules in respect to the registration of the investment before the Central Bank are duly observed.

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Gains assessed on the disposition of common shares carried out on the Brazilian stock exchange (which includes the transactions carried out on the organizedover-the-counter market) are:

 

exempt from income tax when assessed by aNon-Brazilian Holder that (i) is a 4,373 Holder and (ii) is not resident in a Low or Nil Tax Jurisdiction (as defined below); or

 

subject to income tax at a rate of up to 25% in any other case, including the gains assessed by aNon-Brazilian Holder that (i) is not a 4,373 Holder and/or or (ii) is a 4,373 Holder resident in a Low or Nil Tax Jurisdiction (as defined below). In these cases, a withholding income tax of 0.005% of the sale value shall be applicable and can be later offset with the eventual income tax due on the capital gain. Day trade transactions are subject to the rate of 1%.

Any other gains assessed on a disposition of the common shares that is not carried out on Brazilian stock exchanges are subject to income tax at rates of up to 22.5%, except for a resident of a Low or Nil Tax Jurisdiction (as defined below) which, in this case, is subject to income tax at a rate of up to 25%. In case the gains are related to transactions conducted on the Braziliannon-organizedover-the-counter market with intermediation, the withholding income tax of 0.005% on the sale value shall also be applicable and can be offset with the eventual income tax due on the capital gain. In the case of a redemption of common shares or ADSs or a capital reduction by a Brazilian corporation, the positive difference between the amount effectively received by theNon-Brazilian Holder and the proportional acquisition cost of the common shares or ADSs redeemed is treated as capital gain derived from sale or exchange of common shares not carried out in a Brazilian stock exchange market and is therefore subject to income tax at rates of up to 25%, as the case may be. As a general rule, the gains realized as a result of a disposition transaction of common shares or ADSs are determined by the difference between the amount realized on the sale or exchange of the shares or ADSs and their acquisition cost.

There can be no assurance that the current preferential tax treatment forNon-Brazilian Holders of ADSs and 4,373 Holder of common shares will continue.

Any exercise of preemptive rights relating to the common shares or ADSs will not be subject to Brazilian income tax. Any gain on the sale or assignment of preemptive rights relating to our common shares or the ADSs by aNon-Brazilian Holder of common shares will be subject to Brazilian income taxation according to the same rules applicable to the sale or disposition of these shares.

Taxation on Interest on Shareholders’ Equity. For furtheradditional information on taxation on interest on shareholders’ equity, see “Item 8A.8. Financial Information—8A. Consolidated Statements and Other Financial Information—Dividends and Dividend Policy—History of Dividend and Interest on Shareholders’ Equity Payments and Dividend Policy.”

In accordance with Law No. 9,249, dated December 26, 1995, as amended, Brazilian corporations may make payments to shareholders characterized as distributions of interest on the company’s shareholders’ equity on top of or as an alternative to making dividend distributions. TheseThis interest areis calculated by multiplying the TJLP as determined by the Central Bank from time to time by the sum of determined Brazilian company’s net equity accounts. Interest on Shareholders’ Equity are deductible for purposes of calculating the Brazilian corporate income tax and social contribution on net profits, as long as the following limits are observed:

 

50% of net profits (after the social contribution on net profits but before taking such distribution and the provision for corporate income tax into account) related to the period for which the payment is made; and

 

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50% of the sum of retained profits and profit reserves as of the date of the beginning of the period for which the payment is made.

The Brazilian Corporate Law establishes that interest attributed to shareholders’ equity in respect of the common shares paid to shareholders who areNon-Brazilian holders, includingNon-Brazilian holders of ADSs, are subject to Brazilian withholding income tax at the rate of 15%, 25% in case of a resident of a Low or Nil Tax Jurisdiction (as defined below) or where applicable local laws impose restrictions on the disclosure of the shareholding composition or the ownership of investments or the ultimate beneficiary of the income derived from transactions carried out and attributable to aNon-Brazilian holder. The distribution of interest on shareholders’ equity may be determined by our board of directors. We cannot assure you that our board of directors will not determine that future distributions of profits may be made by means of interest on shareholders’ equity instead of by means of dividends.

The amounts paid as distribution of interest on shareholders’ equity to aNon-Resident Holder located in a country that has a tax treaty with Brazil may be classified as (i) interest, (ii) dividends or (iii) other revenues. The classification will depend on the actual wording of the treaty.

Low or Nil Taxation Jurisdictions.On June 4, 2010, Brazilian tax authorities enacted Normative Ruling No. 1,037 listing (i) the countries and jurisdictions considered as Low or Nil Taxation Jurisdiction or where the local legislation does not allow access to information related to the shareholding composition of legal entities, to their ownership or to the identity of the effective beneficiary of the income attributed tonon-residents (Tax Favorable Jurisdictions) and (ii) the privileged tax regimes, or PTR, which definition is provided by Law No. 11,727,9,430, of June 23, 2008.27 December, 1996. Brazilian tax authorities periodically update the list of countries/jurisdictions and regimes that shall be treated as Tax Favorable Jurisdiction and PTR.

The concept of PTR, encompasses the countries and jurisdictions that: (i) do not tax income or tax it at a maximum rate lower than 20%; (ii) grant tax benefits tonon-residents (1) with no requirement to carry out substantial economic activity within the territory or (2) on the condition that they do not carry out substantial economic activity within the territory; (iii) do not tax income from outside its territory, or taxes it at less than 20%; or (iv) do not disclose certain information on the ownership and beneficial ownership of assets or on transactions within its territory, or imposes restrictions on disclosure of that information

On November 28, 2014 the Brazilian Revenue Service issued Rule 488 reducing the concept of Tax Favorable Jurisdictions and of PTR to those that tax the income below the rate of 17% (previous(the previous concept adopted a 20% maximum rate for that purpose), which will probably result in an amendment to the list provided under Normative Ruling No. 1,037..

We believe that the best interpretation of the current tax legislation leads to the conclusion that the above mentionedabove-mentioned PTR concept should apply solely for purposes of Brazilian transfer pricing and thin capitalization rules. Currently, the understanding of the Brazilian tax authorities is in the sense that payment of interest to beneficiaries resident in PTRs are not subject to the same treatment applicable to beneficiaries in Tax Favorable Jurisdictions (Answer to Advance Tax Ruling Request COSIT n. 575, of December 20, 2017). Nevertheless, we cannot assure you that subsequent legislation or interpretations by the Brazilian tax authorities regarding the definition of a PTR provided by Law No. 9,430, of December 27, 1996 altered by Law No. 11,727 will also apply to aNon-Brazilian Holder on payments of interest on shareholders’ equity. Notwithstanding the above, we recommend that you consult your own tax advisors regarding the consequences of the implementation of Law No. 11,727, Normative Ruling No. 1,037 and Rule 488.

Taxation on Foreign Exchange Transactions, or IOF/Exchange. Pursuant to Decree No. 6,306/07, the conversion into foreign currency or the conversion into Brazilian currency of the proceeds received or remitted by a Brazilian entity from a foreign investment in the Brazilian securities market, including those in connection with the investment by aNon-Brazilian Holder in the common shares and ADSs may be subject to the Tax on Foreign Exchange Transactions, or IOF/Exchange. Currently applicable rate for most foreign currency exchange transactions is 0.38%.

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However, currency exchange transactions carried out for the inflowin-flow of resources into Brazil by a 4,373 Holder are subject to IOF/Exchange at (i) 0% rate in case of variable income transactions carried out on the Brazilian stock, futures and commodities exchanges, as well as in the acquisitions of shares of Brazilian publicly-heldpublicly held companies in public offerings or subscription of shares related to capital contributions, provided that the issuer company has registered its shares for trading in the stock exchange, and (ii) 0% for the outflow of resources from Brazil related to these type of investments, including payments of dividends and interest on shareholders’ equity and the repatriation of funds invested in the Brazilian market. Furthermore, the IOF/Exchange is currently levied at a 0% rate on the withdrawal of ADSs into shares.

In any case, the Brazilian government may increase the rate at any time, up to 25.0%. However, any increase in rates may only apply to future transactions.

Tax on Transactions Involving Bonds and Securities, or IOF/Bonds. Pursuant to Decree 6,306/07 the IOF/Bonds may be imposed on any transactions involving bonds and securities, even if the transactions are carried out on a Brazilian stock exchange. The rate of IOF/Bonds applicable to transactions involving common shares and ADS is currently zero. In particular, the IOF/Bond also levies at a zero percent rate on the transfer of shares traded on the Brazilian stock exchange with the purpose of the issuance of depositary receipts to be traded outside Brazil. The Brazilian government may increase the rate of the IOF/Bonds at any time by up to 1.5% per day of the transaction amount, but only in respect of future transactions.

Other Brazilian Taxes. There are no Brazilian federal inheritance, gift or succession taxes applicable to the ownership, transfer or disposition of common shares or ADSs by aNon-Brazilian Holder. Gift and inheritance taxes, however, may be levied by some states of Brazil on gifts made or inheritances bestowed byNon-Brazilian Holders to individuals or entities resident or domiciled within those states in Brazil. There are no Brazilian stamp, issue, registration or similar taxes or duties payable by holders of common shares or ADSs.

Material U.S. Federal Income Tax Consequences

The following discussion, subject to the limitations and conditions set forth herein, summarizes certain U.S. federal income tax consequences of the purchase, ownership and disposition of Embraer common shares and ADSs. This discussion only applies to beneficial owners of Embraer common shares or ADSs that are “U.S. Holders” (as defined below) that hold common shares or ADSs of Embraer as capital assets (generally for investment purposes). This discussion does not address all aspects of U.S. federal income taxation that may be applicable to a U.S. Holder, including, gift, estate, alternative minimum and Medicare contribution tax consequences, or the tax consequences to U.S. Holders subject to special treatment under U.S. federal income tax law, including:

 

partnerships and other entities classified as partnerships for U.S. federal income tax purposes;

 

tax-exempt entities;

 

dealers and traders in securities or foreign currencies;

 

insurance companies;

 

certain financial institutions;

 

persons who own Embraer common shares or ADSs as part of an integrated investment, including a straddle, hedging or conversion transaction, comprising the Embraer common shares or ADSs and one or more other positions for tax purposes;

 

certain taxpayers who file applicable financial statements required to recognize income for U.S. federal income tax purposes no later than when the associated revenue is reflected on such financial statements;

 

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U.S. Holders whose functional currency is not the U.S. dollar for U.S. federal income tax purposes;

 

persons who actually or constructively own 10% or more of Embraer’s voting stock;total combined vote or value of its outstanding common shares or ADSs;

 

persons subject to special tax accounting rules under Section 451(b) of the Code;

persons who acquired Embraer common shares or ADSs pursuant to the exercise of any employee stock option or otherwise as compensation; and

 

persons holding Embraer common shares or ADSs in connection with a trade or business conducted outside the United States.

In addition, there is no discussion of state, local, ornon-U.S. tax considerations of the purchase, ownership and disposition of Embraer common shares or ADSs. The discussion is based upon the provisions of the Internal Revenue Code of 1986, as amended, or Code, its legislative history, existing final, temporary, and proposed U.S. Treasury regulations, rulings and other pronouncements of the U.S. Internal Revenue Service, or IRS, and judicial decisions as of the date of this annual report. Such authorities may be repealed, revoked or modified (with possible retroactive effect) so as to result in U.S. federal income tax consequences different from those discussed below.

This discussion is also based in part on the representations of the depositary and the assumption that each obligation in the deposit agreement and any related agreement will be performed in accordance with its terms.

Shareholders are urged to consult their own independent tax advisors concerning the U.S. federal income tax consequences of the ownership of Embraer common shares and ADSs in light of their particular situations, as well as any consequences arising under the laws of any other taxing jurisdiction.

As used herein, the term “U.S. Holder” means a beneficial owner of Embraer common shares or ADSs representing Embraer common shares that is (i) an individual who is a citizen or resident of the United States, (ii) a corporation, or other entity taxable as a corporation, created or organized in or under the laws of the United States, any Statestate or the District of Columbia, (iii) an estate the income of which is subject to U.S. federal income taxation regardless of its source or (iv) a trust (1) that is subject to the supervision of a court within the United States and the control of one or more U.S. persons as described in Section 7701(a)(30) of the Code or (2) that has a valid election in effect under applicable U.S. Treasury regulations to be treated as a U.S. person. Except where specifically described below, this discussion assumes that we are not a controlled foreign corporation or a passive foreign investment company, or PFIC, in either case, for U.S. federal income tax purposes.

If a partnership (or an entity treated as a partnership for U.S. federal income tax purposes) holds Embraer common shares or ADSs, the tax treatment of such partnership and each partner will generally depend upon the status of the partner in such partnership and upon the activities of the partnership. Partnerships that hold Embraer common shares or ADSs, and partners of a partnership holding such common shares or ADSs, are urged to consult their own tax advisors regarding the consequences of the purchase, ownership and disposition of Embraer common shares or ADSs.

In general, for U.S. federal income tax purposes, a U.S. Holder who is a beneficial owner of an ADS will be treated as the owner of the underlying Embraer common shares that are represented by such ADS. The U.S. Treasury has expressed concerns that parties to whom ADSs arepre-released before shares are delivered to the depositary, or intermediaries in the chain of ownership between holders of ADSs and the issuer of the security underlying the ADSs, may be taking actions that are inconsistent with the claiming of foreign tax credits by holders of ADSs. Accordingly, the creditability of any Brazilian taxes could be affected by actions taken by such parties or intermediaries. Deposits or withdrawals of underlying common shares by U.S. Holders for ADSs will not be subject to U.S. federal income tax.

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Distributions on Embraer Common Shares or ADSs

For U.S. federal income tax purposes, the gross amount of any distributions (including distributions of notional interest charges attributed to shareholders’ equity) paid to U.S. Holders of Embraer common shares or ADSs (including Brazilian withholding taxes imposed on such distributions) will be treated as a dividend, to the extent paid out of current or accumulated earnings and profits of Embraer as determined under U.S. federal income tax principles. Such a dividend will be includable in the gross income of a U.S. Holder as ordinary income on the date received or accrued by the U.S. Holder. To the extent that the amount of any distribution exceeds Embraer’s current and accumulated earnings and profits for a taxable year (as determined under U.S. federal income tax principles), the distribution will first be treated as atax-free return of capital to the extent of a U.S. Holder’s adjusted tax basis in the Embraer common shares or ADSs, and thereafter as capital gain. We do not expect to maintain calculations of earnings and profits in accordance with U.S. federal income tax principles, and unless and until such calculations are made, U.S. Holders should assume that a distribution is paid out of earnings and profits and will be treated as a dividend for U.S. federal income tax purposes.

Dividends paid by Embraer will not be eligible for the dividends receiveddividends-received deduction allowed to domestic corporations under the Code.

The amount of any cash distribution paid inreais will be included in a U.S. Holder’s gross income in an amount equal to the U.S. dollar value of thereais calculated by reference to the exchange rate in effect on the date the dividend is received or accrued by the U.S. Holder, in the case of Embraer common shares, and by the depositary, in the case of ADSs, regardless of whether thereais are converted into U.S. dollars. If thereais received as a dividend are not converted into U.S. dollars on the date of receipt, a U.S. Holder will have a tax basis in thereais equal to their U.S. dollar value on the date of receipt. Any gain or loss realized on a subsequent conversion or other disposition of thereais will be treated as U.S. source ordinary income or loss for U.S. federal income tax purposes.

Subject to the discussion above regarding concerns expressed by the U.S. Treasury and a number of other complex limitations and conditions (including a limit on credits that may be claimed with respect to qualified dividend income (as defined below)), a U.S. Holder will generally be entitled to claim a U.S. foreign tax credit in respect of any Brazilian withholding taxes imposed on dividends received on Embraer’s common shares or ADSs. U.S. Holders who do not elect to claim a credit for foreign taxes may instead claim a deduction in respect of such Brazilian withholding taxes. Dividends received with respect to the Embraer common shares or ADSs will be treated as foreign source income for U.S. federal income tax purposes, and will be “passive category income” for purposes of calculating foreign tax credits in most cases, subject to various limitations. The rules relating to computing foreign tax credits or deducting foreign income taxes are extremely complex, and U.S. Holders are urged to consult their own independent tax advisors regarding the availability of foreign tax credits with respect to any Brazilian withholding taxes in regards of dividends paid on Embraer’s common shares or ADSs.

Subject to certain exceptions for short-term and hedged positions, the amount of dividends received by certainnon-corporate U.S. holders (including individuals) with respect to the Embraer common shares or ADSs may be eligible for a reduced rate of taxation if the dividends represent “qualified dividend income.” Dividends paid on the Embraer common shares or ADSs will be treated as qualified dividend income if (i) the Embraer common shares or ADSs are readily tradable on an established securities market in the United States, (ii) the U.S. Holder meets the holding period requirement for the common shares or ADSs (generally more than 60 days during the121-day period that begins 60 days before theex-dividend date) and (iii) Embraer was not in the year prior to the year in which the dividend was paid (with respect to a U.S. Holder that held Embraer common shares or ADSs), and is not in the year in which the dividend is paid, a PFIC. Under guidance issued by the IRS, the ADSs of Embraer should qualify as readily tradable on an established securities market in the United States so long as they are listed on the NYSE. In the case of Embraer common shares held directly by U.S. Holders and not underlyingthrough an ADS, it is not clear whether dividends paid with respect to such shares will represent “qualified dividend income.” U.S. Holders holding Embraer common shares directly and not through an ADS are urged to consult their own independent tax advisors.

 

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Based on its audited financial statements as well as relevant market and shareholder data, Embraer believes that it was not a PFIC for U.S. federal income tax purposes with respect to its 2017 taxable year. In addition, based on Embraer’s audited or projected financial statements and current expectations regarding the value and nature of its assets, the sources and nature of its income, and relevant market and shareholder data, Embraer does not anticipate becoming a PFIC for its 20182019 taxable year. However, because this determination is based on the nature of Embraer’s income and assets from time to time, involves the application of complex tax rules, and since Embraer’s view is not binding in the courts or the IRS, no assurances can be provided that Embraer cannot assure you it will not be consideredbecome a PFIC for the current, or any pastin 2020 or future tax year. The potential application of the PFIC rules is further discussed below.years. See “—Passive Foreign Investment Company Rules.”

Sale, Exchange or Other Taxable Disposition of Embraer Common Shares or ADSs

A U.S. Holder will recognize a taxable gain or loss on any sale, exchange or other taxable disposition of Embraer common shares or ADSs in an amount equal to the difference between the amount realized on the sale, exchange or other taxable disposition and the U.S. Holder’s adjusted tax basis (determined in U.S. dollars) in the Embraer common shares or ADSs. Such gain or loss will generally be capital gain or loss and will be long-term capital gain or loss if the Embraer common shares or ADSs have a holding period of more than one year. Certainnon-corporate U.S. Holders (including individuals) may be eligible for preferential rates of U.S. federal income tax in respect of long-term capital gains. The deductibility of capital losses is subject to limitations under the Code.

Any gain or loss recognized by a U.S. Holder from the sale, exchange or taxable disposition of Embraer common shares or ADSs generally will be gain or loss from U.S. sources for U.S. foreign tax credit purposes. Consequently, if a Brazilian withholding tax or capital gains tax is imposed pursuant to a sale of Embraer common shares or ADSs, U.S. Holders who do not have sufficient foreign source income might not be able to derive effective U.S. foreign tax credit benefit in respect of such Brazilian withholding tax or capital gains tax. The rules relating to foreign tax credits, including the amount of foreign income taxes that may be claimed as a credit in any given year, are extremely complex and subject to limitations. U.S. Holders are urged to consult their own independent tax advisor regarding the application of the foreign tax credit rules to their particular circumstances.

Deposits and withdrawals of Embraer common shares in exchange for ADSs will not result in the realization of gain or loss for U.S. federal income tax purposes.

Passive Foreign Investment Company Rules

If, during any taxable year of anon-U.S. corporation, 75% or more of the corporation’s gross income consists of certain types of “passive” income, or the average value during a taxable year of the “passive assets” of the corporation (generally, assets that generate or are held to generate passive income) is 50% or more of the average value of all the corporation’s assets, the corporation will be treated as a PFIC under U.S. federal income tax law. For this purpose, passive income generally includes, among other things, dividends, interest, rents, royalties and gains from the disposition of investment assets, subject to various exceptions. If thenon-U.S. corporation owns at least 25% (by value) of the stock of another corporation, it will be treated, for purposes of the PFIC tests, as owning its proportionate share of the other corporation’s gross assets and receiving its proportionate share of the other corporation’s gross income. However, if thenon-U.S. corporation owns less than 25% (by value) of the stock of another corporation, that stock may be treated as a passive asset.

If a corporation is treated as a PFIC, a U.S. Holder may be subject to increased tax liability upon the sale of its stock, or upon the receipt of certain dividends, unless such U.S. Holder makes an election to be taxed currently on itspro rata portion of the corporation’s income, whether or not such income is distributed in the form of dividends, or otherwise makes a“mark-to-market” election with respect to the corporation’s stock as permitted by the Code. Currently, a U.S. Holder who owns common shares or ADSs in any year that Embraer is a PFIC in excess of certainde minimis amounts and fails to qualify for certain other exemptions would be required to file IRS Form 8621 to report such holdings. In addition, as discussed above, a U.S. Holder would not be entitled to (if otherwise eligible for) the preferential reduced rate of tax payable on certain dividend income.

As stated above, although no assurances can be given, based on Embraer’s operations, projections and business plans and the other items discussed above, Embraer does not believe that it (or its predecessor) was or currently is a PFIC for 2019 or in prior years. Although Embraer is not aware that it will be a PFIC in 2020 or future years, this will depend on the nature, amount and doesvalue of Embraer’s operations, activities, assets and income as of the relevant time of determination. Accordingly, there can be no assurance that Embraer will not expect to become a PFIC for subsequent taxable years.2020 or a future year.

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U.S. Holders are urged to consult their own independent tax advisors regarding the potential application of the PFIC rules and related reporting requirements to the common shares or ADSs and the availability and advisability of making an election to avoid the adverse tax consequences of the PFIC rules should Embraer be considered a PFIC for any taxable year.

U.S. Tax Reform – Tax Cuts and Jobs Act of 2017

On December 22, 2017 Public Law115-97, informally referred to as the Tax Cuts and Jobs Act (the Act), was enacted and includes several provisions that affect the Company and its customers.Embraer. The Act introducesintroduced tax reform that reducesreduced the current corporate federal income tax rate from 35% to 21%, enactsenacted a more restrictive policy in terms of the deductibility of interest, allows full expensing of certain qualified property including short-lived capital investments for five years and introducesintroduced a base erosion and anti-abuse tax (the BEAT), among other provisions.

For the year ended December 31, 2019, Embraer recorded an immediatewrite-off of capital investments in the amount of US$13.3 million corresponding to qualified property placed in service in 2019. For the year ended December 31, 2018, Embraer recorded an immediatewrite-off of capital investments in the gross amount of US$21.6 million corresponding to qualified property placed in service in 2018.

Effective for tax years beginning after December 31, 2017, the CompanyAct allows domestic corporations a new tax deduction in the amount of 37.5% of foreign derived intangible income (FDII). For the years ended December 31, 2018 and 2019, Embraer’s estimated FDII deduction is approximately US$9.1 million and US$4.8 million, respectively.

For the year ended December 31, 2017, Embraer determined that the Act required a revaluation of its deferred tax assets and liabilities considering that these are measured using the enacted tax rates expected to apply to taxable income in years in which the related temporary differences are expected to be recovered or settled. For the year ended December 31, 2017, the CompanyEmbraer recorded a net reduction of $9.5approximately US$9.5 million in the value of its deferred tax liabilities that is affected by the rate change, which was recorded as a reduction to income tax expense in the Company’sEmbraer’s consolidated statement of income. In addition,There were no subsequent revaluations of Embraer’s deferred tax assets and liabilities due to the Company took advantage of an additional immediatewrite-off of capital investments inrate change for the amount of $4.8 million corresponding to qualified property placed in service after September 27, 2017 and beforeyear ended December 31, 2017.2019.

Effective January 1, 2018, the BEAT is applicable to domesticcertain corporate taxpayers that make payments to foreign related parties for which a deduction is otherwise allowable, or for payments made in connection with acquisition of depreciable property. Payments for items which are a component of cost of sales are treated as a reduction of gross receipts and are excluded from the scope of the provision. The vast majority of payments made by the CompanyEmbraer and its subsidiaries to foreign related parties are for procurement of aircraft parts. TheseMost of these payments are recorded as a component of cost of sales and therefore are excluded from the BEAT base. WhileIn addition, the Company will require additional detailed analysis in orderAct contains significant new limitations on the ability of a taxpayer to fully assessdeduct business interest paid or accrued on debt properly allocable to a trade or business. Embraer is performing an assessment of the impact of BEAT the Company does not currently anticipate this provision to have a significant impact to its consolidated financial statements. In addition, the Company is currently analyzing the extent to which the Foreign-Derived Intangible Income deduction andas well as the interest expense limitation rules may apply toand believes that these provisions should not have a significant adverse impact on Embraer for the Company in 2018.year ended December 31, 2019.

Information Reporting and Backup Withholding

In general, payments of dividends on Embraer common shares or ADSs, and payments of the proceeds of the sale, exchange or other disposition of Embraer common shares or ADSs, paid within the United States or through certain U.S.-related financial intermediaries to a U.S. Holder are subject to information reporting and may be subject to backup withholding at a current maximum rate of 24% unless the U.S. Holder (i) is a corporation or other exempt recipient or (ii) in the case of backup withholding, provides

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an accurate taxpayer identification number and certifies that no loss of exemption from backup withholding has occurred. Backup withholding is not an additional tax. The amount of any backup withholding from a payment to a U.S. Holder will be allowed as a credit against the U.S. Holder’s U.S. federal income tax liability, provided the required information is timely provided to the IRS. A U.S. Holder generally may obtain a refund of any amounts withheld under the backup withholding rules that exceed its U.S. federal income tax liability by filing a timely refund claim with the IRS.

In addition, certain U.S. Holders are required to report to the IRS information relating to an interest in the common shares or ADSs, subject to exceptions (including an exception for common shares or ADSs held in accounts maintained by certain financial institutions), by attaching a complete IRS Form 8938, Statement of Specified Foreign Financial Assets, with their tax returns for each year in which they held an interest in the common shares or ADSs. U.S. Holders are urged to consult their own tax advisors regarding the effect, if any, of this information reporting requirement on their acquisition, ownership and disposition of the common shares or ADSs.

10F.

10F.    Dividends and Paying Agents

Not applicable.

10G.    Statements by Experts

10G.

Statements by Experts

Not applicable.

10H.    Documents on Display

10H.

Documents on Display

We are subject to the periodic reporting and other informational requirements of the Exchange Act. Accordingly, we are required to file reports and other information with the SEC. You may inspect and obtain copies, at prescribed rates, of reports and other information filed by us with the SEC at its Public Reference Room maintained at 100 F Street, N.E., Washington, D.C. 20549. You may obtain information on the operation of the Public Reference Room by calling the SEC in the United Statesat 1-800-SEC-0330. You may also inspect and copy this material at the offices of the New York Stock Exchange, Inc., 20 Broad Street, New York, New York 10005.

We file our annual report onForm 20-F, including our financial statements, and other reports, including our reports onForm 6-K, electronically with the SEC. These filings are available at www.sec.gov. We also file financial statements and other periodic reports electronically with the CVM at its website, www.cvm.gov.br. Copies of our annual reports onForm 20-F and documents referred to in this annual report and our bylaws will be available for inspection upon request at our headquarters at Avenida Presidente Juscelino Kubitschek, 1909, 14th and 15th floors—Torre Norte—São Paulo Corporate Towers,das Nações Unidas, 8501, 30th floor, Eldorado Business Tower,04543-90705425-070, Pinheiros, São Paulo, SP, Brazil.

10I.    Subsidiary Information

10I.

Subsidiary Information

Not required.

 

ITEMItem 11.

QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK

We are exposed to various market risks, primarily related to potential loss arising from adverse changes in interest rates and foreign currency exchange rates. We have established policies and procedures to manage sensitivity to interest rate and foreign currency exchange rate risk. These procedures include the monitoring of our levels of exposure to each market risk, including an analysis based on forecast of future cash flows, the funding of variable rate assets with variable rate liabilities, and limiting the amount of fixed rate assets which may be funded with floating rate liabilities. We may also use derivative financial instruments to mitigate the effects of interest rate fluctuations and to reduce our exposure to exchange rate risk. The following sections address the significant market risks associated with our financial activities.

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Interest Rate Risk

In our financial statements as of and for the year ended December 31, 2019, we recorded and presented our Commercial Aviation business unit and related services in a single line item as discontinued operations in the statements of operations, and the balances of assets and liabilities were presented as held for sale in the statement of financial position. Our 2019 audited consolidated statement of operations retroactively presented this information for the years ended 2018 and 2017 for comparative purposes to account for the aforementioned events. The below analysis considers our continuing and discontinued operations.

Our exposure to market risk for interest rate fluctuations principally relates to changes in the market interest rates of our U.S. dollar-denominated andreal-denominated monetary assets and liabilities, principally our short- and long-term debt obligations. Increases and decreases in prevailing interest rates generally translate into increases and decreases in interest expense. Additionally, the fair values of interest rate-sensitive instruments are also affected by general market conditions.

Our shortshort- and long-term debt obligations totaled US$4,198.53,392.3 million as of December 31, 20172019 and were denominated in U.S. dollars, Brazilianreais and Euros. Of the total amount of debt denominated in U.S. dollars (i.e., US$3,555.43,328.4 million), US$3,164.13,174.0 million was subject to fixed rates. The remaining floating rate U.S. dollar-denominated debt, or US$154.4 million, which corresponds to 4.6% of our debt denominated U.S. dollars, was indexed to LIBOR. LIBOR or SIFMA. It is likely that we will have to transition away from the LIBOR as a benchmark to our debt in 2021, since the banks’ obligations to report information used to set LIBOR will cease by then. As of the date of this annual report, we are discussing and analyzing the replacement of LIBOR with the applicable bank, and we have not reached a conclusion regarding this transition.

Of our US$629.143.4 million Brazilianreal-denominated debt as of December 31, 2017,2019, US$6.20.7 million bears interest at a variable rate based on the TJLP, and US$623.042.7 million bears interest at a fixed rate of 6.2%3.5% per annum. The TJLP was 7.0%5.57% per annum as of December 31, 2017.2019. Our Euro denominated debt totaled US$14.020.5 million as of fixed rate as of December 31, 2017.2019.

The table below provides information about our short-term debt obligations as of December 31, 2017 that2019, considering our continuing operations, which are sensitive to changes in interest rates and foreign currency exchange rates.

 

  Weighted
Average
Interest Rate
2019(1)
   Total Amount
Outstanding
   Total Fair
Value
 
  Weighted Average
Interest Rate 2017(1)
 Total Amount
Outstanding
   Total Fair Value   (%)   (in US$ millions) 

Short-Term Debt

  (%)  (in US$ millions)     

U.S. dollars (fixed rate)

  5.59 54.4    54.4 

U.S. dollars (LIBOR indexed)

  1.45 23.4    23.4    2.35    2.1    3.3 

Euro (fixed rate)

  1.33 9.4    9.4 

Reais (fixed rate)

  6.23 297.7    297.7    3.50    12.6    11.7 

Reais (TJLP indexed)

  6.81 4.0    4.0    5.00    0.2    0.2 
   

 

   

 

     

 

   

 

 

Total short-term debt

    388.9    388.9      14.9    15.2 
   

 

   

 

     

 

   

 

 

 

(1)

The interest rate refers exclusively to the weighted average of our indebtedness (short-term and long-term). It does not represent the indexed rates as of December 31, 2016.2019.

The table below provides information about our long-term debt obligations as of December 31, 2017 that2019, considering our continuing operations, which are sensitive to changes in interest rates and foreign currency exchange rates:

 

   Weighted Average
Interest Rate 2017(1)
 Total
Amount
Outstanding
   2019   2020   2021   2022   2023 and
There-after
   Total
Fair
value
 

Long-Term Debt

  (%)  (in US$ millions) 

U.S. dollars (fixed rate)

  5.59  3,109.7    0.5    161.6    201.3    498.7    2,247.6    3,381.7 

U.S. dollars (LIBOR indexed)

  1.45  367.8    20.0    23.6    55.2    43.4    225.6    367.8 

Euro (fixed rate)

  1.33  4.6    0.2    1.1    3.3    —      —      4.6 

Reais (fixed rate)

  6.23  325.3    135.8    80.8    79.8    18.9    10.0    325.3 

Reais (TJLP indexed)

  6.81  2.2    0.7    0.6    0.6    0.3    —      2.2 
   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total long-term debt

    3,809.6    157.2    267.7    340.2    561.3    2,483.2    4,081.6 
   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
   Weighted
Average
Interest
Rate
2019(1)
   Total
Amount
Outstanding
   2021   2022   2023   2024   2025 and
thereafter
   Total Fair
value
 
   (%)   (in US$ millions) 

Long-Term Debt

    

U.S. dollars (fixed rate)

   2.35    45.5    16.5    0.5    0.3    0.1    28.1    43.9 

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   Weighted
Average
Interest
Rate
2019(1)
   Total
Amount
Outstanding
   2021   2022   2023   2024   2025 and
thereafter
   Total Fair
value
 
   (%)   (in US$ millions) 

Long-Term Debt

    

Reais (fixed rate)

   3.5    30.2    11.0    11.0    8.2    —      —      25.6 

Reais (TJLP indexed)

   5.00    0.4    0.2    0.2    —      —      —      0.5 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total long-term debt

     76.1    27.7    11.7    8.5    0.1    28.1    70.0 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

 

(1)

The interest rate refers exclusively to the weighted average of our indebtedness (short-term and long-term). It does not represent the indexed rates as of December 31, 2017.2019.

The table below provides information about our short-term debt obligations as of December 31, 2019, considering our discontinued operations, that are sensitive to changes in interest rates and foreign currency exchange rates.

   Weighted
Average
Interest Rate
2019(1)
   Total Amount
Outstanding
   Total Fair
Value
 
   (%)   (in US$ millions) 

Short-Term Debt

    

U.S. dollars (fixed rate)

   5.34    3,174.3    3,490.9 

U.S. dollars (LIBOR indexed)

   0.94    106.5    102.7 

Euro (fixed rate)

   0.00    20.5    20.5 

Total short-term debt

     3,301.3    3,614.1 
    

 

 

   

 

 

 

(1)

The interest rate refers exclusively to the weighted average of our indebtedness (short-term and long-term). It does not represent the indexed rates as of December 31, 2019.

In order to manage our interest rate risk on our monetary liabilities, we have entered into a number of swaps which effectively convert US$325.342.7 million of our fixed interest rate, Brazilianreal-denominated debt into floating interest rate, Brazilianreal-denominated obligations; and convert US$102.62.2 million of our floating interest rate, U.S. dollar-denominated debt to fixed interest rate, U.S. dollar-denominated obligations.

The table below provides information about our short-term debt obligations as of December 31, 2017,2019, after taking into account the effects of the aforementioned derivative transactions:transactions, considering our continuing operations:

 

  Weighted
Average
Interest Rate
2019(1)
   Total
Amount
Outstanding
   Total Fair Value 
  Weighted Average
Interest Rate 2017(1)
 Total Amount
Outstanding
   Total Fair Value   (%)   (in US$ millions) 

Short-Term Debt

  (%)  (in US$ millions)     

U.S. dollars (fixed rate)

  5.31 53.0    53.0    5.23    0.5    0.5 

U.S. dollars (LIBOR indexed)

  3.56 24.8    24.8    2.29    1.6    2.8 

Euro (fixed rate)

  1.32 9.4    9.4 

Reais (fixed rate)

  3.65 7.7    7.7 

Reais (CDI indexed)

  3.71 290.0    290.0    1.46    12.6    11.7 

Reais (TJLP indexed)

  6.81 4.0    4.0    5.00    0.2    0.2 
   

 

   

 

     

 

   

 

 

Total short-term debt

    388.9    388.9      14.9    15.2 
   

 

   

 

     

 

   

 

 

 

(1)

The interest rate refers exclusively to the weighted average of our indebtedness (short-term and long-term). It does not represent the indexed rates as of December 31, 2017.2019.

 

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The table below provides information about our long-term debt obligations as of December 31, 2017,2019, after taking into account the effects of the aforementioned derivative transactions:transactions, considering our continuing operations:

 

  Weighted
Average
Interest
Rate 2019(1)
   Total
Amount
Outstanding
   2021   2022   2023   2024   2025 and
There-after
   Total Fair
value
 
  Weighted Average
Interest Rate 2017(1)
  Total
Amount
Outstanding
   2019   2020   2021   2022   2023 and
There-after
   Total
Fair
value
   (%)   (in US$ millions) 
Long-Term Debt  (%)  (in US$ millions)     

U.S. dollars (fixed rate)

  5.31   3,212.3    0.9    162.1    201.9    499.2    2,348.2    3,484.4    5.23    1.4    0.5    0.5    0.3    0.1    —      2.0 

U.S. dollars (LIBOR indexed)

  3.56   265.2    19.6    23.1    54.6    42.9    125.0    265.2    2.29    44.1    16.0    —      —      —      28.1    41.9 

Euro (fixed rate)

  1.32   4.6    0.2    1.1    3.3    —      —      4.6 

Reais (CDI indexed)

  3.71   325.3    135.8    80.8    79.8    18.9    10.0    325.3    1.46    30.2    11.0    11.0    8.2    —      —      25.6 

Reais (TJLP indexed)

  6.81   2.2    0.7    0.6    0.6    0.3    —      2.2    5.00    0.4    0.2    0.2    —      —      —      0.5 
    

 

   

 

   

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total long-term debt

     3,809.6    157.2    267.7    340.2    561.3    2,483.2    4,081.7      76.1    27.7    11.7    8.5    0.1    28.1    70.0 
    

 

   

 

   

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

   

 

 

 

(1)

The interest rate refers exclusively to the weighted average of our indebtedness (short-term and long-term). It does not represent the indexed rates as of December 31, 2017.2019.

As of December 31, 2019, there was no effect in our debt obligations relating to our discontinued operations since no derivatives considered were classified as asset held for sale.

Foreign Exchange Rate Risk

In managing our foreign currency risk, we focus on balancing ournon-U.S. dollar-denominated assets against ournon-U.S. dollar-denominated liabilities plus shareholders’ equity in relation to our forecasts of future cash flows. Beyond the foreign currency exposure related to our debt obligations as summarized above, we also have other assets and liabilities denominated in currencies other than the U.S. dollar. These monetary assets and liabilities are primarily cash and cash equivalents, financial assets, accounts receivable and payable, deferred income taxes, dividends and certain other assets and liabilities and are primarily denominated in Brazilianreais. The effects on these assets and liabilities of the appreciation or devaluation of other foreign currencies against the U.S. dollar result in foreign exchange gains (losses) recognized as interest income (expense), net. The translation gains and losses arising from the remeasurement of our financial statements to U.S. dollars are recognized on our statement of income as foreign exchange gain (loss), net.

Our cash flow exposure comes as a result of the fact that approximately11.0%approximately 9.0% of our net revenues and 30% of our total costs are denominated inreais.Having morereal denominated costs than revenues generates the exposure. For furtheradditional information on our hedges and derivatederivative instruments, see Note 89 to 20172019 audited consolidated financial statements.

The table below provides information about our assets and liabilities exposed to foreign currency risk as of December 31, 2017,2019, as well as the derivative transactions outstanding at the same date:date, considering our continuing operations:

 

  Financial instruments indexed to currencies other than the U.S. dollar
Outstanding Amount by Year of Maturity
   Financial instruments indexed to currencies other than the U.S. dollar
Outstanding Amount by Year of Maturity
   
  Total
Outstanding
Amount
 2018 2019 2020 2021 2022 There-
after
 Total
Fair
Value
   Total
Outstanding
Amount
 2020 2021   2022   2023   2024   There-
after
 Total
Fair
Value
 
  (in US$ millions)   (in US$ millions) 

ASSETS

                      

Cash and cash equivalents and financial investments

                      

InReais

   750.3  750.3   —     —     —     —     —    750.3    128.7  128.7   —      —      —      —      —    128.7 

In Euro

   97.5  97.5   —     —     —     —     —    97.5    105.8  105.8   —      —      —      —      —    105.8 

In other currencies

   61.2  61.2   —     —     —     —     —    61.2    1.4  1.4   —      —      —      —      —    1.4 

Trade accounts receivable

                      

InReais

   138.2  138.2   —     —     —     —     —    138.2    6.3  6.3   —      —      —      —      —    6.3 

In Euro

   116.2  116.2   —     —     —     —     —    116.2    23.1  23.1   —      —      —      —      —    23.1 

In other currencies

   6.0  6.0   —     —     —     —     —    6.0 

Deferred income tax assets

                      

InReais

   (0.3 (0.2  —      —      —      —      (0.1 (0.3

In Euro

   2.0  0.2  0.2  0.2  0.2  0.2  1.0  2.0    3.6  3.0  0.1    0.1    0.1    0.1    0.2  3.6 

In other currencies

   0.8  0.1  0.1  0.1  0.1  0.1  0.3  0.8    —     —     —      —      —      —      —     —   

Other assets

                      

InReais

   308.5  193.0  115.5   —     —     —     —    308.5    163.1  103.1  60.0    —      —      —      —    163.1 

In Euro

   15.6  13.8  1.8   —     —     —     —    15.6    11.6  10.6  1.0    —      —      —      —    11.6 

In other currencies

   0.6  0.6   —     —     —     —     —    0.6 

Total assets in Reais

   1,197.0   1,081.5   115.5   —     —     —     —     1,197.0 

Total assets in Euro

   231.3   227.7   2.0   0.2   0.2   0.2   1.0   231.3 

Total assets in other currencies

   68.6   67.9   0.1   0.1   0.1   0.1   0.3   68.6 

LIABILITIES

         

Loans

         

InReais

   629.2  301.7  136.5  81.4  80.4  19.2  10.0  629.2 

In Euro

   14.0  9.4  0.2  1.1  3.3   —     —    14.0 

In other currencies

   —     —     —     —     —     —     —     —   

Accounts payable to suppliers

         

InReais

   87.7  87.7   —     —     —     —     —    87.7 

In Euro

   115.0  115.0   —     —     —     —     —    115.0 

In other currencies

   1.1  1.1   —     —     —     —     —    1.1 

Customer advances

        —     

InReais

   131.9  131.9   —     —     —     —     —    131.9 

Other accounts payable & accrued liabilities

         

InReais

   409.0  288.1  120.9   —     —     —     —    409.0 

In Euro

   30.6  25.4  5.2   —     —     —     —    30.6 

In other currencies

   4.8  4.6  0.2   —     —     —     —    4.8 

Taxes and payroll charges payable

         

InReais

   135.2  65.0  70.2   —     —     —     —    135.2 

In Euro

   4.3  4.3   —     —     —     —     —    4.3 

In other currencies

   —     —     —     —     —     —     —     —   

Accrued taxes on income

         

InReais

   —     —     —     —     —     —     —     —   

In Euro

   (6.4 (6.4  —     —     —     —     —    (6.4

In other currencies

   2.8  2.8   —     —     —     —     —    2.8 

Deferred income tax liabilities

         

InReais

   241.4  22.7  22.7  22.7  22.7  22.7  127.9  241.4 

In Euro

   5.4  0.5  0.5  0.5  0.5  0.5  2.9  5.4 

In other currencies

   0.8  0.1  0.1  0.1  0.1  0.1  0.3  0.8 

Accrued dividends

         

InReais

   36.8  36.8   —     —     —     —     —    36.8 

Contingencies

         

InReais

   42.9  14.7  7.7  7.7  7.7  5.0  0.1  42.9 

In Euro

   4.5   —    1.2  1.2  1.2  0.8  0.1  4.5 

Total liabilities in Reais

   1,714.1   948.6   358.0   111.8   110.8   46.9   138.0   1,714.1 

Total liabilities in Euro

   167.4   148.2   7.1   2.8   5.0   1.3   3.0   167.4 

Total liabilities in other currencies

   9.5   8.6   0.3   0.1   0.1   0.1   0.3   9.5 

Total exposure in Reais

   (517.1  132.9   (242.5  (111.8  (110.8  (46.9  (138.0  (517.1

Total exposure in Euro

   63.9   79.5   (5.1  (2.6  (4.8  (1.1  (2.0  63.9 

Total exposure in other currencies

   59.1   59.3   (0.2  —     —     —     —     59.1 

- 157 -


   Financial instruments indexed to currencies other than the U.S. dollar
Outstanding Amount by Year of Maturity
  

 

 
   Total
Outstanding
Amount
  2020  2021  2022  2023  2024  There-
after
  Total
Fair
Value
 
   (in US$ millions) 

In other currencies

   —     —     —     —     —     —     —     —   
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total assets in Reais

   297.8   237.9   60.0   —     —     —     (0.1  297.8 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total assets in Euro

   144.1   142.5   1.1   0.1   0.1   0.1   0.2   144.1 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total assets in other currencies

   1.4   1.4   —     —     —     —     —     1.4 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

LIABILITIES

         

Loans

         

InReais

   43.4   12.7   11.3   11.2   8.2   —     —     43.4 

In Euro

   —     —     —     —     —     —     —     —   

Accounts payable to suppliers

         

InReais

   73.3   73.3   —     —     —     —     —     73.3 

In Euro

   35.3   35.3   —     —     —     —     —     35.3 

In other currencies

   1.4   1.4   —     —     —     —     —     1.4 

Customer advances

         

InReais

   133.6   133.6   —     —     —     —     —     133.6 

Other accounts payable & accrued liabilities

         

InReais

   282.2   202.7   79.5   —     —     —     —     282.2 

In Euro

   22.8   18.7   4.1   —     —     —     —     22.8 

In other currencies

   —     —     —     —     —     —     —     —   

Taxes and payroll charges payable

         

InReais

   62.6   49.3   13.3   —     —     —     —     62.6 

In Euro

   4.4   4.4   —     —     —     —     —     4.4 

In other currencies

   —     —     —     —     —     —     —     —   

Accrued taxes on income

         

InReais

   —     —     —     —     —     —     —     —   

In Euro

   10.9   10.9   —     —     —     —     —     10.9 

In other currencies

   —     —     —     —     —     —     —     —   

Deferred income tax liabilities

         

InReais

   251.0   211.1   8.0   8.0   8.0   8.0   7.9   251.0 

In Euro

   20.5   17.2   0.7   0.7   0.7   0.7   0.5   20.5 

In other currencies

   0.8   0.8   —     —     —     —     —     0.8 

Accrued dividends

         

InReais

   1.4   1.4   —     —     —     —     —     1.4 

Contingencies

         

InReais

   57.0   16.1   16.1   16.1   16.1   16.1   (23.5  57.0 

In Euro

   4.1   —     1.6   1.6   1.6   1.6   (2.3  4.1 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total liabilities in Reais

   904.5   700.2   128.2   35.3   32.3   24.1   (15.6  904.5 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total liabilities in Euro

   98.0   86.5   6.4   2.3   2.3   2.3   (1.8  98.0 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total liabilities in other currencies

   2.2   2.2   —     —     —     —     —     2.2 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total exposure in Reais

   (606.7  (462.3  (68.2  (35.3  (32.3  (24.1  15.5   (606.7
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total exposure in Euro

   46.1   56.0   (5.3  (2.2  (2.2  (2.2  2.0   46.1 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Total exposure in other currencies

   (0.8  (0.8  —     —     —     —     —     (0.8
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Credit Risk

We may incur losses if counterparties to our various contracts do not pay amounts that are owed to us. In that regard, our primary credit risk derives from the sales of aircraft, spare parts and related services to customers, including the financial obligations related to those sales in the cases where we provide guarantees for the benefit of the providers of finance to the aircraft purchases of our customers. We are also exposed to the credit risk of the counterparties to our financial instruments.

Financial instruments which may potentially subject us to credit risk concentration include (i) financial investments and other financial instruments, (ii) trade accounts receivable, (iii) customer commercial financing and (iv) advances to supplierssuppliers. We seek to limit our credit risk associated with cash and cash equivalents by placing the investments we make with those instruments with investment grade-ratedinvestment-grade ratings following the guidelines of financial management policy. With respect to trade accounts receivable and customer commercial financing, we seek to limit our credit risk by performing ongoing credit evaluations. All these customers are currently meeting their commitments with us, are operating within the established credit

- 158 -


limits that we assign to them and are considered by management to represent an acceptable credit risk level to us. Advances to suppliers are made only to select, long-standing suppliers. We analyze the financial condition of those suppliers on an ongoing basis with a view to limiting credit risk.

We may also have credit risk related to the sale of aircraft during the period in which their purchasers are finalizing the financing arrangements for their aircraft purchases from us. In order to try to minimize these risks, we continuously monitor customer credit analyses and work closely with financial institutions to facilitate customer aircraft financing.

ITEMItem 12.

DESCRIPTION OF SECURITIES OTHER THAN EQUITY SECURITIES

12A.    Debt Securities

12A.

Debt Securities

Not applicable.

12B.    Warrants and Rights

12B.

Warrants and Rights

Not applicable.

12C.    Other Securities

12C.

Other Securities

Not applicable.

12D.    American Depositary Shares

12D.

American Depositary Shares

Depositary Fees and Charges

The depositary may charge, and collect from, (i) each person to whom ADSs are issued, including, without limitation, issuances against deposits of shares, issuances in respect to share distributions, rights and other distributions, issuances pursuant to a stock dividend or stock split declared by us, or issuances pursuant to a merger, exchange of securities or any other transaction or event affecting the ADSs or the deposited securities, and (ii) each person surrendering ADSs for withdrawal of deposited securities or whose ADSs are cancelledcanceled or reduced for any other reason, U.S.$US$5.00 for each 100 ADSs (or portion thereof) issued, delivered, reduced, cancelledcanceled or surrendered (as the case may be) plus any additional fees charged by any governmental authorities or other institutions, including the Companhia Brasileira de Liquidação e Custódia (the Brazilian Clearing and Depositary Corporation) or the B3 –Brasil, Bolsa, Balcão, the stock exchange on which the shares are registered for trading.. The depositary may sell (by public or private sale) sufficient securities and property received in respect of share distributions, rights and other distributions prior to the deposit to pay the charge.

The following additional charges shall be incurred by ADS Holders, the beneficial owners of, or in, ADSs, by any party depositing or withdrawing shares or by any party surrendering ADSs, to whom ADSs are issued (including, without limitation, issuances pursuant to a stock dividend or stock split declared by us or an exchange of stock regarding the ADSs or the deposited securities or a distribution of ADSs pursuant to section 10 of the deposit agreement, whichever is applicable:

 

a fee of U.S.$0.02US$0.05 or less per ADS for any cash distribution made pursuant to the deposit agreement;

 

a fee of U.S.$US$1.50 per ADS or ADSs or transfers made pursuant to section 3 of the deposit agreement;

 

a fee for the distribution or sale of securities pursuant to section 10 of the deposit agreement, this fee being in an amount equal to the fee for the execution and delivery of ADSs, referred to above which would have been charged as a result of the deposit of the securities (for purposes of section 7 of the deposit agreement treating all such securities as if they were shares) but which securities or the net cash proceeds from the sale thereof are instead distributed by the depositary to ADS holders entitled thereto;

 

any other charge payable by any of the depositary, any of the depositary’s agents, including, without limitation, the custodian, or the agents of the depositary’s agents in connection with the servicing of our common shares or other deposited securities (which charge shall be assessed against registered holders of our ADSs as of the record date or dates set by the depositary and shall be payable at the sole discretion of the depositary by billing such registered holders or by deducting such charge from one or more cash dividends or other cash distributions);

an aggregate fee of U.S.$0.02US$0.05 per ADS per calendar year (or portion thereof) for the services performed by the depositary in administering the ADSs (which fee may be charged on a periodic basis during each calendar year and shall be assessed against holders as of the record date or record dates set by the depositary during each calendar year and shall be payable at the sole discretion of the depositary by billing such holders or by deducing such charge from one or more cash dividends or other cash distributions); and

- 159 -


a fee for the reimbursement of those fees, charges and expenses as are incurred by the depositary and/or any of its agents (including, without limitation, the custodian and expenses incurred on behalf of holders in connection with compliance with foreign exchange control regulations or any law or regulation relating to foreign investment) in connection with the servicing of the shares or other deposited securities, the sale of securities (including, without limitation, deposited securities), the delivery of deposited securities or otherwise in connection with the depositary’s or its custodian’s compliance with applicable law, rule or regulation (which fees and charges shall be assessed on a proportionate basis against holders as of the record date or dates set by the depositary and shall be payable at the sole discretion of the depositary by billing such holders or by deducting such charge from one or more cash dividends or other cash distributions).

calendar year and shall be assessed against holders as of the record date or record dates set by the depositary during each calendar year and shall be payable at the sole discretion of the depositary by billing such holders or by deducing such charge from one or more cash dividends or other cash distributions); and

a fee for the reimbursement of those fees, charges and expenses as are incurred by the depositary and/or any of its agents (including, without limitation, the custodian and expenses incurred on behalf of holders in connection with compliance with foreign exchange control regulations or any law or regulation relating to foreign investment) in connection with the servicing of the shares or other deposited securities, the sale of securities (including, without limitation, deposited securities), the delivery of deposited securities or otherwise in connection with the depositary’s or its custodian’s compliance with applicable laws, rules or regulations (which fees and charges shall be assessed on a proportionate basis against holders as of the record date or dates set by the depositary and shall be payable at the sole discretion of the depositary by billing such holders or by deducting such charge from one or more cash dividends or other cash distributions), including, without limitation, any amounts charged by any governmental authorities or other institutions such as the Brazilian Clearing and Depository Corporation (Companhia Brasileira de Liquidação e Custódia) or the B3 S.A. – Brasil, Bolsa, Balcão, the stock exchange on which the shares are registered for trading.

We will pay all other charges and expenses of the depositary and any agent of the depositary (except the custodian) pursuant to agreements from time to time between us and the depositary, except:

 

stock transfer or other taxes and other governmental charges (which are payable by holders or persons depositing shares);

 

SWIFT, cable, telex and facsimile transmission and delivery charges incurred at the request of persons depositing, or holders delivering shares, ADSs or deposited securities (which are payable by such persons or holders); and

 

transfer or registration fees for the registration or transfer of deposited securities on any applicable register in connection with the deposit or withdrawal of deposited securities (which are payable by persons depositing shares or holders withdrawing deposited securities; there are no fees in respect of the shares as of the date of the deposit agreement)securities.; and

in connection with the conversion of foreign currency into U.S. dollars, JPMorgan shall deduct out of such foreign currency the fees, expenses and other charges charged by it and/or its agent (which may be a division, branch or affiliate) so appointed in connection with this conversion, JPMorgan and/or its agent may act as principal for such conversion of foreign currency.

These charges may at any time and from time to time be changed by agreement between us and the depositary.

Depositary Payments for the Year December 31, 20172019

In 2017,According to our contractual arrangements with JPMorgan, paid US$2,4 millionin 2019, JPMorgan did not pay us in connection with investor relations related expenses of Embraer incurred in 2017 that are eligible for reimbursement from JPMorgan under our contractual arrangements with that entity.

2019.

PARTPart II

 

ITEMItem 13.

DEFAULTS, DIVIDEND ARREARAGES AND DELINQUENCIES

No matters to report.

 

ITEMItem 14.

MATERIAL MODIFICATIONS TO THE RIGHTS OF SECURITY HOLDERS AND USE OF PROCEEDS

Material Modifications to the Rights of Security Holders

Not applicable.

- 160 -


Use of Proceeds

Not applicable.

 

ITEMItem 15.

CONTROLS AND PROCEDURES

Disclosure Controls and Procedures

Disclosure controls and procedures refers to the controls and other procedures adopted by us that are designed to ensure that information required to be disclosed by us in the reports that we file or submit under the Exchange Act is recorded, processed, summarized and reported, within the time periods specified in the SEC’s rules and forms, and that the information required to be disclosed by us in the reports that we file or submit under the Exchange Act is accumulated and communicated to our management, including our principal executive and principal financial officers, or persons performing similar functions, as appropriate to allow timely decisions regarding required disclosures.

Our President and CEO, Paulo Cesar de Souza e Silva,Francisco Gomes Neto, and our executive vice-president and chief financial and investor relations officer, José Antonio de Almeida Filippo,Carlos Garcia, after evaluating, together with management, the effectiveness of the design and operation of our disclosure controls and procedures (as defined in Exchange ActRules 13a-15(e)and 15d-15(e)) as of December 31, 2017,2019, the end of the period covered by this annual report, concluded that, as of this date, our disclosure control and procedures were effective to ensure information required to be disclosed by us in the reports that we file or submit under the Exchange Act is recorded, processed, summarized and reported within the time periods specified in the SEC’s rules and forms, and were effective in ensuring that such information is accumulated and communicated to our management, including our CEO and chief financial officer, as appropriate to allow timely decisions regarding required disclosures.

Management’s Annual Report on Internal Control over Financial Reporting

Our management is responsible for establishing and maintaining adequate internal control over financial reporting as defined inRules 13a-15(f)and 15d-15(f) under the Exchange Act. Our internal control over financial reporting is a process designed to provide reasonable assurance to our management and board of directors regarding the reliability of financial reporting and the preparation of our financial statements for external purposes in accordance with generally accepted accounting principles.

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Effective internal control over financial reporting cannot, and does not, provide absolute assurance of achieving our control objectives. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.

Management assessed the effectiveness of our internal control over financial reporting as of December 31, 2017.2019. In making this assessment, our management used the criteria set forth by the Committee of Sponsoring Organizations of the Treadway Commission in Internal Control—Integrated Framework 2013. Based on this assessment, our management concluded that, as of December 31, 2017,2019, our internal control over financial reporting was effective based on those criteria.

Attestation Report of the Registered Public Accounting Firm

The effectiveness of our internal control over financial reporting as of December 31, 20172019 has been audited by PricewaterhouseCoopers Auditores Independentes, an independent registered public accounting firm, as stated in their report which appears herein on pageF-3.

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Changes in Internal Control over Financial Reporting

Our risks and internal controls department periodically evaluates our internal controls for the main cycles, documenting the processes used in each cycle, identifying opportunities and suggesting improvements for the existing control mechanisms. There was no change in our internal controls over financial reporting that occurred during the period covered by this annual report that has materially affected, or is reasonably likely to materially affect, our internal controls over financial reporting.

 

ITEM 16AItem 16.

Reserved

Item 16A.

AUDIT COMMITTEE FINANCIAL EXPERT

Our board of directors has determined that Mr. Sergio Eraldo de Salles Pinto, an effectiveexternal member of our statutory Auditaudit, risks and Risks Committeeethics committee is an “audit committee financial expert” as defined by current SEC rules. For a discussion of the role of our Auditaudit, risks and Risks Committee,ethics committee, see “Item 6C.6. Directors, Senior Management and Employees—6C. Board Practices—Audit, Risks and RisksEthics Committee.”

 

ITEM 16BItem 16B.

CODE OF ETHICS

Our board of directors has adopted a Code of Ethics and Conduct applicable to our directors, officers and employees worldwide, including our principal executive officer, principal financial officer and controller. A copy of our Code of Ethics and Conduct has been filed as Exhibit 11.1 to this annual report.

 

ITEM 16CItem 16C.

PRINCIPAL ACCOUNTANT FEES AND SERVICES

The following table sets forth by category of service the total fees for services performed by KPMGPricewaterhouseCoopers Auditores Independentes during the fiscal years ended December 31, 20162019 and 20172018 and PricewaterhouseCoopersKPMG Auditores Independentes in 2017:during the fiscal year ended December 31, 2018:

 

Principal accountant fees and services

  Year ended December 31,   Year ended
December 31,
 
  2017   2016   2019   2018 
  (in US$ thousands)   (in US$ thousands) 

Audit Fees(1)

   2,877.8    2,283.1    4,150.4    3,583.2 

Audit-Related Fees

   25.9    271.8    162.0    25.9 

Tax Fees

   268.1    51.2    59.5    44.9 
  

 

   

 

 

All Other Fees

   665.0    19.3    5.7    52.4 
  

 

   

 

   

 

   

 

 

Total

   3,836.9    2,625.4    4,377.7    3,706.4 
  

 

   

 

   

 

   

 

 

(1)

Includes fees paid to KPMG Auditores Independentes in 2018 relating to the retrospective application of IFRS 9 and IFRS 15.

Audit Fees

Audit fees consisted of the aggregate fees in connection with (i) the audit of annual financial statements and quarterly reviewsprepared under Brazilian GAAP and IFRS as issued by the IASB, which are published in Brazil and United States, (filed with the SEC onForm 6-K)and performed in accordance with the standards ofInternational Standards on Auditing and the PCAOB auditing standards, (ii) review of quarterly financial information prepared under Brazilian GAAP and (ii)IFRS as issued by the IASB in Brazil, and (iii) audit of statutory auditsfinancial statements of subsidiaries.

Audit-Related Fees

Audit-related fees consisted mainly of the aggregate fees in connection with compliance services provided to the Company and some of our subsidiaries related to documents filed with regulatory and government agencies and issuance of comfort letter related to the Company’s issuance of Notes.

- 162 -


Tax Fees

Tax fees consisted of the aggregate fees in connection with tax compliance services for some of our subsidiaries.

All Other Fees

All other fees consisted refer to miscellaneous permitted compliance services rendered in 2017 for some subsidiaries and services related to IT diagnosis.

Pre-Approval Policies and Procedures

Our board of directors approvesapproved all audit and audit-related services provided by KPMG Auditores Independentes in 20162018 and PricewaterhouseCoopers Auditores Independentes in 2017.2018 and 2019. Any services provided by KPMG Auditores Independentes and PricewaterhouseCoopers Auditores Independentes that are not specifically included within the scope of the audit must bepre-approved by our Auditaudit, risk and Risks Committeeethics committee in advance of any engagement. Pursuant toRule 2-01 ofRegulation S-X, audit committees are permitted to approve certain fees for audit-related services, tax services and other services pursuant to ade minimis exception prior to the completion of an audit engagement. In 2016, 2015, 2014 and 20132018, none of the fees paid to KPMG Auditores Independentes and in 20172018 and 2019, none of the fees paid to PricewaterhouseCoopers Auditores Independentes were approved pursuant to thede minimis exception.

 

ITEM 16DItem 16D.

EXEMPTIONS FROM THE LISTING STANDARDS FOR AUDIT COMMITTEES

None.

 

ITEM 16EItem 16E.

PURCHASES OF EQUITY SECURITIES BY THE ISSUER AND AFFILIATED PURCHASERS

On March 10, 2016, our board of directors approved a new share buyback program for our common shares, in compliance with Instrução CVM Instruction No. 10/80. We were authorized to buy back up to an aggregate of 3,000,000 common shares, representing approximately 0.4% of our outstanding capital, which totaled 737,439,054 common shares outstanding on March 10, 2016. A total of 3,000,000 common shares were repurchased at an average price of R$20.00 per share from March 17 through June 30, 2016.

On June 2, 2017, our board of directors approved a new share buyback program for our common shares, in compliance with Instrução CVM Instruction No. 10/80. We were authorized to buy back up to an aggregate of 3,000,000 common shares, representing approximately 0.4% of our outstanding capital, which totaled 735,752,704 common shares outstanding on June 2, 2017. TheA total of 3,000,000 common shares were repurchased at an average price of R$16.13 per share from June 6 through August 29, 2017.

In 2019 and 2018, we did not approve a share buyback program.

 

ITEM 16FItem 16F.

CHANGE IN REGISTRANT’S CERTIFYING ACCOUNTANT

Not applicable.

 

ITEM 16GItem 16G.

CORPORATE GOVERNANCE

We are subject to NYSE corporate governance listing standards. As a foreign private issuer, the standards applicable to us are considerably different than the standards applied to U.S. listed companies. Under the NYSE rules, we are required only to: (i) have an audit committee or audit board, pursuant to an applicable exemption available to foreign private issuers, that meets certain requirements, as discussed below, (ii) provide prompt certification by our CEO of any materialnon-compliance with any corporate governance rules and (iii) provide a brief description of the significant differences between our corporate governance practices and the NYSE corporate governance practice required to be followed by U.S. listed companies. The discussion of the significant differences between our corporate governance practices and those required of U.S. listed companies follows below.

- 163 -


Majority of Independent Directors

The NYSE rules require that a majority of the Boardboard of directors must consist of independent Directors.directors. Independence is defined by various criteria, including the absence of a material relationship between the director and the listed company, which independence must be affirmatively determined by the board of directors. Likewise, theNovo MercadoListing Rules require that at least 20%, or at least two, whichever is bigger, of the members of the board of directors of a company listed on theNovo Mercado segment of the B3 be independent. Independence of Board members in accordance with theNovo Mercado Listing Rules is defined by criteria similar to those set forth in the NYSE rules.

With the exception of Mr. José Magno Resende de Araújo (the representative of the Brazilian government, through the government’s ownership of the “golden share”), Mr. Alexandre Magalhães Filho and Dejair Losnak Filho (both representatives of our employees), all the currentThe members of our board of directors have declared that they are independent for purposes of theNovo Mercado Listing Rules.listing rules, except for the representative of the Brazilian government, as a result of the government’s ownership of the “golden share,” and the two representatives of our employees. Our directors meet the qualification requirements of the Brazilian Corporate Law, the CVM requirements and theNovo Mercado Listing Rules.

The Brazilian Corporate Law and our bylaws require that our directors be elected by our shareholders at a general shareholders’ meeting. The election of members of our board of directors, absent a request to adopt a cumulative voting system, will be conducted under a system of slate voting whereby voting will be based on a slate of Directors and no voting will be allowed on individual candidates. According to our bylaws, the board of directors will nominate a slate for the subsequent term of office. Our board of directors is appointed by our shareholders for atwo-year term, having three reserved seats as follows: (i) one acting member (and his/her alternate) to be appointed by the Brazilian government, as holder of the “golden share” and (ii) two acting members (and his/her alternate) to be appointed by our employees. The remaining eight acting Directors are elected in accordance with the slate voting or cumulative voting rules contained in our bylaws. A person may participate in two or more different slates. Each shareholder may only vote on one slate and the slate that receives the highest number of votes shall be declared elected. For furtheradditional information on the election of our board of directors, see “Item 10B.10. Additional Information—10B. Memorandum and Articles of Association—Board of Directors—Election of Board of Directors.”

Executive Sessions

NYSE rules require that thenon-management directors must meet at regularly scheduled executive sessions without management. The Brazilian Corporate Law does not have a similar provision. According to the Brazilian Corporate Law, up toone-third one third of the members of the board of directors can be elected from management. The remainingnon-management directors are not expressly empoweredrequired to serve as a check on management and there is no requirementmanagement. Embraer’s board of directors’ rules of procedure provide that thosethe external members of the board of directors meet regularly without management. As a result, thenon-management directors on our board(comprising members who do not typicallyhold any commercial, employment or management relationship with Embraer) shall meet in executive sessions.on exclusive sessions to be held on the same day of and prior to the board of directors meetings to discuss the agenda of the meeting.

Nominating/Corporate Governance Committee

NYSE rules require that listed companies have a Nominating/Corporate Governance Committeenominating/corporate governance committee composed entirely of independent directors and governed by a written charter addressing the committee’s required purpose and detailing its required responsibilities, which include, among other things, identifying and selecting qualified board member nominees and developing a set of corporate governance principles applicable to the company. We are not required under applicable Brazilian law to have a Nominating Committee/Corporate Governance Committee, and accordingly, to date, have not established this committee. TheMembers of our board of directors are elected by our shareholders at a general shareholders’ meeting. Our Although we have not established a nominating/corporate governance practicescommittee, as we are adoptednot required to do so under applicable Brazilian law, our Personnel and Governance Committee, among other things, performs the same duties imposed to the nominating/corporate governance committee by the entire board.NYSE rules.

- 164 -


Compensation Committee

NYSE rules require that listed companies have a compensation committee composed entirely of independent directors and governed by a written charter addressing the committee’s required purpose and detailing its required responsibilities, which include, among other things, reviewing corporate goals relevant to CEO compensation, evaluating CEO performance and approving CEO compensation levels and recommending to the boardnon-CEO compensation, incentive-compensation and equity-based plans. WeAlthough we have not established a compensation committee, as we are not required to do so under applicable Brazilian law, our Personnel and Governance Committee, among other things, performs the same duties imposed to have a Compensation Committee. Underthe compensation committee by NYSE rules. According to the Brazilian Corporate Law, the total amount available for compensation of our directors and executive officers and for profit-sharing payments to our executive officers is established by our shareholders at the annual general meeting. The board of directors is then responsible for determining the individual compensation and profit sharing of each executive officer, as well as the compensation of our board and committee members. In making these determinations, the board reviews the performance of the executive officers, including the performance of our CEO.

Audit Committee

NYSE rules require that listed companies have an audit committee that (i) is composed of a minimum of three independent directors who are all financially literate, (ii) complies with the SEC rules regarding audit committees for listed companies, (iii) has at least one member who has accounting or financial management expertise and (iv) is governed by a written charter addressing the committee’s required purpose and detailing its required responsibilities. We have an Audit, Risks and RisksEthics Committee which meets the requirements ofRule 10A-3 under the U.S. Securities Exchange Act of 1934. We do not claim an exemption from the listing standards for audit committees.

Embraer’s statutory “Audit, Risks and RisksEthics Committee” is composed, in its majority, of independent members of our board of directors.directors, and by two external members. For additional information, see “Item 6. Directors, Senior Management and Employees—Item 6C. Board Practice—Audit, Risks and Ethics Committee.” Because foreign private issuers are subject to local legislation which may prohibit the full board of directors from delegating certain responsibilities to the audit committee, pursuant toRule 10A-3, audit committees of foreign private issuers may be granted responsibilities, which may include advisory powers, with respect to such matters to the extent permitted by law. Due to certain restrictions imposed by the Brazilian Corporate Law, our Audit, Risks and RisksEthics Committee, unlike a U.S. audit committee, only has an “advisory” role and may only make recommendations for adoption by the full board of directors, which is responsible for the ultimate vote and final decision. For example, our Audit, Risks and RisksEthics Committee makes recommendations regarding the appointment of auditing firms, which are subject to a vote of the board of directors. Our Audit, Risks and RisksEthics Committee complies with Brazilian legal requirements (including “independent directors,” as defined by Brazilian law).

Shareholder Approval of Equity Compensation Plans

NYSE rules require that shareholders be given the opportunity to vote on all equity compensation plans and material revisions thereto, with limited exceptions. Under the Brazilian Corporate Law, shareholders must approve all stock option plans. In addition, any issuance of new shares that exceeds our authorized share capital is subject to shareholder approval.

Corporate Governance Guidelines

NYSE rules require that listed companies adopt and disclose corporate governance guidelines. In addition to being subject to theNovo Mercado regulations that include rules on corporate governance, we have not adopted any formal corporate governance guidelines. We have adopted and observe, our Policy on Trading in Company Securities and Disclosure of Material Information and Preservation of Confidentiality that requires the public disclosure of all relevant information pursuant to guidelines set forth by the CVM, as well as insider trading rules, which, among other things, establishesblack-out periods and requires insiders to inform management of all transactions involving our securities.

- 165 -


In November 2016, after the contribution and comments made by the CVM, the Brazilian Corporate Governance Code, which provides for corporate governance practices guidelines for publicly-heldpublicly held companies in Brazil, was released by an institution formed by several market entities, such as the Brazilian Pension System, the Brazilian Association of Publicly-Held Companies, the Brazilian Financial and Capital Markets Association, the Brazilian Private Equity & Venture Capital Association, the Brazilian Association of Capital Markets Investors, the Association of Capital Markets Investment Analysts and Professionals, B3, BRAIN – Brazil Investments and Business, the Brazilian Institute of Corporate Governance, the Brazilian Investor Relations Institute and the Brazilian Capital Markets Institute.

In June 2017, the CVM approved a new rule, CVM Rule No. 586, which establishes that companies must inform whether they will implement the provisions set forth in the Brazilian Corporate Governance Code, or otherwise justify the reasons fornon-compliance with those practices. Additionally, the B3 and the Brazilian Institute of Corporate Governance have issued guidelines for corporate governance best practices in Brazil.

Code of Business Conduct and Ethics

NYSE rules require that listed companies adopt and disclose a code of business conduct and ethics for directors, officers and employees, and promptly disclose any waivers of the code for directors or executive officers. Applicable Brazilian law does not have a similar requirement. However, we adopted a Code of Ethics and Conduct applicable to our officers, directors and employees worldwide, including at the subsidiary level. We believe this code substantially addresses the matters required to be addressed pursuant to the NYSE rules. A copy of our Code of Ethics and Conduct has been filed as Exhibit 11.1 to this annual report. For a further discussion of our Code of Ethics and Conduct, see “Item“—Item 16B. Code of Ethics.” We usually review our Code of Ethics every two years. The latest version of the Code of Ethics is the 56thEdition, and was approved on December 8, 2016.November 7, 2019.

Internal Audit Function

NYSE rules require that listed companies maintain an internal audit function to provide management and the audit committee with ongoing assessments of the company’s risk management processes and system of internal control. Our internal audit reports to the Audit, Risks and RisksEthics Committee, and risk management and internal control report to the Chief Financial Officer, respectively, assuring the necessary independence and competence to assess the design of our internal control over financial reporting, as well as to test its effectiveness as required by Section 404 of the Sarbanes-Oxley Act of 2002.

 

ITEM 16HItem 16H.

MINE SAFETY DISCLOSURE

Not applicable.

PARTPart III

 

ITEMItem 17.

FINANCIAL STATEMENTS

We have responded to Item 18in lieu of responding to this item.

 

ITEMItem 18.

FINANCIAL STATEMENTS

Our audited consolidated financial statements, together with the report of the Independent Registered Public Accounting Firm thereon, are filed as part of this annual report and are located following the signature page hereof.

 

- 166 -


ITEMItem 19.

EXHIBITS

 

Exhibit
Number

  

Description

1.1

  

Bylaws of Embraer approved at the Special Shareholders’ Meeting held on May 4, 2016.dated April 29, 2020 (English translation).*

2.1

  

Form of Third Amended and Restated Deposit Agreement, as amended, among Embraer S.A., JP Morgan Chase Bank, N.A., as depositary, and the Holders from time to time of American Depositary SharesReceipts issued thereunder, including the Form of American Depositary Receipts,Receipt, dated as of 2019, incorporated herein by reference from Exhibit 9(a)(2) to(a) from Embraer’s FormF-6RegistrationStatement under the Securities Act of 1933 filed with the Securities and Exchange Commission (SEC FileNo. 333-133162.333-133162) on November 18, 2019.

2.2

  

The registrant hereby agrees to furnish to the SEC, upon request, copies of instruments defining the rights of holders oflong-term debt of the registrant and its consolidated subsidiaries and for any of its unconsolidated subsidiaries for which financial statements are required to be filed.

2.3

Description of the registrant’s securities registered under Section 12 of the Exchange Act.*

8.1

  

List of Embraer’s subsidiaries.*

11.1

  

Code of Ethics and Conduct, dated December 8, 2016.November 7, 2019.*

12.1

  

Rule  13a-14(a)/15d-14(a) Certification of Chief Executive Officer.*

12.2

  

Rule  13a-14(a)/15d-14(a) Certification of Chief Financial Officer.*

13.1

  

Section 1350 Certification of Chief Executive Officer.*

13.2

  

Section 1350 Certification of Chief Financial Officer.

*

15.1

Consent of PricewaterhouseCoopers Auditores Independentes

15.2

Consent of KPMG Auditores Independentes

101.INS

  

XBRL Instance DocumentDocument.*

101.SCH

  

XBRL Taxonomy Extension SchemaSchema.*

101.CAL

  

XBRL Taxonomy Extension Scheme Calculation LinkbaseLinkbase.*

101.DEF

  

XBRL Taxonomy Extension Scheme Definition LinkbaseLinkbase.*

101.LAB

  

XBRL Taxonomy Extension Scheme Label LinkbaseLinkbase.*

101.PRE

  XBRL Taxonomy Extension Scheme Presentation LinkbaseLinkbase.*

 

*

Filed herewith.

- 167 -


SIGNATURES

The Registrant hereby certifies that it meets all of the requirements for filing onForm 20-F and that it has duly caused and authorized the undersigned to sign this annual report on its behalf.

 

EMBRAER S.A.
By: /s/ PAULO CESAR DE SOUZA E SILVAFRANCISCO GOMES NETO
Name: Paulo Cesar de Souza e SilvaFrancisco Gomes Neto
Title: President and Chief Executive Officer

By: /s/ JOSÉ ANTONIO DE ALMEIDA FILIPPOCARLOS GARCIA
Name: José Antonio de Almeida FilippoCarlos Garcia
Title: Executive Vice-President and ChiefVice President, Financial and Investor Relations Officer

Date: March 22, 2018June 1, 2020

- 168 -


Embraer S.A.

Consolidated Financial Statements

atas of December 31, 20172019

and Report of Independent Registered

Public Accounting Firm

INDEX TO THE FINANCIAL STATEMENTS

 

   Page 

Index to Financial Statements

   F-2 

Consolidated Statements of Financial Position as of December  31, 20172019 and 20162018

   F-6F-7 

Consolidated Statements of Income for the Years Ended December  31, 2017, 20162019, 2018 and 20152017

   F-8F-9 

Consolidated Statements of Comprehensive Income for the Years Ended December 31, 2017, 20162019, 2018 and 20152017

   F-9F-10 

Consolidated Statements of Changes Shareholders’ Equity for the Years Ended December 31, 2017, 20162019, 2018 and 20152017

   F-10F-11 

Consolidated Statements of Cash Flows for the Years Ended December 31, 2017, 20162019, 2018 and 20152017

   F-11F-12 

Notes to the Consolidated Financial Statements

   F-12F-13 

LOGO

Report of independent registered public accounting firmIndependent Registered Public Accounting Firm

To theBoard of Directors and Shareholders

of Embraer S.A.

Opinions on the financial statementsFinancial Statements and internal controlInternal Control over financial reportingFinancial Reporting

We have audited the accompanying consolidated statementstatements of financial position of Embraer S.A. and its subsidiaries (the “Company”) as of December 31, 2017, 2019 and 2018,and the related consolidated statements of income, comprehensive income, changes in shareholders’ equity and cash flows for each of the year thenthree years in the period ended December 31, 2019, including the related notes (collectively referred to as the “consolidated financial statements”). We.We also have audited the Company’s internal control over financial reporting as of December 31, 2017,2019, based on criteria established inInternal Control—Control - Integrated Framework (2013) issued by the Committee of Sponsoring Organizations of the Treadway Commission (COSO).

In our opinion, the consolidated financial statements referred to above present fairly, in all material respects, the financial position of the Company as of December 31, 2017, 2019 and 2018,and the results of theirits operations and theirits cash flows for each of the year thenthree years in the period ended inDecember 31, 2019in conformity with International Financial Reporting Standards (IFRS) as issued by the International Accounting Standards Board.Board (IASB). Also, in our opinion, the Company maintained, in all material respects, effective internal control over financial reporting as of December 31, 2017,2019, based on criteria established inInternal Control—Control - Integrated Framework (2013) issued by the COSO.

Basis for opinionsOpinions

The Company’s management is responsible for these consolidated financial statements, for maintaining effective internal control over financial reporting, and for its assessment of the effectiveness of internal control over financial reporting, included in the accompanying Management’s Annual Report on Internal Control over Financial Reporting.Reporting appearing under Item 15. Our responsibility is to express opinions on the Company’s consolidated financialconsolidatedfinancial statements and on the Company’s internal control over financial reporting based on our audit.audits. We are a public accounting firm registered with the Public Company Accounting Oversight Board (United States) (PCAOB) and are required to be independent with respect to the Company in accordance with the USU.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.

We conducted our auditaudits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the auditaudits to obtain reasonable assurance about whether the consolidated financial statements are free of material misstatement, whether due to error or fraud, and whether effective internal control over financial reporting was maintained in all material respects.

PricewaterhouseCoopers, Rua Carlos Maria Auricchio 70, 14º, Ed.Royal Park, São José dos Campos, SP, Brasil, 12246-876,

T: +55 (12) 3519 3900,www.pwc.com.br

Embraer S.A.

Our auditaudits of the consolidated financial statements included performing procedures to assess the risks of material misstatement of the consolidated financial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included examining, on a test basis, evidence regarding the amounts and disclosures in the consolidated financial statements. Our auditaudits also included evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall presentation of the consolidated financial statements. Our audit of internal control over financial reporting included obtaining an understanding of internal control over financial reporting, assessing the risk that a material weakness exists, and testing and evaluating the design and operating effectiveness of internal control based on the assessed risk. Our auditaudits also included performing such other procedures as we considered necessary in the circumstances. We believe that our audit providesaudits provide a reasonable basis for our opinions.

Subsequent events

As discussed in Notes 1.1, 3.4, 4 and 40.3 to the consolidated financial statements, on April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the Master Transaction Agreement (“MTA”). These Notes also describe the related consequences in the presentation and

measurement of the assets, liabilities and results of operations related to the Commercial Aviation segment which were presented as “Assets and liabilities held for sale” and “Discontinued operations” as of the reporting date.

Definition and limitationsLimitations of internal controlInternal Control over financial reportingFinancial Reporting

A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company’s internal control over financial reporting includes those policies and procedures that (i) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (ii) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (iii) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company’s assets that could have a material effect on the financial statements.

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.

São José dos Campos, March 22, 2018Critical Audit Matters

The critical audit matters communicated below are matters arising from the current period audit of the consolidated financial statements that were communicated or required to be communicated to the audit committee and that (i) relate to accounts or disclosures that are material to the consolidated financial statements and (ii) involved our especially challenging, subjective, or complex judgments. The communication of critical audit matters does not alter in any way our opinion on the consolidated financial statements, taken as a whole, and we are not, by communicating the critical audit matters below, providing separate opinions on the critical audit matters or on the accounts or disclosures to which they relate.

Revenue Recognition - Estimated Costs to Complete Long-term Contracts

As discussed in Notes 2.2.26 c) and 32 to the consolidated financial statements, US$399.1 million of the Company’s total revenues for the year ended December 31, 2019 was generated from long-term contracts. For the Company’s long-term contracts, control transfers over time and revenue is recognized based on the extent of progress in each period towards completion of the performance obligation. The selection of the measure of progress towards completion requires management judgment and is based on the nature of the products or services to be provided. As disclosed by management, the Company substantially uses the cost incurred method, using the ratio of actual cumulative costs incurred divided by total estimated costs at completion for progress measurement. Revenues are recognized proportionately as costs are incurred. Due to the nature of the work required to be performed on the performance obligations, management’s estimation of costs at completion is complex and requires significant judgment. Management has disclosed that there are many factors that can affect the accuracy of cost estimates, including, but not limited to, the projection, changes in circumstances and/ or new events, such as contract modification.

The principal considerations for our determination that performing procedures relating to revenue recognition - estimated costs to complete long-term contracts is a critical audit matter are there was significant judgment made by management when developing the estimated costs to complete long-term contracts especially in development projects. This in turn led to significant auditor judgment and effort in performing procedures to evaluate the estimates of the costs to complete, including the assessment of management’s judgment about the Company’s significant assumptions related to estimated expected labor and material costs.

Addressing the matter involved performing procedures and evaluating audit evidence in connection with forming our overall opinion on the consolidated financial statements. These procedures included testing the effectiveness of controls relating to the revenue recognition process, including controls over the determination of estimated costs to complete long-term contracts. The procedures also included, among others, evaluating and testing management’s process for determining the estimate of costs at completion for a sample of contracts, which included evaluating the reasonableness of significant assumptions, including the estimated expected labor and material costs, used by management and considering the factors that can affect the accuracy of those estimates. Evaluating the reasonableness of significant assumptions used involved assessing management’s ability to reasonably estimate costs to complete long-term contracts by (i) performing a comparison of the previous year estimated and actual costs incurred for the contracts; (ii) evaluating the timely identification of circumstances that may warrant a modification to estimated costs to complete, including actual costs in excess of estimates.

Assessment of impairment for long-livednon-financial assets

As described in Note 2.2.14 to the consolidated financial statements, the Company’s management performs, on an annual basis, impairment tests of intangible assets with indefinite useful lives, as well as evaluates impairment indicators for long-livednon-financial assets. When impairment indicators are identified, management compares the carrying value of an asset, or a cash-generating unit (CGU), with its recoverable amount, which is determined at the higher between its value in use and fair value less cost to disposal. An impairment charge is recognized when the carrying value exceeds the recoverable amount. As described in Note 19 to the consolidated financial statements, management determined the recoverable amounts of the CGUs related to the Commercial Aviation segment, later classified as discontinued operations, at their estimated fair value less cost to disposal. Additionally, the recoverable amounts of the remaining CGUs were determined by management at their estimated value in use. The process of estimating the recoverable amounts using value in use approach involves management’s significant judgments and assumptions. During 2019, the Company recorded an impairment charge of US$ 72 million related substantially to executive aviation segment.

The principal considerations for our determination that performing procedures relating to the impairment of long-livednon-financial assets is a critical audit matter are there was significant judgment by management when developing the value in use measurement for each CGU. This in turn led to a high degree of auditor judgment, subjectivity, and effort in performing procedures to evaluate management’s cash flow projections and significant assumptions, including revenue growth rate, gross margin and the discount rate. In addition, the audit effort involved the use of professionals with specialized skill and knowledge to assist in performing these procedures and evaluating the audit evidence obtained

Addressing the matter involved performing procedures and evaluating audit evidence in connection with forming our overall opinion on the consolidated financial statements. These procedures included testing the effectiveness of controls relating to management’s impairment assessment, including controls over the valuation of the Company’s CGUs. These procedures also included, among others, testing management’s process for developing the value in use estimate of the main CGUs; evaluating the appropriateness of the discounted cash flow model; testing the completeness, accuracy, and relevance of underlying data used in the model; and evaluating the significant assumptions used by management, including the revenue growth rate, projected gross margin and discount rate. Evaluating management’s assumptions related to revenue growth rate and projected gross margin involved evaluating whether the assumptions used by management were reasonable considering (i) the current and past performance of each CGU, (ii) the consistency of Company’s internally developed models which are based on external market and industry data, and (iii) whether these assumptions were consistent with evidence obtained in other areas of the audit. Professionals with specialized skill and knowledge were used to assist in the evaluation of the Company’s discounted cash flow model and the significant assumptions, including the discount rate.

Presentation and disclosure of Assets held for sale and Liabilities related to assets held for sale and Discontinued operation

As described in Note 4 to the consolidated financial statements, on January 24, 2019, Embraer, Boeing and certain subsidiaries of Boeing and Embraer entered into the MTA and other transaction documents, which defined the terms and conditions for the creation of a joint venture covering Embraer’s Commercial Aviation business unit with a participation of 80% of a subsidiary of Boeing and 20% of Embraer. Upon the approval of this transaction by Embraer’s shareholders, the assets and liabilities relating to the Commercial Aviation business and associated services were measured and are disclosed in the consolidated financial statements as of December 31, 2019 as Assets held for sale and Liabilities held for sale, amounting to US$ 5.2 billion and US$ 5.0 billion, respectively; and their results generated as a discontinued operation, amounting to US$ (111.8) million. The segregation of the assets and liabilities, as well as the results from the discontinued operations, related to Commercial Aviation business considered the Company’s best interpretations of the terms of the MTA, including the segregation of certain costs and expenses related to corporate areas which would be separated among Embraer and Boeing. In addition, as described in Notes 1.1, 3.4, 4 and 40.3, on April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the MTA.

The principal considerations for our determination that performing procedures relating to the Asset and Liabilities held for sale and discontinued operation is a critical audit matter are (i) it is a significant unusual transaction disclosed in the consolidated financial statements, (ii) significant audit effort was required in evaluating the assumptions and estimates related to segregation of assets and liabilities included in within a disposal group classified as held for sale and of results of discontinued operation.

Addressing the matter involved performing procedures and evaluating audit evidence in connection with forming our overall opinion on the consolidated financial statements. These procedures included testing the effectiveness of controls relating to Financial close and report process, including controls over the segregation of Assets held for sale and Liabilities related to assets held for sale and Discontinued operation. These procedures also included, among others, (i) reading the MTA, (ii) testing management’s process included evaluating the reasonableness of assumptions and estimates made by management, as well as the presentation and disclosure of assets and liabilities included in within a disposal group classified as held for sale and of results of discontinued operation in the consolidated financial statements, and (iii) assessed the appropriateness of the disclosures related to the termination of the MTA.

/s/ PricewaterhouseCoopers

Auditores Independentes

São José dos Campos, Brazil

June 1, 2020

We have served as the Company’s auditor since 2017.

Report of Independent Registered Public Accounting Firm

The Board of Directors and Shareholders

Embraer S.A.

We have audited the accompanying consolidated statement of financial position of Embraer S.A. and subsidiaries (“the Company”) as of December 31, 2016, and the related consolidated statements of income, comprehensive income, shareholders’ equity, and cash flows for each of the years in thetwo-year period ended December 31, 2016. These consolidated financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on these consolidated financial statements based on our audits.

We conducted our audits in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for our opinion.

In our opinion, the consolidated financial statements referred to above present fairly, in all material respects, the financial position of Embraer S.A. and subsidiaries as of December 31, 2016, and the results of its operations and its cash flows for each of the years in thetwo-year period ended December 31, 2016, in conformity with International Financial Reporting Standards (IFRS) issued by the International Accounting Standards Board (IASB).

São José dos Campos, Brazil

March 21, 2017

/s/ KPMG Auditores Independentes

Embraer S.A.

Consolidated Statements of Financial Position atas of December 31, 20172019 and 20162018

(In millions of U.S. dollar)

 

 

 

  Note  12.31.2017   12.31.2016   Note   12.31.2019   12.31.2018 

ASSETS

            

CURRENT

            

Cash and cash equivalents

  5   1,270.8    1,241.5    6    855.2    1,280.9 

Financial investments

  6   2,365.6    1,775.5    7    409.8    1,743.4 

Trade accounts receivable, net

  7   717.1    665.4    8    149.4    318.0 

Derivative financial instruments

  8   29.5    21.0    9    1.4    5.4 

Customer and commercial financing

  9   2.1    8.5      —      1.2 

Collateralized accounts receivable

  10   185.6    142.8    10.1    4.0    218.5 

Contract assets

   32    461.9    358.0 

Inventories

  12   2,148.7    2,496.4    12    1,304.4    2,507.0 

Guarantee deposits

   11    0.1    339.9 

Income tax and social contribution

     76.9    80.7      90.5    95.3 

Other assets

  13   255.4    349.9    13    120.1    203.4 
    

 

   

 

 
     3,396.8    7,071.0 
    

 

   

 

 

Assets held for sale

   4.2    5,174.6    —   
    

 

   

 

     

 

   

 

 
     7,051.7    6,781.7      8,571.4    7,071.0 
    

 

   

 

     

 

   

 

 

NON-CURRENT

            

Financial investments

  6   251.3    168.2    7    14.9    183.5 

Derivative financial instruments

  8   4.8    11.1    9    0.7    4.1 

Customer and commercial financing

  9   14.3    28.9      —      10.5 

Collateralized accounts receivable

  10   103.1    180.5    10.1    13.6    17.4 

Guarantee deposits

  11   393.8    511.4    11    0.5    9.8 

Deferred income tax and social contribution

  24.1   2.8    3.4    24.1    0.7    21.6 

Other assets

  13   121.5    156.7    13    61.8    105.6 
    

 

   

 

     

 

   

 

 
     891.6    1,060.2      92.2    352.5 

Investments

     5.6    3.9      8.1    6.3 

Property, plant and equipment, net

  16   2,104.9    2,154.2    16    968.9    1,964.7 

Intangible assets, net

  17   1,882.4    1,664.6    18    894.1    1,898.8 

Right of use

   17    37.8    —   
    

 

   

 

     

 

   

 

 
     4,884.5    4,882.9      2,001.1    4,222.3 
    

 

   

 

     

 

   

 

 

TOTAL ASSETS

     11,936.2    11,664.6      10,572.5    11,293.3 
    

 

   

 

     

 

   

 

 

 

The accompanying notes are an integral part of these consolidated financial statements.

F-6F-7


Embraer S.A.

Consolidated Statements of Financial Position atas of December 31, 20172019 and 20162018

(In millions of U.S. dollar)

 

 

 

  Note   12.31.2017 12.31.2016   Note   12.31.2019 12.31.2018 

LIABILITIES

          

CURRENT

          

Trade accounts payable

   19    824.7  952.1    20    358.0  892.1 

Lease liability

   17    5.0   —   

Loans and financing

   20    388.9  510.3    21    14.9  179.3 

Non-recourse and recourse debt

   10    17.6  22.9 

Recourse andnon-recourse debt

   10.2    4.0  324.0 

Other payables

   21    292.2  379.5    22    162.5  288.4 

Advances from customers

   22    799.2  716.4 

Contract liabilities

   32    649.1  1,045.4 

Derivative financial instruments

   8    8.8  8.4    9    4.5  8.1 

Taxes and payroll charges payable

   23    70.7  43.6    23    54.9  68.4 

Income tax and social contribution

     16.1  25.9      42.6  48.0 

Financial guarantee and residual value

   25    22.2  49.7    25    —    51.0 

Dividends payable

     36.8  24.8      1.4  5.0 

Unearned income

     164.1  311.5      2.0  2.0 

Provisions

   26.1    141.3  135.8 

Provision

   26.1    103.1  116.9 
    

 

  

 

 
     1,402.0   3,028.6 
    

 

  

 

 

Liabilities held for sale

   4.2    4,984.0   —   
    

 

  

 

     

 

  

 

 
     2,782.6   3,180.9      6,386.0   3,028.6 
    

 

  

 

     

 

  

 

 

NON-CURRENT

          

Lease liability

   17    33.6   —   

Loans and financing

   20    3,809.6  3,249.6    21    76.1  3,468.4 

Non-recourse and recourse debt

   10    346.5  351.0 

Recourse andnon-recourse debt

   10.2    13.6  17.4 

Other payables

   21    21.5  16.9    22    12.7  28.6 

Advances from customers

   22    104.1  139.8 

Derivative financial instruments

   8    0.1   —   

Contract liabilities

   32    34.3  198.2 

Taxes and payroll charges payable

   23    70.2  67.9    23    13.4  58.2 

Deferred income tax and social contribution

   24.1    251.3  263.3    24.1    272.3  254.0 

Financial guarantee and residual value

   25    134.6  161.1 

Financial guarantee and residual value guarantees

   25    —    101.1 

Unearned income

     97.5  113.9      16.1  73.2 

Provisions

   26.1    136.2  179.0 

Provision

   26.1    99.8  125.5 
    

 

  

 

     

 

  

 

 
     4,971.6   4,542.5      571.9   4,324.6 
    

 

  

 

     

 

  

 

 

TOTAL LIABILITIES

     7,754.2   7,723.4      6,957.9   7,353.2 
    

 

  

 

     

 

  

 

 

SHAREHOLDERS’ EQUITY

          

Capital

   29.1    1,438.0  1,438.0    29.1    1,551.6  1,551.6 

Treasury shares

   29.3    (51.8 (49.1   29.3    (26.5 (31.4

Revenue reserves

     2,743.2  2,566.1      2,110.0  2,433.7 

Share-based remuneration

     37.3  36.8      37.4  37.4 

Accumulated other comprehensive loss

     (98.1 (143.0     (154.8 (145.6
    

 

  

 

     

 

  

 

 
     4,068.6   3,848.8      3,517.7   3,845.7 
    

 

  

 

     

 

  

 

 

Non-controlling interests

     113.4  92.4      96.9  94.4 
    

 

  

 

     

 

  

 

 

TOTAL SHAREHOLDERS’ EQUITY

     4,182.0   3,941.2      3,614.6   3,940.1 
    

 

  

 

     

 

  

 

 

TOTAL LIABILITIES AND SHAREHOLDERS’ EQUITY

     11,936.2   11,664.6      10,572.5   11,293.3 
    

 

  

 

     

 

  

 

 

The accompanying notes are an integral part of these consolidated financial statements.

Embraer S.A.

Consolidated Statements of Income Years Ended

(In millions of U.S. dollar)

 

 

 

  Note   12.31.2019 12.31.2018* 12.31.2017* 

CONTINUING OPERATIONS

      
  Note  12.31.2017 12.31.2016 12.31.2015 

REVENUE

     5,839.3   6,217.5   5,928.1      2,618.1   2,127.7   2,546.5 

Cost of sales and services

     (4,773.4 (4,980.7 (4,816.8     (2,259.9 (1,929.6 (2,248.6
    

 

  

 

  

 

     

 

  

 

  

 

 

GROSS PROFIT

     1,065.9   1,236.8   1,111.3      358.2   198.1   297.9 

Operating Income (expense)

      

Operating income (expense)

      

Administrative

     (179.1 (164.3 (182.0     (136.7 (136.1 (138.9

Selling

     (307.0 (368.6 (361.6     (148.2 (151.4 (169.9

Research

     (49.2 (47.6 (41.7     (19.7 (19.5 (22.2

Other operating income (expense), net

  33   (202.5 (450.0 (194.2   34    (215.8 (173.8 (163.9

Equity in income (losses) of associates

     1.2  (0.3 (0.3     (0.2 (0.4 1.2 
    

 

  

 

  

 

     

 

  

 

  

 

 

OPERATING PROFIT BEFORE FINANCIAL INCOME

     329.3   206.0   331.5 

Financial income (expense), net

  34   (47.6 (51.4 (22.9

Foreign exchange gain (loss) , net

  35   6.6  4.5  27.6 

OPERATING LOSS BEFORE FINANCIAL RESULT

     (162.4  (283.1  (195.8
    

 

  

 

  

 

 

PROFIT BEFORE TAXES ON INCOME

     288.3   159.1   336.2 

Financial income, net

   35    61.5  6.1  95.0 

Foreign exchange gain (loss), net

   36    (0.3 (5.0 5.7 
    

 

  

 

  

 

 

LOSS BEFORE INCOME TAX

     (101.2  (282.0  (95.1

Income tax expense

  24.2   (25.5 8.7  (255.4   24.2    (103.5 20.7  (28.2
    

 

  

 

  

 

     

 

  

 

  

 

 

NET INCOME FOR THE PERIOD

     262.8   167.8   80.8 

LOSS OF THE CONTINUING OPERATIONS

     (204.7  (261.3  (123.3
    

 

  

 

  

 

     

 

  

 

  

 

 

Atributable to :

      

Net income (loss) of the discontinued operations

   4.3    (111.8 90.1  403.3 
    

 

  

 

  

 

 

NET INCOME (LOSS) FOR THE PERIOD

     (316.5  (171.2  280.0 
    

 

  

 

  

 

 

Attributable to:

      

Owners of Embraer

     246.8  166.1  69.2      (322.3 (178.2 264.0 

Noncontrolling interests

     16.0  1.7  11.6 

Non-controlling interests

     5.8  7.0  16.0 

Earnings per share-basic in US$

  31   0.34  0.23  0.09    31.1    (0.44 (0.24 0.36 

Earnings per share-diluted in US$

  31   0.34  0.23  0.09    31.2    (0.44 (0.24 0.36 

*

Consolidated statements of income for comparative years ended December 31, 2018 and 2017 were recasted to present the results of continuing operations separately from the results of the Commercial Aviation business unit and related services (discontinued operations) since the beginning of comparative periods (Note 4).

The accompanying notes are an integral part of these consolidated financial statements.

Embraer S.A.

Consolidated Statements of Comprehensive Income Years Ended

(In millions of U.S. dollar)

 

 

 

   12.31.2017  12.31.2016  12.31.2015 

NET INCOME FOR THE PERIOD

   262.8   167.8   80.8 

ITEMS THAT WILL NOT BE RECLASSIFIED FOR THE STATEMENT OF INCOME

    

Actuarial gain (loss) on post-employment benefit obligation

   9.2   (7.6  3.0 

ITEMS THAT MAY BE SUBSEQUENTLY RECLASSIFIED THROUGH PROFIT AND LOSS

    

Financial instruments for hedge accounting

   —     —     0.3 

Financial instruments

   (10.3  11.0   —   

Translation adjustments

   51.0   (8.1  (86.8
  

 

 

  

 

 

  

 

 

 

OTHER COMPREHENSIVE INCOME, NET OF TAX EFFECTS (i)

   49.9   (4.7  (83.5
  

 

 

  

 

 

  

 

 

 

TOTAL OF COMPREHENSIVE INCOME

   312.7   163.1   (2.7
  

 

 

  

 

 

  

 

 

 

Attributable to:

    

Owners of Embraer

   291.7   172.6   (4.6

Non-controlling interests

   21.0   (9.5  1.9 
  

 

 

  

 

 

  

 

 

 
   312.7   163.1   (2.7
  

 

 

  

 

 

  

 

 

 
   12.31.2019  12.31.2018  12.31.2017 

NET INCOME (LOSS) FOR THE PERIOD

   (316.5  (171.2  280.0 

ITEMS THAT WILL NOT BE RECLASSIFIED TO PROFIT OR LOSS

    

Actuarial gain on post-employment benefit obligation

   —     1.1   9.2 

ITEMS THAT MAY BE SUBSEQUENTLY RECLASSIFIED TO PROFIT OR LOSS

    

Financial instruments - Cash flow hedge

   (0.7  0.4   (10.3

Translation adjustments

   (10.6  (65.4  34.1 
  

 

 

  

 

 

  

 

 

 

OTHER COMPREHENSIVE INCOME (LOSS), NET OF TAX EFFECTS (i)

   (11.3  (63.9  33.0 
  

 

 

  

 

 

  

 

 

 

TOTAL OF COMPREHENSIVE INCOME (LOSS)

   (327.8  (235.1  313.0 
  

 

 

  

 

 

  

 

 

 

Attributable to:

    

Owners of Embraer

   (330.3  (216.1  292.0 

Non-controlling interests

   2.5   (19.0  21.0 
  

 

 

  

 

 

  

 

 

 
   (327.8  (235.1  313.0 
  

 

 

  

 

 

  

 

 

 

Total comprehensive income (loss) of

    

Continuing operations

   (215.7  (326.1  (91.5

Discontinued operations

   (112.1  91.0   404.5 
  

 

 

  

 

 

  

 

 

 
   (327.8  (235.1  313.0 
  

 

 

  

 

 

  

 

 

 

 

(i)

Items presented above are net of deferred income tax, if applicable, of US$ 4.8,(1.0), US$ 3.9(2.8) and US$ 3.3(3.8) for the yearyears ended December 31, 2019, 2018 and 2017, 2016 and 2015, respectivelly.respectively.

The accompanying notes are an integral part of these consolidated financial statements.

Embraer S.A.

Consolidated Statements of Changes in Shareholders’ Equity

Years Ended

(In millions of U.S. dollar)

 

 

 

       Revenue reserves   Accumulated other
comprehensive (loss)
              Revenue reserves Accumulated other
comprehensive (loss)
       
 Note Capital Treasury
shares
 Share-based
remuneration
 Government
grants
 Legal
Reserve
 Additional
proposed
dividends
 For investment
and working
capital
 Retained
earnings
 Result in
transactions with
noncontrolling
interest
 Actuarial gain
(loss) on post-
employment
benefit
obligation
 Cumulative
translation
adjustment
 Other
cumulative
translation
adjustments
 Total
shareholders’
equity
 Noncontrolling
interest
 Total
shareholders’
equity
  Capital Treasury
shares
 Share-based
remuneration
 Government
grants
 Legal
reserve
 For
investment
and

working
capital
 Retained
earnings
 Result in
transactions
with non-
controlling

interest
 Actuarial
gain (loss)
on post-
employment
benefit
obligation
 Cumulative
translation
adjustment
 Financial
instruments
 Total
shareholders’
equity
 Non-
controlling
interest
 Total
shareholders’
equity
 

AT JANUARY 01, 2015

   1,438.0   (60.1  33.1   40.7   180.3   —     2,208.5   —     (4.2  (44.9  (25.7  (0.9  3,764.8   100.0   3,864.8 
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Net income for the year

   —     —     —     —     —     —     —    69.2   —     —     —     —    69.2  11.6  80.8 

Actuarial loss on post employment benefit obligation

   —     —     —     —     —     —     —     —     —    3.0   —     —    3.0   —    3.0 

Translation adjustments

   —     —     —     —     —     —     —     —     —     —    (77.1  —    (77.1 (9.7 (86.8

Financial instruments available for sale

   —     —     —     —     —     —     —     —     —     —     —    0.3  0.3   —    0.3 
                  
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Total comprehensive income

   —     —     —     —     —     —     —     69.2   —     3.0   (77.1  0.3   (4.6  1.9   (2.7

Share-based remuneration

 29.3  —     —    2.3   —     —     —     —     —     —     —     —     —    2.3   —    2.3 

Stock option grants exercised

 29.3  —    21.7   —     —     —     —     —    (14.5  —     —     —     —    7.2   —    7.2 

Allocation of profits:

                

Government grants

 29.4  —     —     —    0.9   —     —     —    (0.9  —     —     —     —     —     —     —   

Legal reserve

 29.5  —     —     —     —    3.1   —     —    (3.1  —     —     —     —     —     —     —   

Interest on own capital

 29.6  —     —     —     —     —    6.6   —    (34.5  —     —     —     —    (27.9  —    (27.9

Reserve for investments and working capital

 29.7.1  —     —     —     —     —     —    16.2  (16.2  —     —     —     —     —     —     —   
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

AT JANUARY 01, 2016

   1,438.0   (38.4  35.4   41.6   183.4   6.6   2,224.7   —     (4.2  (41.9  (102.8  (0.6  3,741.8   101.9   3,843.7 

At December 31, 2016

  1,438.0   (49.1  36.8   42.6   192.4   2,331.1   (12.1  (4.2  (49.5  (92.4  10.4   3,844.0   92.4   3,936.4 
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Net income for the year

   —     —     —     —     —     —     —    166.1   —     —     —     —    166.1  1.7  167.8   —     —     —     —     —     —    264.0   —     —     —     —    264.0  16.0  280.0 

Actuarial loss on post employment benefit obligation

   —     —     —     —     —     —     —     —     —    (7.6  —     —    (7.6  —    (7.6  —    ��—     —     —     —     —     —     —    9.2   —     —    9.2   —    9.2 

Translation adjustments

   —     —     —     —     —     —     —     —     —     —    3.1   —    3.1  (11.2 (8.1  —     —     —     —     —     —     —     —     —    29.1   —    29.1  5.0  34.1 

Financial instruments

   —     —     —     —     —     —     —     —     —     —     —    11.0  11.0   —    11.0   —     —     —     —     —     —     —     —     —     —    (10.3 (10.3  —    (10.3
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Total comprehensive income

   —     —     —     —     —     —     —     166.1   —     (7.6  3.1   11.0   172.6   (9.5  163.1   —     —     —     —     —     —     264.0   —     9.2   29.1   (10.3  292.0   21.0   313.0 

Share-based remuneration

   —     —    1.4   —     —     —     —     —     —     —     —     —    1.4   —    1.4   —     —    0.5   —     —     —     —     —     —     —     —    0.5   —    0.5 

Stock option grants exercised

 29.3  —    6.4   —     —     —     —     —    (4.7  —     —     —     —    1.7   —    1.7 

Acquisition of own shares

 29.3  —    (17.1  —     —     —     —     —     —     —     —     —     —    (17.1  —    (17.1

Allocation of profits:

                

Dividends for 2015 approved in 2016

   —     —     —     —     —    (6.6  —     —     —     —     —     —    (6.6  —    (6.6

Government grants

 29.4  —     —     —    1.0   —     —     —    (1.0  —     —     —     —     —     —     —   

Legal reserve

 29.5  —     —     —     —    9.0   —     —    (9.0  —     —     —     —     —     —     —   

Interest on own capital

 29.6  —     —     —     —     —     —     —    (22.0  —     —     —     —    (22.0  —    (22.0

Dividends

 29.7  —     —     —     —     —     —     —    (23.0  —     —     —     —    (23.0  —    (23.0

Reserve for investments and working capital

 29.7.1  —     —     —     —     —     —    106.4  (106.4  —     —     —     —     —     —     —   
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

AT JANUARY 01, 2017

   1,438.0   (49.1  36.8   42.6   192.4   —     2,331.1   —     (4.2  (49.5  (99.7  10.4   3,848.8   92.4   3,941.2 
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Net income for the period

   —     —     —     —     —     —     —    246.8   —     —     —     —    246.8  16.0  262.8 

Actuarial loss on post-employment benefit obligation

   —     —     —     —     —     —     —     —     —    9.2   —     —    9.2   —    9.2 

Translation adjustments

   —     —     —     —     —     —     —     —     —     —    46.0   —    46.0  5.0  51.0 

Financial instruments

   —     —     —     —     —     —     —     —     —     —     —    (10.3 (10.3  —    (10.3
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Total comprehensive income

   —     —     —     —     —     —     —     246.8   —     9.2   46.0   (10.3  291.7   21.0   312.7 

Share-based remuneration

   —     —    0.5   —     —     —     —     —     —     —     —     —    0.5   —    0.5 

Stock option grants exercised

 29.3  —    12.3   —     —     —     —     —    (6.4  —     —     —     —    5.9   —    5.9 

Stock options grants exercised

  —    12.3   —     —     —     —    (6.4  —     —     —     —    5.9   —    5.9 

Acquisition of own shares

 29.3  —    (15.0  —     —     —     —     —     —     —     —     —     —    (15.0  —    (15.0  —    (15.0  —     —     —     —     —     —     —     —     —    (15.0  —    (15.0

Allocation of profits:

                              

Government grants

 29.4  —     —     —    4.3   —     —     —    (4.3  —     —     —     —     —     —     —     —     —     —    4.3   —     —    (4.3  —     —     —     —     —     —     —   

Legal reserve

 29.5  —     —     —     —    12.0   —     —    (12.0  —     —     —     —     —     —     —     —     —     —     —    12.0   —    (12.0  —     —     —     —     —     —     —   

Interest on own capital

 29.6  —     —     —     —     —     —     —    (47.3  —     —     —     —    (47.3  —    (47.3  —     —     —     —     —     —    (47.3  —     —     —     —    (47.3  —    (47.3

Dividends

 29.7  —     —     —     —     —     —     —    (16.0  —     —     —     —    (16.0  —    (16.0  —     —     —     —     —     —    (16.0  —     —     —     —    (16.0  —    (16.0

Reserve for investments and working capital

 29.7.1  —     —     —     —     —     —    160.8  (160.8  —     —     —     —     —     —     —     —     —     —     —     —    160.8  (160.8  —     —     —     —     —     —     —   
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

AT DECEMBER 31, 2017

   1,438.0   (51.8  37.3   46.9   204.4   —     2,491.9   —     (4.2  (40.3  (53.7  0.1   4,068.6   113.4   4,182.0 

At December 31, 2017

  1,438.0   (51.8  37.3   46.9   204.4   2,491.9   5.1   (4.2  (40.3  (63.3  0.1   4,064.1   113.4   4,177.5 
  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Net income for the year

  —      —     —     —     —     —    (178.2  —     —     —     —    (178.2 7.0  (171.2

Actuarial loss on post employment benefit obligation

  —     —     —     —     —     —     —     —    1.1   —     —    1.1   —    1.1 

Translation adjustments

  —     —     —     —     —     —     —     —     —    (39.4  —    (39.4 (26.0 (65.4

Financial instruments

  —     —     —     —     —     —     —     —     —     —    0.4  0.4   —    0.4 
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Total comprehensive income

  —     —     —     —     —     —     (178.2  —     1.1   (39.4  0.4   (216.1  (19.0  (235.1

Share-based remuneration

  —     —    0.1   —     —     —     —     —     —     —     —    0.1   —    0.1 

Stock options grants exercised

  —    20.4   —     —     —     —    (10.9  —     —     —     —    9.5   —    9.5 

Allocation of profits:

              

Government grants

  —     —     —    0.1   —     —    (0.1  —     —     —     —     —     —     —   

Interest on own capital

  —     —     —     —     —    (8.2  —     —     —     —     —    (8.2  —    (8.2

Dividends

  —     —     —     —     —    (3.7  —     —     —     —     —    (3.7  —    (3.7

Increase in share capital

 113.6   —     —     —     —    (113.6  —     —     —     —     —     —     —     —   

Reserve for investments and working capital

  —     —     —     —     —    (184.1 184.1   —     —     —     —     —     —     —   
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

At December 31, 2018

  1,551.6   (31.4  37.4   47.0   204.4   2,182.3   —     (4.2  (39.2  (102.7  0.5   3,845.7   94.4   3,940.1 
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Adjustment related to accounting policy change

  —     —     —     —     —     —    1.3   —     —     —    (1.3  —     —     —   
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

At January 01, 2019

  1,551.6   (31.4  37.4   47.0   204.4   2,182.3   1.3   (4.2  (39.2  (102.7  (0.8  3,845.7   94.4   3,940.1 
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Net loss for the year

  —     —     —     —     —     —    (322.3  —     —     —     —    (322.3 5.8  (316.5

Translation adjustments

  —     —     —     —     —     —     —     —     —    (7.3  —    (7.3 (3.3 (10.6

Financial instruments

  —     —     —     —     —     —     —     —     —     —    (0.7 (0.7  —    (0.7
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Total comprehensive income

  —     —     —     —     —     —     (322.3  —     —     (7.3  (0.7  (330.3  2.5   (327.8

Stock options grants exercised

  —    4.9   —     —     —     —    (2.7  —     —     —     —    2.2   —    2.2 

Allocation of profits:

              

Government grants

  —     —     —    2.0   —     —    (2.0  —     —     —     —     —     —     —   

Reserve for investments and working capital

  —     —     —     —     —    (325.6 325.7   —     —     —     —    0.1   —    0.1 
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

AT DECEMBER 31, 2019

  1,551.6   (26.5  37.4   49.0   204.4   1,856.7   —     (4.2  (39.2  (110.0  (1.5  3,517.7   96.9   3,614.6 
 

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

The accompanying notes are an integral part of these consolidated financial statements.

Embraer S.A.

Notes to the Consolidated Statements of Cash Flows Years Ended

(In millions of U.S. dollar)

 

 

 

  Note  12.31.2017   12.31.2016   12.31.2015   Note   12.31.2019 12.31.2018 12.31.2017 

OPERATING ACTIVITIES

              

Net income for the period

     262.8    167.8    80.8 

Net income (loss) for the period, including discontinued operations

     (316.5 (171.2 280.0 

ADJUSTMENT TO NET INCOME FOR ITEMS NOT AFFECTING CASH

              

Depreciation of property plant and equipment

  16   196.5    194.5    161.9    16    113.8  159.2  196.5 

Amortization of government grants

     (3.3   (3.1   —   

Realization of government grants

     (2.1 (3.6 (3.3

Amortization of intangible assets

  17   146.2    173.9    154.9    18    95.9  112.8  146.2 

Amortization contribution from suppliers

     (27.3   (38.3   (33.8

Allowance (reversal) for inventory obsolescence

     11.7    (23.9   7.6 

Provision for adjustment to market value, inventory, property plant and equipment and intangible

     110.2    82.8    21.5 

Realization of contribution from suppliers

   18    (22.4 (22.0 (27.3

Loss (reversal) for inventory obsolescence

     20.5  18.3  11.7 

Adjustment to market value, inventory, property plant and equipment and intangible

     102.3  99.5  110.2 

Allowance for doubtful accounts

     4.1    11.4    7.4      (3.1 (7.8 8.1 

Loss on fixed assets disposal

     18.6    19.6    49.6 

Losses on fixed assets disposal

   16    28.6  19.8  18.6 

Deferred income tax and social contribution

     (15.3   (146.5   136.2    24.2    33.2  (21.2 (12.9

Accrued interest

  24.2   (29.0   (13.1   32.4      1.5  (6.4 (29.0

Interest on marketable securities

     (23.6   (52.5   (7.6

Interest on marketable securities, net

     (30.9 (33.6 (23.6

Equity in associates gains and losses

     (1.2   0.3    0.3      0.2  0.4  (1.2

Share-based remuneration

     0.5    1.4    2.3      —    0.1  0.5 

Foreign exchange gain (loss), net

  35   6.0    (12.7   (31.3     (10.3 20.7  6.0 

Residual value guarantee

  25   (13.3   27.5    0.3 

Provision for penalties

     —      58.6    —   

Mark to market of the residual value guarantees

   25    4.2  16.5  (13.3

Provision for voluntary redundancy scheme

     6.4    28.2    —        —     —    6.4 

Other

     (4.3   (1.1   (2.7     (3.9 (7.2 (4.3

CHANGES IN ASSETS

              

Financial investments

     (244.6   (307.7   (70.4     507.8  790.8  (244.6

Derivative financial instruments

     (1.7   (21.6   0.4      4.0  23.9  (1.7

Collateralized accounts receivable and accounts receivable

     (82.9   156.0    (100.5     205.3  (16.0 4.6 

Contract assets

     (152.3 104.1  (76.9

Customer and commercial financing

     21.0    18.8    12.4      1.1  4.6  21.0 

Inventories

     404.9    (136.9   137.2      147.3  (281.9 404.9 

Guarantee deposits

     348.6   —     —   

Other assets

     249.4    103.7    (208.9     13.2  43.5  249.4 

CHANGES IN LIABILITIES

              

Trade accounts payable

     (127.3   (93.8   72.1      (44.6 70.1  (127.3

Non-recourse and recourse debt

     (9.9   (10.9   (15.2     (323.7 (22.6 (9.9

Other payables

     (19.6   (30.3   (71.1     (28.7 (16.3 (36.6

Contribution from suppliers

  10   86.0    123.9    140.0      4.5  125.5  86.0 

Advances from customers

     65.2    (97.9   136.1 

Contract liabilities

     200.6  101.2  (99.9

Taxes and payroll charges payable

     21.1    (153.1   63.0      2.6  30.7  21.1 

Financial guarantees

     (40.7   (87.6   54.8      (16.0 (21.2 (40.7

Other payables

     (48.7   51.1    24.1 

Other provisions

     20.4  9.8  (53.9

Unearned income

     (160.6   (9.0   108.7      (7.3 (12.9 (11.8
    

 

   

 

   

 

     

 

  

 

  

 

 

NET CASH GENERATED (USED) BY OPERATING ACTIVITIES

     757.3    (20.5   862.5 

NET CASH GENERATED BY OPERATING ACTIVITIES

     893.8   1,107.6   753.0 
    

 

   

 

   

 

     

 

  

 

  

 

 

INVESTING ACTIVITIES

              

Acquisition of property, plant and equipment

  16   (237.7   (392.5   (341.5   16    (284.5 (154.3 (237.7

Proceeds from sale of property, plant and equipment

     19.1    2.9    51.6    16    0.1  0.3  19.1 

Additions to intangible assets

  17   (470.5   (505.0   (427.6   18    (283.3 (290.3 (470.5

Investments in associates

     (0.6   (2.6   (1.3

Financial instruments held to maturity

     (408.4   (74.3   (702.8

Loans

     —      (12.3   —   

Additions investments in subsidiaries and affiliates

     (2.5 (2.4 (0.6

Financial investments

     977.8  (76.5 (404.0

Dividends received

     0.1    0.1    —        0.1  0.1  0.1 

Restricted cash reserved for construction of assets

     1.0    4.1    4.2      —     —    1.0 
    

 

   

 

   

 

     

 

  

 

  

 

 

NET CASH USED BY INVESTING ACTIVITIES

     (1,097.0   (979.6   (1,417.4

NET CASH GENERATED (USED) IN INVESTING ACTIVITIES

     407.7   (523.1  (1,092.6
    

 

   

 

   

 

     

 

  

 

  

 

 

FINANCING ACTIVITIES

              

Proceeds from borrowings

     972.9    576.2    1,696.9      400.5  124.0  972.9 

Repayment of borrowings

     (540.2   (523.7   (419.2     (645.9 (596.3 (540.2

Dividends and interest on own capital

     (54.0   (28.2   (60.9     (2.0 (40.6 (54.1

Proceeds from stock options exercised

     5.9    1.7    7.2      2.2  9.5  5.9 

Acquisition of own shares

     (15.0   (17.1   —        —     —    (15.0

Lease payments

     (11.8  —     —   
    

 

   

 

   

 

     

 

  

 

  

 

 

NET CASH GENERATED BY FINANCING ACTIVITIES

     369.6    8.9    1,224.0 

NET CASH GENERATED (USED) BY FINANCING ACTIVITIES

     (257.0  (503.4  369.5 
    

 

   

 

   

 

     

 

  

 

  

 

 

INCREASE (DECREASE) IN CASH AND CASH EQUIVALENTS

     29.9    (991.2   669.1      1,044.5   81.1   29.9 

Effects of exchange rate changes on cash and cash equivalents

     (0.6   67.2    (216.6     (17.7 (71.0 (0.6

Cash and cash equivalents at the beginning of the period

     1,241.5    2,165.5    1,713.0      1,280.9  1,270.8  1,241.5 
    

 

   

 

   

 

     

 

  

 

  

 

 

CASH AND CASH EQUIVALENTS AT THE END OF THE PERIOD

     1,270.8    1,241.5    2,165.5      2,307.7   1,280.9   1,270.8 
    

 

   

 

   

 

     

 

  

 

  

 

 

Included in cash and cash equivalents per the statements of financial position

     855.2  1,280.9  1,270.8 

Included in assets held for sale – Commercial Aviation business unit

   4.2    1,452.5   —     —   

The accompanying notes are an integral part of these consolidated financial statements.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 

1.

Operations

Embraer S.A. (“Embraer” or “the Company”) is a publicly-heldpublicly held company incorporated under the laws of the Federative Republic of Brazil (“Brazil”) with headquarters in São José dos Campos, State of São Paulo. The corporate purpose of the Company is:

 

 (i)

To design, build and market aircraft and aerospace materials and related accessories, components and equipment, according to the highest standards of technology and quality;quality.

 

 (ii)

To perform and carry out technical activities related to the manufacturing and servicing of aerospace materials;materials.

 

 (iii)

To contribute to the training of technical personnel as necessary for the aerospace industry;industry.

 

 (iv)

To engage in and provide services for other technological, manufacturing and business activities in connection with the aerospace industry;industry.

 

 (v)

To design, build and trade in equipment, materials, systems, software, accessories and components for the defense, security and power industries, and to promote and carry out technical activities related to the manufacturing and servicing thereof, in accordance with the highest technological and quality standards; andstandards.

 

 (vi)

To conduct other technological, manufacturing, trading and services activities related to the defense, security and power industries.

The Company’s shares (B3: EMBR3, NYSE: ERJ) are listed in the enhanced corporate governance segment of the Stock Exchange in Brazil (“B3”), known as the New Market (“Novo Mercado”). Embraer S.A. also holds American Depositary Shares (evidenced by American Depositary Receipts - ADRs) which are registered with the Securities and Exchange Commission (“SEC”) and listed on the New York Stock Exchange (“NYSE”). The Company has no controlling group and its capital is comprised entirely of common shares.

TheseIn accordance with the Company’s by-laws, the consolidated financial statements of the Company as of and for the year ended December 31, 2019 were approved by the Company’s Board of Directors and were published on March 05, 2018.26, 2020, and the Form 20-F, which these financial statements are a part of, have been approved by the Company’s executives and reviewed by the Audit, Risk and Ethics Committee of the Company.

1.1

Transaction between Embraer S.A. and The Boeing Company (“Boeing”)

On January 24, 2019, Embraer, Boeing and certain subsidiaries of Boeing and Embraer entered into the Master Transaction Agreement (“MTA”) and other transaction documents, which defined the terms and conditions for the creation of a joint venture covering Embraer’s Commercial Aviation business unit with a participation of 80% of a subsidiary of Boeing and 20% of Embraer, as well as the creation of a joint venture to promote and develop new markets and applications for the C-390 Millennium multi-mission transport aircraft, with a participation of 51% of a subsidiary of Embraer and 49% of a subsidiary of Boeing (collectively “Transaction”). Until April 25, 2020, Embraer and Boeing continued to be obligated to perform their respective obligations under the MTA with respect to the consummation of the Transaction, and therefore, Embraer maintained the classification of the assets of the Commercial Aviation business and related services as “held for sale” and “discontinued operations” as of December 31, 2019. However, on April 25, 2020, Boeing provided notice to Embraer communicating its decision to terminate the MTA. In addition, Boeing terminated the Contribution Agreement that provided for a joint venture for theC-390 Millennium multi-mission transport aircraft.

While Embraer strongly believes that Boeing wrongfully terminated the MTA and the Contribution Agreement, the accounting impacts resulting from Boeing’s notice that it was terminating the strategic partnership will be recognized by the Company starting on April 25, 2020 the date on which Boeing provided the notice to Embraer. Additional information regarding the expected impacts and details regarding the balance of “assets held for sale” and “discontinued operations” as of December 31, 2019 are disclosed on Notes 3.4, 4 and 40.

 

2.

Presentation of the Financial Statements and Accounting Practices

 

 2.1

Presentation and preparation of the financial statements

The consolidated financial statements have been prepared in conformity with International Financial Reporting Standards (“IFRS”) as issued by the International Accounting Standards Board (“IASB”) which include (i) IFRS, (ii) the International Accounting Standard (“IAS”), and (iii) the International Financial Reporting Interpretations Committee (“IFRIC”) or its predecessor,.

All informations presented in the Standing Interpretations Committee (“SIC”).consolidated financial statements are those considered relevant in the context of Company’s activities and for management purposes.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 2.1.1

Basis of preparation

These consolidated financial statements have been prepared under the historical cost convention, modified byavailable-for-sale financial assets, otherexcept when the account requires different criteria, and adjusted for assets and financial instruments (including derivative instruments).liabilities measured as at fair value in subsequent measurement, when applicable.

The preparation of financial statements requires the use of certain critical accounting estimates. It also requires management of the Company to exercise judgment in the process of applying the Company’s accounting policies. These consolidated financial statements include accounting estimates for certain assets, liabilities and other transactions.

The areas which involve a higherhigh degree of judgmentjudgments or complexity,complexities, or assumptions and significant estimates significant to the consolidated financial statements, are disclosed in Note 3.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 2.1.2

Consolidation

TheThese consolidated financial statements include the balances as of the December 31, 2017 financial statements2019 of the Company and all subsidiaries directly or indirectly controlled by Embraer,and special purpose entities (SPEs) controlled byin which the Company exclusive investment funds (FIE) and corporate venture capital investment funds (FIP). Jointly controlled entities (joint ventures) are not consolidated and are presented as Investments and accounted for by the equity method. The Company recognizes the assets, liabilities, revenues and expenses of joint operations in proportion to its share in the joint operation.has control, directly or indirectly.

All accounts and balances arising from transactions between consolidatedcontrolled entities are eliminated.eliminated during the consolidation process.

 

 a)

Subsidiaries

Subsidiaries are entities (including Special Purpose Entities - SPEs) over which the Company has control.control, which means exposure and rights to variable returns, ability to use its power over these entities to affect those returns and ability to manage its relevant activities. The terms controlled entitycontrol assessment considers, in addition to held majority of voting rights, the shareholders agreement in place between the Company and subsidiary are synonymous. The Company may have control through a 100% interest in an investee, or less than that, in which case there will also beothernon-controlling shareholders. Subsidiaries are all entities whose significant financialshareholders with voting rights, any rights arising from other contractual agreements and operational policies may be directed by the Company. This analysis takes into consideration other factors, such as the existence of potential voting rights.power. Subsidiaries are fully consolidated from the date on which control is transferredacquired until the date in which the Company losses control.

Balances associated to the Company.non-controlling shareholders with remaining interest over subsidiaries are presented asnon-controlling interest in the Company’s statements of income and shareholders’ equity.

The accounting policies of the subsidiaries are consistent with the policies adopted by the Company.

 

 b)

Special Purpose Entities (SPE)

The Company held certain financing structures for aircraft sales through SPEs in which it has control even without direct or indirect interest. As of December 31, 2019, and 2018, the only SPE with ongoing activities and consolidated in the financial statements is Refine, Inc.

c)

Consortia

A consortium is a legal entity set up to meet a specific purpose and is subject to mandatory accounting controlslaws and rules under specific regulations. As of December 31, 2019, the Company along with wholly owned subsidiary hold interest in consortium structure established by both entities solely. The Company’s subsidiaries that participate in atransactions of this consortium account for the consortium transactions in relation to its interestsare fully recorded and presented in the consortium. This has reflects in the Consolidated Financial Statements.consolidated financial statements.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

 2.1.3

Corporate structure

Below are informationsis presented information regarding the Company’s consolidated subsdiaries and joint controlled entities:subsidiaries as at December 31, 2019:

 

Entity

  Participation
Embraer Group
  Country 

Core activities

Airholding S.A.

100PortugalCoordinates investments in subsidiaries in Portugal

OGMA - Indústria Aeronáutica de Portugal S.A.

65Portugal

Aviation maintenance and production

Yaborã Indústria Aeronáutica S.A.

100Brazil

Future commercial aviation joint venture with Boeing

Embraer Commercial Aviation LLC

100EUAFuture company related to the Commercial Aviation segment

Embraer Aircraft Customer Services, Inc.

100EUASale of spare parts and support services in North America and the Caribbean

Embraer Aircraft Maintenance Services Inc.

100EUAMaintenance of aircraft and components

Embraer Aviation France - EAF

100FranceFuture company related to the Commercial Aviation segment

ELEB – Equipamentos Ltda.

   100 Brazil 

Sale of hydraulic and mechanical equipment for the aviation  industry

Embraer Aircraft Holding Inc.

   100 EUA 

Concentrates corporate activities in the USA

Embraer Aircraft Customer Services, Inc.

100EUA

Sale of spare parts and support services in North America and the Caribbean

Embraer Aircraft Maintenance Services Inc.

100EUA

Maintenance of aircraft and components

Embraer Business Innovation Center, Inc.

   100 EUA 

Develops technological innovation research in aviation and related areas

Embraer Executive Jet Services, LLC

   100 EUA 

After sale support and aircraft maintenance

Embraer Executive Aircraft, Inc.

   100 EUA 

Final assembly and delivery of executive jets

Embraer Engineering & Technology Center USA, Inc.

   100 EUA 

Engineering services related to aircraft research and development

Embraer Aero Seating Technologies, LLC

   100 EUA 

Production and maintenance of aircraft seats

Embraer Defense and Security Inc.

   100 EUA 

Supply of Super Tucano aircraft to the American Air Force (LAS)

Embraer Training Services

100EUA

Comprises corporate and institutional activities

Embraer CAE Training Services LLC

   51 EUA 

Pilot, mechanic and crew training

Embraer Austrália Pty Ltd.EB Defense LLC

   100 AustráliaEUA Future joint venture with Boeing for the sale and promotion ofC-390 Millennium

No operationsEmbraer Solutions, LLC

100EUASale of spare parts and support services for the Executive Aviation

Embraer Aviation Europe - EAE

   100 France 

Concentrates corporate activities abroad, specifically Europe

Embraer Aviation International - EAI

   100 France 

Sale of parts and after sale services in Europe, Africa and the Middle East

Embraer Europe SARL

   100 France 

Commercial representation of the Company in Europe, Africa and the Middle East

Embraer Defesa & Segurança Participações S.A.

   100 Brazil 

Coordinates investments in the Defense & Security segments

Atech - Negócios em Tecnologias S.A.

   100 Brazil 

Development and control, communications, computer and intelligence services

Bradar Indústria S.A.

100Brazil

Develops remote sensing and surveillance technology

Bradar Sensoriamento Remoto Ltda.

25Brazil

No operations

Visiona Tecnologia Espacial S.A.

   51 Brazil 

Supply of the Brazilian Government’s Geostationary Defense and Strategic Communications Satellite System (SGDC)

Visiona Internacional B.V.

   100 Holanda 

Integration and supply of the Brazilian Government’s (SGDC) System.

System

SAVIS Tecnologia e Sistemas S.A.

   100 Brazil 

Operates in Defense and Security with the Brazilian Government

Embraer GPX Ltda

   100 Brazil 

Aircraft maintenance servicesNo operations

Embraer Netherlands Finance B.V.

   100 Holland 

Financial operations raising and investing funds of the Embraer Group

Embraer Aviation Netherlands B.V.

100HollandFuture company responsible for Embraer’s commercial activities in Europe

Embraer Netherlands B.V.

   100 Holland 

Concentrates corporate activities abroad,

leasing and selling used aircraft

Embraer Asia Pacific PTE. Ltd.

   100 Singapore 

After sale services and support in Asia

Airholding SGPS S.A.

100Portugal

Coordinates investments in subsidiaries in Portugal

OGMA - Indústria Aeronáutica de Portugal S.A.

65Portugal

Aviation maintenance and production

Embraer CAE Training Services (UK) Limited

   51 United Kingdom 

No operations

Embraer Portugal S.A.

   100 Portugal 

Coordinates investments and economic activities in subsidiaries in Portugal

Embraer - Portugal Estruturas Metálicas S.A

   100 Portugal 

Fabrication of steel parts and products for the aviation industry

Embraer - Portugal Estruturas em Compósitos S.A.

   100 Portugal 

Fabrication of composite parts and products for the aviation industry

Embraer (China) Aircraft Technical Services Co. Ltd.

   100 China 

Sales and maintenance for after sales support in China

EZ Air Interior Limited

   50 Ireland 

Fabrication of interiors for commercial aircraft

Embraer Overseas Ltd.

   100 Cayman Islands 

Financial operations raising and investing funds of the Embraer Group

Embraer Spain Holding Co. SL

   100 Spain 

Concentrates corporate activities abroad

Harbin Embraer Aircraft Industry Company Ltd.

51China

In the process of liquidation

ECC Investment Switzerland AG

   100 Switzerland 

Coordinates investments in subsidiaries abroad

ECC Insurance & Financial Company Limited.

   100 Cayman Islands 

Covers financial guarantees offered in aircraft sale structuring

Embraer Finance Ltd.

   100 Cayman Islands 

Support to the Company in structuring specific operations

Embraer Merco S.A.Refine, Inc.

   100 UruguayCayman Islands 

No operations-inSPE to finance sales of aircraft from the process of settlementCommercial Aviation

Indústria Aeronáutica Neiva LtdaFundo de Investimento em Participações Embraer Ventures

   100 Brazil 

No operations

Exclusive fund created with the objective of technological and financial aggregation based on investment and support to small andmedium-sized companies focused on disruptive innovation in areas related to the aerospace sector.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

Specific purpose entities (SPEs)Tepro Consortium - the Company organizes some of its aircraft sale financing transactions through SPEs and although it has no direct or indirect interest, it controls their operations or takes a majority share of their risks and rewards. The consolidated SPEs in which the Company has no control are: PM Limited, Refine Inc., RS Limited, River One Ltd. and Table Inc. Other SPEs in which Embraer has no control are not consolidated, based on technical analysesEntity constituted by Management. Except for the aforementioned consolidated SPEs, the Company has no significant risks attributed to other structured operations involving SPEs.

Consortium Tepro – a consortium formed by SavisSAVIS Tecnologia e Sistemas S.A. and Bradar Indústria S.A., companiesS.A, a company controlled by Embraer Defesa e& Segurança, Participações S.A., to assistand Embraer S.A, with the objective of assisting the Brazilian Army in the first phase of implementation of the Integrated Frontier Monitoring System (Sistema Integrado de Monitoramento de Fronteiras - Sisfron).(“Sisfron”) for the development of certain activities. Located in the city of Campinas, – SP, the consortium isState of São Paulo, Brazil, it represents a direct ownership stake of 93.5% owned by Savisfrom SAVIS and 6.5% by Bradar.of Embraer S.A.

Fundo Aeroespacial - Equity investment fund (FIP) – An Embraer initiative in conjunctionconnection with BNDES, FINEP andDesenvolve SP, created with the aim of strengthening the aerospace, aviation, defense and security supply chain and promoting integration of systems related to these sectors through support for small and medium enterprises. The transactionfund is not consolidated in the Company’s financial statements, but its results are recorded using the equity method and presented as part of the operating income based in the Company’s equity line.interest (34%).

2.1.4

Changes to the comparative consolidated financial statements

Disclosure of contingent liabilities on income tax matters (Note 26.2)

With the adoption of the IFRIC 23 interpretation, which seeks to clarify how to apply the recognition and measurement requirements of IAS 12 - Income taxes when there are uncertainties about treatments applied in the calculation of the respective taxes (income tax and social contribution on net income), the Company started a review of all its legal demands and the internal processes for identification, recognition, measurement and disclosure criteria applied in previous periods in relation to these matters.

This review involved a joint work with legal advisors that advocate the causes and an evaluation of the aspects related to uncertain tax treatments that resulted in a general review of the legal demands, its risk classification and disclosure criteria, where was noted that some legal demands classified as possible risk of loss were not disclosed because they were in initial stage of judgment in Brazil, still in the administrative instance. Also, the uniqueness of the themes, the specificities of the aeronautical segment in Brazil and the scarcity of jurisprudence were evaluated.

Management is providing disclosure of such contingent liabilities on income tax matters not disclosed before in Note 26.2 considering its historical values as of December 31, 2019 and 2018.

Classification of the Commercial Aviation business unit as discontinued operations (Note 4)

The consolidated statements of income for the comparative years ended December 31, 2018 and 2017 are being recasted due to the classification of Commercial Aviation business unit and related services as discontinued operations (Note 4).

 

 2.2

Summary of significant accounting policies

We present below the significant accounting policies adopted in the preparation of these consolidated financial statements. Description of the significant accounting policies adopted by the Company contributes towards the correct interpretation of the consolidated financial statements, whether on account of the existence of more than one treatment option under the international accounting standards, or due to the complexity of the operation. The Company uses

This set of annual consolidated financial statements includes the first year of adoption of the following new standards and interpretations:

IFRS 16 - Leases (Note 2.2.1.1).

Interpretation IFRIC 23 - Uncertainty over income tax treatments (Note 2.2.1.2).

In addition, at January 1, 2019 the Company changes its accounting policies:policy choice for hedge accounting structures to adopt the requirements of IFRS 9 - Financial Instruments, as per Note 2.2.1.3.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 2.2.1

Changes due to adoption of new accounting standards, interpretations and policies

2.2.1.1

IFRS 16 - Leases

IFRS 16 establishes the principles for the recognition, measurement, and disclosure of leases and requires lessees to recognize a single accounting model in the statements of financial position. The lessor’s accounting in IFRS 16 remains substantially unchanged in relation to IAS 17. Lessors will continue to classify between operating or finance leases, using principles similar to the former standard and, therefore, IFRS 16 has no impact on leases where the Company is the lessor.

From the lessee’s standpoint, lease contracts previously recognized as expenses in the statement of income for the year on a straight-line basis, start to be recognized in the statements of financial position asright-of-use asset for the existing right of using the assets underlying the contract as a contra entry to a lease liability arising from the obligation to make contractual payments assumed.

The Company adopted IFRS 16 using the modified retrospective model with the adoption date on January 1, 2019. Under this approach, the financial information comparative to prior periods are not being restated and remain as previously reported in accordance with IAS 17.

The Company used the following practical expedients permitted by the standard of: (i) not recording operating lease contracts, that on the beginning date, have lease term equal to or below 12 months or less (“short-term leases”) and (ii) not recording contracts for which the individual underlying asset is lower than US$ 5 thousand(“low-value leases”).

The details on and impacts from the changes in accounting policies are disclosed below:

a)

Accounting impact from the adoption of IFRS 16:

As part of the adoption process, the Company has examined its lease transactions to determine whether each effective contract is or contains a lease based on the new definition. Under IFRS 16, a contract is or contains a lease if it transfers the right to control the use of an identified asset over a period of time in exchange for consideration.

The Company identified applicable contracts within the scope of IFRS 16 for leases of land and buildings, facilities, machinery, vehicles and other equipment, subject to the practical expedients applied. For the contracts identified, the Company recognized:

A lease liability in the total amount of US$ 57.6 related to the lease payments according to the cash flows of each contract, discounted to present value at the incremental borrowing rate. The incremental weighted average borrowing nominal rate applied to lease liability on January 1, 2019 was 6.3%.

Theright-of-use assets representing the right to use the underlying assets of these contracts were measured in an amount corresponding to the lease liability.

Lease commitments as at December 31, 2018

78.1

- (Less): short-term leases recognized on a straight-line basis as expense

(1.9

- (Less):low-value leases recognized on a straight-line basis as expense

(3.3

- Discounted using the incremental borrowinig rate

(15.3

Lease liability as at January 1, 2019

57.6

2.2.1.2

IFRIC 23 - Uncertainty over income tax treatments

The Interpretation IFRIC23 clarifies how to apply the recognition and measurement requirements of IAS12 - Income Taxes when there are uncertainties over treatments applied in the calculation of the respective taxes (income tax and social contribution on net income).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The interpretation was effective as from January 1, 2019. In the opinion of the Company’s management, there were no significant impacts arising from this interpretation, as all procedures adopted for calculation and payment of income taxes are supported by the prevailing legislation and case law of Administrative and Judicial Courts. Contingent liabilities of this nature are presented in Note 26.2.

2.2.1.3

Hedge accounting - Adoption of IFRS 9

The Company changed the accounting policy previously disclosed in Note 2.2.1(a) to the consolidated financial statements as of December 31, 2018 to adopt the requirements of IFRS 9 - Financial Instruments, to supersede IAS 39 – Financial Instruments: Recognition and Measurement, for hedge instruments designated for hedge accounting beginning on January 1, 2019.

(i)

Fair value hedge:

The Company applies the fair value hedge accounting to hedge against the risk of changes in borrowing and financing interest rates by contracting swaps. Interest rate swaps existing on January 1, 2019 qualify as fair value hedge for purposes of IFRS 9. The Company’s risk management strategies and hedge documentation are aligned with the requirements of IFRS 9 for designation of transactions.

Changes in the fair value of derivatives designated and qualified as fair value hedge continue to be recorded in statements of income for the year as financial income (expense), net, including the changes in the fair value of hedged asset or liability (hedged item) attributable to the hedged risk. There were no changes with the adoption of IFRS 9.

(ii)

Cash flow hedge:

The Company applies the cash flow hedge accounting to hedge against the cash flow volatility attributable to a risk of foreign exchange and interest rate fluctuation associated with highly probable forecast transactions that will affect income or loss for the year.

For instruments designated as cash flow hedge, the Company started to account for changes in the fair value of the time value of the instruments (options), previously recognized in financial income (expense), net according to IAS 39, in accumulated other comprehensive income as hedge cost in the cash flow hedge reserve line. Hedge costs are reclassified to the statements of income together with the intrinsic value of the options by adjusting the initial value of the hedge item.

As at January 1, 2019, the amount of US$ 1.3 was reclassified from retained earnings to the financial instrument reserve in accumulated other comprehensive income (loss) in shareholders’ equity related to the time value of the options. The Company did not reclassify the time value of outstanding options as at January 1, 2018, because these transactions were settled or expired before the transition date to IFRS 9.

The Company’s risk management strategies and hedge documentation are aligned with the requirements of IFRS 9 for designation of transactions as cash flow hedge.

2.2.2

Functional and presentation currency

A Company’s functional currency is the currency of the primary economic environment in which it operates and should be the currency that best reflects company’s business and operations. Based on this analysis, management has concluded that the US Dollar (“US$” or “Dollar”) is its functional currency, based on analysis of the following indicators:

 

Currency that most influences the prices of goods and services; this is the currency in which the sales price of its goods and services are expressed and settled;settled.

 

Currency of the country whose competitive forces and regulations most influence the Company’s business;business.

 

Currency that most influences the costs of providing goods or services, i.e., the currency in which the Company’s costs are normally expressed and settled; andsettled.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

Currency in which the Company largely obtains funds for financial operations and in which it normally receives for its sales and accumulates cash.

 

 2.2.22.2.3

Transactions in foreign currencies

Transactions in other currencies (other than the functional currency) are translated into the functional currency at the foreign exchange rates in force on the transaction dates. The amounts are updated at the exchange rates of the reporting dates. Foreign exchange gains and losses resulting from this conversiontranslation (in relation to monetary assets and liabilities indexed in currencies other than the functional currency) are recognized in the consolidated statements of income statement as monetaryforeign exchange gain (loss), net. Customer advances and exchange variations, net.advances to suppliers for goods and/ or services in foreign currencies are translated to the Company’s functional currency in the transaction date and no subsequent translation is recognized.

 

 2.2.32.2.4Translation of subsidiaries financial statements

Financial Instruments

Transactions

a)

Financial assets

a.1)

Recognition and measurement

Financial assets are recognized when the Company becomes part of the instrument’s contractual arrangements. It is initially measured at fair value, plus transaction costs attributable to their acquisition or issuance, except for instruments measured at fair value through profit or loss, for which these costs are recognized immediately in the consolidated statements of income.

The Company classifies its financial assets under the following categories: (i) measured as at amortized cost, (ii) measured as at fair value through other currencies (other thancomprehensive income and (iii) measured at fair value through profit or loss.

Financial assets are not reclassified subsequent to initial recognition, unless the functional currency)Company modifies the business model for the management of these financial assets, in which case all affected assets are translated into the functional currency at the foreign exchange rates in forcereclassified on the transaction dates and subsequently updated at the exchange ratesfirst day of the reportingnew business model.

Financial assets are derecognised when the contractual rights to receive cash flows from the asset expires or are transferred in a transaction in which substantially all the risks and benefits of ownership of the financial asset are transferred by the Company.

a.2)

Classification and subsequent measurement

The Company classifies financial assets as measured at amortized cost only if both criteria are met:

The asset is held within a business model whose objective is to collect the contractual cash flows; and

The contractual terms give rise to cash flows, at specific dates, which relate only to the payments of principal and interest.

Financial assets measured as at amortized cost by the Company includes cash and cash equivalents, certain financial investments, trade accounts receivable, contract assets, guarantee deposits and other financial assets.

Financial assets measured as at fair value through other comprehensive income (FVOCI) are assets held within a business model whose purpose is achieved both through the receipt of contractual cash flows and the sale of financial assets, as well as their contractual terms generate, on specific dates, cash flows that are related only to payments of principal and interest.

Changes in fair value of FVOCI financial assets are recognized in accumulated other comprehensive (income) loss in the case of subsequent measurement. Foreignconsolidated changes in shareholders’ equity. Gains or losses due to impairment and exchange gains and losses resulting from this conversion (in relation to monetary assets and liabilities indexed in currencies other thanvariation, including interest calculated using the functional currency)effective interest method, are recognized in the consolidated statements of income statement as monetary andfinancial income (expense), net, except for the exchange variations,variation recognized as foreign exchange gain (loss), net. In the derecognition of these financial assets, any amounts accumulated in the consolidated statements of other comprehensive income are reclassified to the consolidated statements of income.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

All financial assets not classified by the Company as measured at amortized cost or as FVOCI are classified as at fair value through profit or loss (FVTPL). These assets include financial assets held for active and frequent trading and derivative financial instruments.

(i) Business model evaluation

The Company evaluates the business model objective for the management of financial assets as part of the accounting classification of the instruments. The factors considered in this evaluation are:

The current financial policy and the objectives set for portfolio management, which includes assessing whether the strategy focuses on contractual interest income, maintaining a determined interest rate profile, the relationship between the duration of the financial assets and related liabilities, expected cash outflows, or the collection of cash flows through the sale of underlying financial assets.

How portfolio performance is assessed and reported to Management.

Risks that affect the performance of the business model and how they are managed.

The frequency, volume and timing of assets sales in prior periods, the reasons for such transactions and future expectations.

(ii)Evaluation if contractual cash flows are only principal and interest payments

To assess whether contractual cash flows are only principal and interest payments, the principal is defined as the fair value of the financial asset at the initial recognition, and interest as a consideration for the time value of money, the credit risk associated with value of principal outstanding during contractual terms, other risks and general costs of loans, as well as a profit margin in the transaction.

This evaluation is made by considering the contractual terms of the financial assets, which includes, in addition to evaluating whether the contractual cash flows are only principal and interest payments, the existence of terms that could change the timing or value of the contractual cash flows which would not meet the definition, including: contingent events, terms that can adjust contractual rates, prepayment and extension of due dates, and terms that limit access to cash flows of specific assets.

 

 2.2.4b)

Financial Instruments

liabilities

a)Financial assets

The Company classifies its financial assetsliabilities in the following categories: (i) measured as at amortized cost and (ii) fair value through profit or loss. A financial liability is measured at fair value through profit or loss including assetsif it is held for trading (ii) availableor is a derivative financial instrument, and its changes, including interest, is recognized in the consolidated statements of income. Changes in other financial liabilities measured as at amortized cost, including interest and exchange variation, are recognized in the consolidated statements of income under financial income (expenses), net caption, except for sale, (iii) held to maturity, and (iv) loans and receivables. The classification depends on the purpose for which the financial assets were acquired. Management decides on the classification of its financial assets at initial recognition.exchange variation recognized as foreign exchange gain (loss), net.

Financial assetsliabilities are initially recognized at fair value plus transaction costs. Financial assets carried at fair value through profitderecognised when contractual obligations are withdrawn, canceled or loss are initially recognized at fairexpired. The difference between the extinct book value and the respective transaction costs are expensed in the statement of income.

Financialconsideration paid (including transferred assets are derecognized when the rights to receive cash flows have expired or have been transferred. Derecognition occurs if the Company has transferred substantially all risks and rewards of the asset ownership.

b)Classification and measurement

b.1)Financial assets measured at fair value through profit or loss

Financial assets measured at fair value through profit or loss are those held for active and frequent trading. Gains and losses resulting from differences in the fair value are presented in the statement of income in financial income in the period in which they occur.

The fair values of publicly quoted investments are based on the current purchase and sale prices. In the case of financial assets without an active market or not publicly quoted, the Company uses valuation techniques to calculate the fair value. These methods include comparison with recent transactions with third parties, reference to other substantially similar instruments, analysis of discounted cash flows and options pricing models that prioritize market information and minimize information generated by Management.

b.2)Financial assets available for sale

Financial assets available for sale arenon-derivative instruments measured at fair value that the Company intends to sell. They are included innon-current assets, unless Management intends to dispose of the investment within 12 months after the statement of financial position date.

b.3)Investments held to maturity

Investments innon-derivative instruments that the Company has the ability and intention to hold until maturity are classified as investments held to maturity and are measured initially at fair value, including the transaction cost, and subsequently at amortized cost, using the effective interest method.

b.4)Loans and receivables

This category includes loans granted and receivables that are non derivative financial assets with determined or fixed payments, not traded in an active market.

The Company’s loans and receivables include trade accounts receivable, financing of customers and other receivables and are not subject to the use of fair value. Interest on loans and receivablesassumed liabilities) is calculated by the effective interest rate method and recognized in the income statement as financial income (expense), net.

c)Adjustment to fair market value

The Company evaluates if there is objective evidence at the balance sheet date that a financial asset or financial group is recognized at an amount higher than its recoverable amount. If applicable, a provision is recognized for impairmentconsolidated statements of the asset.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

income.

 

 2.2.5

Cash and cash equivalents and short-termfinancial investments

Cash and cash equivalents include cash in hand, cash in transit (amounts paid by our customers or debtors that are pending release by the intervening bank at the reporting date), bank deposits and highly liquid short-term investments, usually maturing within 90 days of the investment date, readily convertible into a known amount of cash and subject to an insignificant risk of change in value.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Amounts related to cash and cash equivalents, which are however not available for use by the Company, are presented within other assets in the consolidated financial statements. Other financial investments with maturities of more than 90 days from the acquisition date are presented as financial investments.

 

 2.2.6

Trade accounts receivable, net

AmountsWhen making a sale, the Company evaluates its payment terms. If the sale amount is not due/ receipt immediately, which is the case of aircraft sales, it will be recognized in the trade accounts receivable. The amount receivable from installment sales arewhen the payment is deferred by the customer is adjusted to present value if applicable, atidentifying an interest rate compatible with the market at the time of sale and applying it to the sale,amount receivable according to the transaction payment terms. The Company does not have trade accounts receivable from customers with a significant financing component.

Expected credit losses are recognized using actual credit loss experiences from the last 10 years andfollow-up of prospective trends in the markets and segments that the Company operates. The identified factor is applied to the receivablemeasurement of expected credit losses and recognition of impairment losses in accordance with the term for receipt.

When the Company has objective evidence that it will be unable to recover the amountconsolidated statements of a trade receivable, due to client’s financial difficulties, bankruptcy or reorganization procedures of the debtor, or due to the fact that the amount receivable has been outstanding for a term that leads the Company to conclude that receiptincome. The methodology data is doubtful, a reduction is recognized in receivables for doubtful accounts. The amount recognized as a reduction in accounts receivable is the difference between the carrying amountreviewed and the estimated recoverable amount.

Trade accounts receivable also include outstanding amounts of revenues from construction contracts, recognized under the percentage of completion method, by the cost incurred or physical progress of the contracts, recognized at the net amount of advances received from customers and estimated probably losses to doubtful debts.updated periodically.

 

 2.2.7

Derivative financial instruments and hedge operations

The Company uses derivative instruments to protecthedge its operations against the risk of fluctuations in foreign exchange and interest rates; they are not used for speculative purposes.

Gains and losses on derivative transactions are recorded monthly in profit or loss, taking into accountconsolidated statements of income, considering the realizablefair value of these instruments (market value).instruments. The provision for unearned gains and losses is recognized in the statementconsolidated statements of financial position under derivative financial instruments, and the counterpart in profit and lossconsolidated statements of income under financial income (expense), net, (Note 34)35), except for operations to hedge exposure to changes in exchange rate or designated as cash flow hedge, accounting.

Embedded derivatives are separated from their host contracts and are measured at their fair values provided they meet the definition of a derivative.which is recognized as accumulated other comprehensive income (loss) in shareholders’ equity.

 

 2.2.8

Hedge accounting

SpecificThe Company uses hedge accounting to book certain derivative financial instruments applied to hedge risks of fluctuations in foreign exchange and interest rates in transactions contracted to protect the Company against financial risks. Different techniques are used in accounting for these derivatives, seeking to eliminate the effects of the volatility caused by such risks.associated with firm commitments and highly probable forecast transactions.

On hedge initial designation, of the hedge, the Company formally documents the relationship between hedginghedge instruments and hedged items, including the risk management objectives and the strategy for conducting the transaction, together with the methods used to evaluate the effectiveness of thehedge relationship.

The Company continually assesses the contract to conclude whether the instrument is “highly effective” in offsetting changes in fair value of the hedged items during the period for which the hedge is designated, and whether the actual results of each hedge are within an effectiveness range of 80% to 125%.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The Company has derivative financial instruments designated as hedge accounting is presented in Note 9. Changes in fair value hedgesof hedge instruments and cash flow hedges, as follows:hedge costs booked in accumulated other comprehensive income (loss) in shareholders’ equity are presented in Note 9.

 

 a)

Fair value hedgeshedge

Fair value hedge is applied for derivative financial instruments that hedge the Company against risk of fluctuations in interest rates (hedged risk) of loans and financing.

Changes in the fair value of derivatives that are designated and qualify as fair value hedges are recorded in the statement of income in financial income (expenses), net,or loss, together with any changes in the fair value of the hedged asset or liability that are attributable to the hedged risk. The Company only uses fair value hedge accountinggain or loss relating to hedge fixedthe effective portion of interest risk on borrowings.

If the hedge no longer meets the hedge accounting criteria, the fair value of the instrument continues to berate swaps is recognized in the statement of income in a specific separate account and the fair value of the hedged item is treated as if it were not hedged and amortized to profit or loss overas financial income (expense), net. The gain or loss relating to the period to maturity.ineffective portion is recognized in income or loss within financial income (expense), net.

 

 b)

Cash flow hedgeshedge

Cash flow hedge is applied for hedging risks associated with the volatility of cash flows in foreign currency associated with highly probable forecast transaction that will impact income or loss, in this case the payroll expenses of personnel in Brazil settled in Brazilian Reais.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The Company uses hedge accounting fordesignates as cash flow hedges in order to protect itself from cash flow variations attributed to exchange rate variation risk related to a transaction that is likely to affect the Company’s results.

intrinsic value of hedge instruments (put and call options of foreign currency). The effective portion of changes in the fair value of derivatives that are designated and qualify as cash flow hedges is recognized in the cash flow hedge reserve within shareholders’ equity underequity. The time value of put and call options is recognized as hedge costs in accumulated other comprehensive income.income (loss) within shareholders’ equity. The gain or loss relatedrelating to the ineffective portion is recognized immediately in profitincome or loss, aswithin financial income (expense)., net.

Amounts accumulated in shareholders’ equity are reclassified to the statement of income in the periods in whichwhen the hedged item affects profitincome or loss. However, when the forecasted transaction that is hedged results in the recognition of anon-financial asset, the gains and losses previously deferred in equity are transferred from equity and included in the initial measurement of the cost of the asset.

When a cash flowhedging instrument expires, or is sold or terminated, or when a hedge instrument is settled, or no longer meets the criteria for hedge accounting, any cumulative deferred gain or loss and deferred costs of hedging in shareholders’ equity at that time remains in shareholders’ equity until the highly probable forecast transaction occurs, when it is realized against profitreclassified to income or loss (inalong with the same line as the hedged item) in line with realizationgain or loss of the hedged operation against profit and loss.forecast transaction. When the hedgedforecast transaction is no longer expected to occur, the cumulative gain or loss and deferred costs of hedging that were reported in shareholders’ equity isare immediately transferredreclassified to profitincome or loss forwithin financial income (expense), net.

c)

Effectiveness of hedge accounting

Hedge effectiveness is determined at the inception of the hedge relationship, and through periodic prospective effectiveness assessments, to ensure that an economic relationship exists between the hedged item and hedging instrument.

For fair value hedges, the Company enters into interest rate swaps where the critical terms of the hedging instrument match exactly with the terms of the hedged item, as notional value, payment term and cash outflow dates. Since all critical terms matched during the year underthe hedge relationship was 100% effective.

In the case of cash flow hedges designated to hedge the volatility of payroll expenses settled in Brazilian Reais, the Company enters intozero-cost collar financial instruments by buying put options and selling call options of foreign currency with the same counterparty and risk premium zero. The critical terms of financial instruments matched with the terms of hedged risk - the put and call options notional value hedges the risk 1:1 (forecast of payroll cash flows in Brazilian Reais for fiscal year) and its due date is within the forecast dates of cash outflows throughout the year. The Company asses on a qualitative and prospective basis the cash flow hedge effectiveness. If relevant changes in circumstances affect the terms of the hedged item, as changes in the forecast value of hedged cash outflows in Brazilian Reais in comparison to the effective value, the Company performs on a prospective basis the balance of hedge relationship and any ineffective portion is recognized in income or loss within financial income (expense)., net.

 

 2.2.9Customer and commercial financing

These relate to financing granted to customers on the sale of certain aircraft and are measured at the amortized cost, by the effective interest rate method.

Inventories

2.2.10Collateralized accounts receivable and recourse andnon-recourse debt

In structured sales operations, the Company established a Specific Purpose Entity (SPE), which obtained funds from a financial institution, bought aircraft and paid the Company. In turn, this SPE structured financing for the end customer. In view of the right to receive from the end customer for the structured financing, the debt in relation to the funds obtained from the financial institution by the SPE is registered as recourse and non-recourse debt and the corresponding anticipated financial flow as collateralized accounts receivable. The financing structure used gives the SPE the right to receive the aircraft at the end of the financing, accordingly the residual value of the aircraft is also presented in the collateralized accounts receivable. An aircraft devaluation estimate is recognized on a straight-line basis, in such a way that the cost of the aircraft to be received at the end of the structured financing represents its market value.

In certain other transactions, the customer financed the purchase of an aircraft through a financing agent and the Company provided guarantees for such financing. The Company therefore recognized the asset and liability flow for such transactions. The financial guarantee is eliminated in line with repayment of the financing.

2.2.11Inventories

The Company’s inventories are largely comprised of raw material, work in progress, spare parts and finished products.goods. Inventories of raw materials are recognized at acquisition cost. Inventories of work in process comprise raw materials, direct labor, other direct costs and general production costs attributable to the cost of the inventories. Once the products have been completed, they are recognized as finished products.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millionsInventories of U.S. dollar, unless otherwise stated

Inventoriesraw material and spare parts are written offrecognized as at the weighted average cost, except for aircraft, whichcost. Manufactured aircrafts (finished goods) and work in progress are recognized against profit and lossmeasured at theirits individual production cost. cost, which is recognized as cost of sales and services in the consolidated statements of income when aircraft is delivered to the customer.

Inventories are assessed periodically to determine whether the net realizable value is higher than theits cost and impairment loss is recognized if the acquisitionbook value is higher as cost is higher.

The Company has used aircraft for resale, usually received intrade-in transactions to facilitate new aircraft sales.of goods sold and services rendered.

The Company periodically assesses the consumption and demand for its inventories and in accordance with established policy, records an expense for estimated losses due to obsolescence in the case of items without activity and for which there is no demand for subsequent periods. Calculation of the probable loss takes into account inventory movementperiods, in accordance with established policy:

Provision for obsolescence is recorded for items without activity for over two years and with no planned use in the production program, and estimated demand and also coversto cover expected losses from excess inventories or obsolete work in process. Probable losses onprogress, except for inventories of spare parts, are recognizedfor which the provision is based on technical obsolescence orof items without activity for over two years andyears.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The Company holds used aircraft for resale, usually received intrade-in transactions to facilitate new aircraft sales. The book value of these assets is compared periodically with its net realizable value, which there is no future demand.the assets estimated selling price in the ordinary course of business less estimated costs to sell. Any loss identified is recognized as other operating income (expense), net in the consolidated statements of income as other operating expenses. The estimated selling price of used aircraft is based in the assessment of third party.

 

 2.2.122.2.10

Income tax and social contribution

Tax expenses for the year comprise current and deferred income tax. Income tax is recognized in the consolidated statements of income, except the portion of deferred income tax related to items recognized directly in the consolidated shareholders’ equity in other comprehensive income.

The current income tax is calculated at the nominal rates of each country, totalingwherein 34% in Brazil, composed of 25% income tax and 9% social contribution on net income.

Deferred income tax is recognized on temporary differences arising between the tax and accounting basesbasis of assets and liabilities.

 

 2.2.132.2.11

Investments

Investments in associates are recorded and valued in the consolidated financial statements using the equity method of accounting. In the case of exchange variations on foreign investments that use a functional currency other than that used by the Parent Company, such exchange variations are recognized in Currency Translation Adjustments oncumulative translation adjustments within shareholders’ equity, and are only recognized in Profit and Lossthe consolidated statements of income when the investment is sold or expensed.

Unrealized profits on transactions with subsidiaries are completely eliminated in equity calculations, on both sales from the subsidiary to the Parent Company and sales between subsidiaries. Unrealized profits between the Parent Company and its subsidiaries are eliminated in the Parent Company’s Statement of Income on sales and cost of sales accounts.

Investments in associated entities over which the Company has significant influence are accounted for using the equity method.

 

 2.2.142.2.12

Property, plant and equipment, net

Property, plant and equipment are recognized by the acquisition, formation or construction cost, less accumulated depreciation and impairment losses.

Depreciation is calculated by the straight-line method based on the asset’s estimated useful life (Note 16).Note 16. Land is not depreciated. The estimated useful lives are reviewed and adjusted, if appropriated, at the end of each fiscal year.

Subsequent costs are included in the asset’s carrying amount or recognized as a separate asset, as appropriate, only when it is probable that future economic benefits associated with the item will flow to the entity and the cost of the item can be measured reliably.Company.

The Company estimates the residual value for certain aircraft and spare parts included in the Exchange Pool Program.exchange pool program, which is reviewed by Management, and if necessary adjusted, at the end of each reporting period. The Company does not attribute residual values to other assets as assets are not usually sold and in the event of a sale, the amount is not significant.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The items comprising property, plant and equipment are summarized below:

 

 a)

Land- mainly comprises areas on which the industrial, engineering and administrative buildings are located.

 

 b)

Buildings and land improvements-mainly plants, engineering departments and offices, and land improvements include parking lots, road systems and water and sewage networks.

 

 c)

Facilities -comprise auxiliary industrial facilities that directly or indirectly support the Company’s industrial operations, as well as facilities of the engineering and administrative departments.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 d)

Machinery and equipment-machinery and other equipment directly or indirectly used in the manufacturing process.

 

 e)

Furniture and fixtures - furniture and fixtures used in the production, engineering and administrative departments.

 

 f)

Vehicles -mainly industrial vehicles and automobiles.

 

 g)

Aircraft -mainly aircraft leased to airlines, and those used by the parent company to assist in testing new projects.

 

 h)

Computers and peripherals-informationtechnology equipment used mainly in the production process, engineering and administration.

 

 i)

Tooling- tools used in the Company’s production process.

 

 j)

Property, plant and equipment in progress- construction works to expand the manufacturing plants and aircraft maintenance centers.

 

 k)

Exchange pool program - the exchange Poolpool program is an operation in which the customer contracts the availability of spare parts for aircraft maintenance. In this program, when it is necessary to change a damaged part, , the customer delivers the damaged part to the Company and the Company provides the customer with a part in working order. The damaged part is in turn reconditioned and added to the Pool.pool.

 

 2.2.152.2.13

Intangible assets, net

 

 a)

Development

Research costs are recorded as an expense when they are incurred. Project costs, comprised mainly of expenditure on product development, including drawings, engineering designs and construction of prototypes, are recorded as intangible assets when it is probable that the projects will generate future benefits, taking into account their commercial and technological feasibility, availability of technological and financial resources, and only if the cost can be reliably measured.

Capitalized development costs are amortized from the time at which benefits begin to accrue (units produced), based on estimated aircraft sales, and the amortized amounts are appropriated to production cost. These estimates are reviewed on an annual basis.Revision of the sales estimate related to the amortization quota is made at least annually.

The Company has agreements with certain key suppliers, hereby denominated partners, who participate in the Company’s research and development projects by contributing cash. The Company records such contributions as liabilities on receipt and as the milestones are completed and the amounts are consequently no longer subject to return, they are recorded as a reduction of development expenditure, capitalized in intangible assets and amortized on the aircraft production series.

Embraer S.A.

NotesThe Company records these contributions when received as a liability and as the development stages and contractual events signed with the supplier are met, therefore, no longer subject to return, these values are slaughtered for aircraft development costs recorded in intangible, and amortized in conjunction with development expenses following the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

same amortization criteria.

 

 b)

Computer software

Software licenses are capitalized and amortized over their estimated useful lives.

Costs associated with maintaining computer software programs are recognized as expense as incurred. Development costs directly attributable to identifiable and unique software, controlled by the Company and that is expected to generate benefits greater than the costs for more than one year, are recorded in intangible assets.

c)Intangible assets acquired in business combinations

Identified intangible assets acquired in business combinations are recognized at fair value at the acquisition date. This group includes:

c.1)Goodwill

EmbraerS.A. -recorded in the consolidated financial statements as an intangible asset and not subject to amortization, as it is realizable on disposal of the investment. It is tested at least annually for impairment. If it is noted that the goodwill will not be fully recoverable, the amount of the impairment is recorded in the statement of income.

c.2)Trademarks -trademarksacquired in business combinations are recognized at fair value at the acquisition date. Trademarks have defined useful lives and are amortized on the straight-line method over their estimated useful life.

c.3)Product development-from business combinations when these represent significant value to the Company. Product development assets have a defined useful life and are amortized according to the estimated useful life of the product.

c.4)Firm orders-orders or production orders awaiting execution acquired in business combinations are measured and recorded at fair value at the acquisition date and amortized over the delivery period specified in the contracts.

2.2.16Leases

The classification of whether an agreement is or contains a lease is based on the essence of the agreement and whether the agreement transfers the risks and rewards or merely assigns the right to use the asset.

a)Aircraft leases

Aircraft available for leasing or leased under operating leases are recorded as property, plant and equipment and depreciated over their estimated useful lives. The rental income is recorded by the straight-line method over the lease period.

b)Other leases

Other leases in which the Company holds substantially all the risks and rewards of ownership are classified as finance leases. Finance leases are recorded as a financed purchase, initially by recording a fixed asset and a financial liability (lease). Property, plant and equipment assets purchased as finance leases are depreciated at the rates disclosed in Note 16.

Other leases in which a significant part of the risks and rewards of ownership are assumed by the lessor are classified as operating leases. Payments made for operating leases are appropriated to profit or loss by the straight-line method over the lease period.

2.2.17Impairment

Noncurrent assets, plant and equipment and intangible assets are initially measured at acquisition or construction cost. However, if there are indications that the value of such assets will not be recoverable in the future, they are tested for impairment.

The indicators are analyzed every quarter and tested if there are indications of impairment. At the end of the year, the Company calculates impairment for all CGUs whose intangible assets originated from product development and goodwill for future profitability originated on the acquisition of new business, whether or not there are indications of impairment.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

2.2.14

Impairment of long-lived assets

At the end of each fiscal year, the Company performs impairment test for all cash-generating units (CGUs) with goodwill generated from business combination allocated and for CGUs with intangible assets still under development and not yet producing (undefined useful life).

CGUs with definite-lived assets (property, plant and equipment, and intangibles) allocated are analyzed, at each quarter, whether there is any indication it might be impaired to perform the impairment test.

Assets are grouped in cash-generating units (CGU)CGUs taking into consideration the company’sCompany’s business model and its monitoring of cash flows. In general, the CGUs are defined in accordance with the families/platforms of the aircraftaircrafts or other goods and services produced by a Group company,the Company, irrespective of its geographic location.

The Company applies the value in use concept, using discounted cash flow projections, before income tax and social contribution, discounted at the WACCan appropriate rate which reflects the investors’ expectations of return. The cash flow projections for the CGUs take into consideration the Company’s medium and long-term strategic plan, based on the characteristics and expectations of the business.

When the impairment test is performed, Management compares the carrying amounts of the Company’s CGUs with its recoverable amounts, which is determined at the higher between its value in use and fair value less cost to sell. An impairment charge is recognized when the carrying amount exceeds the recoverable amount.

Any impairment losses of a CGU are recognized in the consolidated statements of income in the line of other operating income (expense), net and allocated to relevant assets of the impaired CGU.

The exception to this concept areis aircraft that the Company maintainsheld in its property, plant and equipment for lease purposes.operating leases purposes, in which the Company acts as lessor. In this case, the aircraft is tested individually using the higher of itsvalue-in-use value in use and its market value to determine its recoverable value.amount. For impairment test purposes, the market value is estimated with the assistance of assessment prepared by third party appraisals and the value in use is determined by the discounted cash flow of lease agreement associated with each aircraft tested, when applicable.

AnyAssets held for sale are tested for impairment losses of a CGU are recognized in Other Operating Expense and allocated to relevant assets of the impaired CGU.accordance with practice described in Note 4.

 

 2.2.182.2.15

Leases

a)

Right-of-use assets

The Company recognizesright-of-use assets on the lease inception date (that is, the date in which the asset is available for use). Theright-of-use assets are measured at cost, less any depreciation or impairment losses and are adjusted for any revaluation of lease liabilities. The cost ofright-of-use assets includes the amount of the recognized lease liability, the initial direct costs incurred less any lease incentives received. Theright-of-use assets are depreciated on a straight-line basis considering the lease term and the Company’s intention in renewal options, based on the best estimate on each reporting date.Right-of-use assets are subject to impairment test if there is evidence that their carrying amount may be higher than the recoverable amount.

Expenses on the depreciation of theright-of-use asset are recognized as operating expenses in the statements of income for the year.

b)

Lease liabilities

On the lease inception date, the Company recognizes lease liabilities measured at the present value of lease payments to be made during the lease term, which is measured based on the contract term and renewal options. Lease payments include fixed payments less any lease incentives received. Variable lease payments not depending on an index or rate are recognized as expenses in the period in which the event or condition that triggers the payment occurs.

When calculating the present value of lease payments, the Company uses the incremental borrowing rate. After the inception date, the amount of the lease liability is increased to reflect the increase of interest, adjustments of installments and reduced for lease payments made. Moreover, the carrying amount of the lease liability is remeasured in case of any modification, a change in the lease term, a change in fixed lease payments or a change in valuation to acquire the underlying asset. Interest is recognized as financial income (expense), net in the statements of income for the year.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

(i)

Determination of the lease term:

The Company determines the contractual term as thenon-cancelable lease term, plus any period covered by a renewal option, if it is reasonably certain that it is exercised, or any option to terminate the lease, if it is reasonably certain that it will not be exercised. The Company has the option, under some of its leases, to maintain the assets for additional periods from three to five years. The Company applies judgment when assessing if it is reasonably certain that it will exercise the renewal option, considering all significant factors that create an economic incentive for the exercise of the renewal.

The Company reassesses the lease term if there is an event or significant change under circumstances that are under its control and affect its capacity to exercise (or not exercise) the option to renew (e.g. a change in the business strategy).

(ii)

Short-term leases andlow-value asset leases:

The Company applies the short-term lease recognition exemption to all its leases with the contractual term below or equal to 12 months from the inception date and without a purchase option. The practical expedient of recognition exemption forlow-value assets leases for which the individual amount is below US$ 5 thousand is also applied. Short-term andlow-value lease payments are recognized as expenses on a straight-line basis over the lease term.

c)

Accounting policies applied up to December 31, 2018

In the comparative period ended December 31, 2018, the contracts where the Company is the lessee were recognized according to their classification between finance and operating leases:

Leases, where the Company acquired substantially all the risks and rewards of ownership, were classified as finance leases. Finance leases were recorded as a financed purchase recognizing a fixed asset and borrowing and financing liability at the lease inception date.

Leases for which a significant portion of the risks and rewards of ownership remained with the lessor were classified as operating leases. Operating lease payments were recognized in profit or loss for the year under the straight-line method over the lease term.

2.2.16

Loans and financing

Loans are recognized initially at fair value, net of transaction costs, and subsequently carried at amortized cost (plus charges and interest on a pro rata basis), taking into account the effective interest rate on each transaction.

Loans are classified as current or noncurrentnon-current liabilities based on contractual terms.

 

 2.2.192.2.17

Borrowing costs

When a substantial period of time is required for construction or production of an asset before it is ready for use, the borrowing costs are capitalized as part of the cost of such assets. The costs are allocated based on the average rate for all active loans, weighted in accordance with additions in the period. Borrowing costs are interest and other costs incurred by the Company in obtaining funding.

 

 2.2.202.2.18Advances from customers

These refer basically to advances, mostly denominated in US dollars, received from customers prior to delivery of the aircraft.

2.2.21Financial guarantees and residual value guarantees

In certain cases, the Company grants financial or residual value guarantees on delivery of its aircraft, as part of the aircraft financing structure.

The residual amount is guaranteed to the lender based on the expected future value of the aircraft at the end of the funding, subject to a maximum limit, agreed by contract.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Financial guarantees are calculated at the time of delivery of the aircraft and recognized as a reduction in sales revenue against deferred income.contract liabilities. The income is realized in profit or lossthe consolidated statements of income over the aircraft financing period and all deferred income is recognized by the end of that period.

To cover the risk of losses on such guarantees, the Company may record an additional provision in the event of significant circumstances, such as a request for judicial reorganization of a client, based on the best estimate of potential losses (Note 25).Note 25.

In some cases, the Company holds guarantees in the form of deposits in favor of third parties to whom financial and residual value guarantees have been provided as part of aircraft financing structures (Note 11).structures.

 

 2.2.222.2.19Dividends and interest on own capital

Unearned income

UnderUnearned income comprises government grants received by the Company’s bylaws, shareholdersCompany and its subsidiaries.

Government grants are entitled to dividends or interest on own capital equivalent to 25% of net incomerecognized against the expenses in which the resources were used. When government grants are received in advance for the year, adjusted in accordance with the bylaws. The calculation takes into account the interest on own capital net of withholding tax.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

Proposed distributions of dividends to shareholdersresearch investments they are recorded as a liabilityunearned income and recognized in the financialconsolidated statements atof income to the endextent that the resources are invested and contractual milestones are met, as reduction of research expenses.

Government grants for the year. Any amount overacquisition of property, plant and aboveequipment are recognized as debt (loans and financing) in liabilities until the minimum mandatory dividendmilestones determined by the granting entity are met. Once the milestones are completed, the grant is recognized as unearned income. This unearned income is recognized in the consolidated statements of income as a specific account as additional dividendsreduction of the depreciation expense of the underlying asset it is proposed to subsidize in proportion with the revenuerecognition of the expense.

Income earned withnon-distributable government grants is allocated from the income of the year to the government grants reserve in shareholders’ equity, until it is approved by the shareholders, at which point the reserve is reversed against a liability in the consolidated financial statements.

Interest on own capital paid or provisioned is recorded as a financial expense for tax purposes. However, for purposes of these consolidated financial statements, the amount is recorded as dividend distribution of net income for the year, and the gross amount is reclassified to shareholders’ equity. Relevant tax benefits of such payments are recognized in the Statement of Income.

 

 2.2.232.2.20Unearned income

Refers to amounts received from customers, without the possibility of return, for spare parts, training, technical representatives and other commitments established in sales contracts for aircraft already delivered. Amounts are deferred on delivery of the aircraft and the unearned income is recognized when the service is rendered or the product is delivered to the customer.

This also refers to deferred revenues from defense contracts for which the contractual milestones have not yet been completed, government grants received (Note 2.2.28) and deferred financial guarantees (Note 2.2.21). Revenue is recognized when the step is completed and the costs are recorded.

2.2.24Provisions, contingent assets and liabilities, legal obligations and judicial depositscourt-mandated escrow deposit

Provisions – provisions are recognized based on the judgment of the Company’s Management and its legal counsel, the nature of the lawsuits, legal precedent, complexity and court interpretations, whenever the loss is considered probable, when such loss would result in a probable outflow of resources to settle the obligations and when the amounts involved can be measured with a reasonable degree of certainty.certainty, the provision is recognized. The provision for labor claims is recognized based on the Company’s historical percentage of cash outflows of each demand. The amounts provided represent the Company’s best estimate of the anticipated outflow of resources.

Contingent assets – are notFor income tax matters, a provision is recognized except when the Company concludesCompany’s Management evaluates with the assistance of its legal advisors that an uncertainty over income tax treatments taken during the gainfiscal years subject to tax authorities’ examinations, or under discussions in administrative and legal instances with tax authorities, is virtually certain, hasnot probable to be accepted by decisions of the right to real guarantees or has received a favorable and unappealable legal decision.court of last resort.

Contingent liabilities – amounts for which disbursement is classified as possible risk of loss are disclosed but not recorded in the consolidated financial statements. Where the probability of loss is classified as remote, neither provision nor disclosure are required. For income tax matters and related legal demands, the Company discloses the amounts of income tax treatments taken during the fiscal years subject to tax authorities’ examinations, or under discussions in administrative and legal instances with tax authorities, that in its assessment is probable to be accepted by decisions of the court of last resort.

Legal obligations - arise from tax liabilities for which the legality or constitutionality of which is under appeal. The related amounts are fully provided for.recognized as provisions in the consolidated financial statements.

Court-mandated escrow deposits are- recorded as other assets.assets and periodically updated for monetary correction.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 2.2.252.2.21

Product warranties

Warranty expenditure on aircraft is estimated on delivery of these products. The estimates are based on historical data that includes, among others, warranty claims and related repair/ replacement costs, warranties given by the suppliers, contractual coverage period and warranty patterns for new aircrafts, for which the Company expects higher warranty costs in the launch of new models until the production process matures and increases the platform in service period. The coverage period varies from 3 to 6 years.

The Company may be obliged to modify the product to meet the requirements of the certification authorities, or after delivery, due to improvements or to the aircraft’s performance. The costs of such modifications are provisioned when the new requirements or improvements are requested and known.

Management reviews the assumptions and the evolution of warranty relates costs periodically, and if appropriated, adjustements to the provision is recorded.

The product warranties balances are presented in the provisions caption in the consolidated statements of financial position, Note 26.1.

2.2.22

Post-retirement benefits

 

 a)

Defined contribution

The Company provides defined contribution pension plans for its employees. For the companies incorporated in Brazil, these are managed by EMBRAER PREV - Sociedade de Previdência Complementar.

 

 b)

Post-retirement healthcare benefits

The Company and some of its subsidiaries provide healthcare benefits to retired employees.

The planned costs of offering post-retirement healthcare benefits and coverage for dependents are recorded as a provision during the period of employment based on actuarial studies conducted to identify future exposure, based on the following main premises:

 

 i)

Discount rate - brings future benefit flows to present value and is defined based on the ratio of Brazilian government securities;securities.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 ii)Medical

Increase of medical costs increase rate - represents the increase in the value of medical care and is not applied linearly, as the companies historically tend to take measures to reduce the cost, or even change health plan providers;providers.

 

 iii)

Morbidity rate (aging factor) - measures the increased use of health plans in light of the aging population;population.

 

 iv)

Mortality rate - uses theRP-2000 generational table provided by Society of Actuaries (SOA), which shows the rate by age and sex;sex.

 

 v)

Probability of Retirement - estimates the probability of retirement by age group;group.

 

 vi)

Churn rate - uses theT-3 Table Service available from the Society of Actuaries (SOA), which shows the average rate of termination of employees by age.

The Company recognizes changes in the provision for the plan against other comprehensive income in the equity valuation adjustments account in consolidated shareholders’ equity, net of taxes, to the extent that there are changes in the assumptions and against profit or lossconsolidated statements of income if there are changes in the costs of the current benefit plan or in the plan’s contractual characteristics.

This provision is reviewed at least annually.

 

 2.2.262.2.23Product warranties

Employee profit sharing plan

Warranty expenditure on aircraft is estimated on delivery of these products. The estimates are based on historical facts that include warranty claims and repair and replacement costs, warranties given by the suppliers and contractual coverage period. The coverage period varies from 3 to 6 years.

The Company provides a profit-sharing plan for its employees, which is linked to performance targets established in action plans set and agreed at the beginning of each year. The profit-sharing approved policy is equivalent to 8.5% the operating result of the fiscal year, may be obligedadjusted annually by Management based on circumstances. Provisions are recognized monthly by applying the agreed percentage to modify the product to meet the requirementspayroll of the certification authorities, or after delivery, due to improvements orcompany, recognized in the consolidated statements of income accounts related to the aircraft’s performance. The costsjob performed by each employee.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of such modifications are provisioned whenU.S. dollar, unless otherwise stated

Of the new requirements or improvements are requestedtotal amount of profit sharing, 50% is divided equally among all the employees and known.the other 50% in proportion to each employee’s salary.

 

 2.2.272.2.24

Share- based payment

The Executive Remuneration Policy (PRE) determines that the remuneration of the Company’s management shall be granted as a Long TermLong-Term Incentive (ILP in Portuguese) with the objective of retaining and attracting qualified personnel who will make an effective contribution to the Company’s performance. The Company provides two types of share-based remuneration in the form of LTIs:

 

 i)

Stock options plan (capital instruments based on the Company’s share issues). In this modality, in return for the services provided, the program participants receive stock options, the fair value of which is calculated based on the Black & Scholes pricing model and recognized on a linear basis in the consolidated statements of income during the acquisitionvesting period, which is the period during which the acquisition criteria are met;met. As of December 31, 2019, the vesting period of all options granted under this plan has already been completed remaining solely certain exercises still outstanding (Note 29).

 

 ii)

Cash-settled phantom shares plan, in which the amounts attributed to the services provided by the participants are converted into virtual share units based on the market value of the Company’s shares. At the end of the acquisition period the participant receives the quantity of virtual shares converted into reais, at the shares’ current market value. The company recognizes the obligation during the acquisition period (quantity of virtual shares proportional to the period) in the same group as the participant’s normal remuneration. This obligation is presented as an account payable to employees and the fair value is calculated based on the market price of the shares and registered as financial income (expense) in the consolidated statements of income. The phantom shares plan is acash-settled share-based payment transaction and therefore has no impact on the calculation of diluted earnings per share.

The phantom shares plan is acash-settled share-based payment transaction and therefore has no impact on the calculation of diluted earnings per share.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 2.2.282.2.25Government grants

Government Grants are recognized against the expenses for which the resources were used. Government grants advanced for investments in research and development are registered as deferred income and recognized in profit or loss to the extent that the resources are invested and the contractual milestones are met, as a reduction of research expenses.

Government grants for the acquisition of property, plant and equipment are recognized as a credit in liabilities until the milestones defined by the granting entity are reached. Once the milestones are completed, the grant is recognized as deferred revenue. The deferred revenue is recognized in profit and loss as a reduction in the depreciation expense of the asset subsidized in proportion with recognition of the expense.

2.2.29Earnings per share

Basic earnings per common share are computed by dividing net income attributable to Embraer shareholders by the weighted average number of common shares outstanding during the period.

Diluted earnings per share are computed by adjusting the number of shares outstanding to include the number of additional shares that would have been outstanding had the potentially dilutive shares attributable to stock options been put into circulation during the respective periods.

 

 2.2.302.2.26

Revenue recognition of contract with customers

Revenue comprises the fair value of the remunerationconsideration received or to be received for the sale of products and services in the normalordinary course of business. Revenue is presented net of taxes, returns, reductions and discounts, and in the consolidated financial statements, after eliminating intercompany sales.

 

 a)

Revenue from sales of aircraft and spare parts and services

Revenues from salesaircraft and servicesspare parts sales are recognized when the risks and rewards arecontrol, is transferred to the customer, andthat is, when all therecognition conditions for recognition are met. Revenues from sales of commercial, executive and otheragricultural aircraft and spare parts are generally recognized at the time ofupon delivery or shipment and revenue from servicesto the customer.

In aircraft sales contracts, the Company normally receives customer advances before the product control is recognized whentransferred. The Company asserts that there is no significant financing component in this operation.

For the service is provided.spare parts sale contracts, the client makes the payment after the transfer of control, with average payment term of 30 days.

When the saleIn sales of aircraft does not meet the contractualcontracts, other performance obligations, at the time of delivery, the related revenue is deferred and accounted forsuch as unearned income until the obligations are met.

b)Revenue from sale of services

Revenues from the sale of services are recognized when the risks and significant benefits are transferred to the customer, that is, to the extent that the services are rendered.

c)Revenue with multiple elements

Aircraft sale arrangements may provide for supply of spare parts, training services, technical assistance spare parts and other concessions,obligations may be presented, which may or may not be delivered together with the aircraft. Such revenues are recognized at fair value when the product or service is providedsimultaneously to the customer.aircraft delivery. For the Commercial and Executive Aviation contracts, the individual

d)Revenue from Exchange Pool Program

Revenue from the Exchange Pool Program is recognized monthly over the contract period and consists of a fixed charge and a variable charge directly related to the hours effectively flown by the aircraft under the program.EmbraerS.A.

e)Revenue from construction contracts

In the Defense & Security segment, certain operations are classified as long-term contracts, revenue from which is recognized by thepercentage-of-completion (POC) method, through incurred costs or physical progress. Some contracts contain provisions for price adjustment based onpre-established indices, and these are recognized on an accrual basis. The adjustments of revenue recognition relating to sales of the Defense & Security segment contracts is based on Management’s best estimates as they become evident.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

selling price is allocated for these additional performance obligations, and the variable considerations (as discounts), are allocated using the cost-plus margin method. In the Defense & Security aircraft sales, there is no stand-alone price basis considering its high customization, the price is allocated in the performance obligation considering the cost-plus margin method.

For these performance obligations, the revenue is recognized when the control of related product or service is transferred to the customer.

 

 f)b)

Revenue from operating leasessale of services

The Company also recognizes the revenue from aircraft rental as operating leases, proportionalSevices sale revenues are recognized over time of control transfer to the lease period.customer, that is, to the extent that services are rendered over time. The performance obligations of such contracts are satisfied and recognized in the consolidated statements of income over time.

In the Defense & Security segment, some services, such as modernization services, the client’s payment schedule follow a schedule agreed between the parties.

In maintenance service contracts, the Company receives from the clients in an average term of 30 days.

Exchange Pool and EEC (Embraer Executive Care) programs revenues are recognized monthly during the contract period, because there is no customer use pattern that can be reliably projected, and consist of a fixed rate and part of a variable rate directly related to the hours actually flown by the aircraft covered in these programs. The payment term usually is 30 days.

 

 2.2.31c)

Revenue from long-term contracts (Defense & Security)

In the Defense & Security segment, most of the sales contracts are characterized by the high customization of the products and development of new technologies whose transfer of control to the customer occurs over time of development and production of aircraft or new technology as a single performance obligation. In such contracts, their revenues are recognized over time at amounts equal to the ratio of actual cumulative costs incurred at the end of reporting period divided by total estimated costs at completion, multiplied by the allocated price less the cumulative revenue recognized in prior reporting period.

Some contracts contain clauses for price adjustment based onpre-established indexes and these are recognized in the accounting period. The adequacy of revenue recognition related to development contracts in the Defense & Security segment is based on Management’s best estimates of total estimated costs at completion, as they become evident.

The Company understanding is that the cost incurred method provides the most reliable basis for estimating the progress of contracts whose revenues are recognized over time.

In these contracts, there is also a schedule of payments agreed between the Company and the customers, which vary from contract to contract. After analysis, the Company has concluded that there are no significant financing components in the Defense & Security segment contracts since there is no willingness on either side to finance the other and there are factors that are not under the control of any party which may affect the payment dates.

d)

Contract assets and liabilities

The contract assets relate to the Company’s rights to the consideration for the work completed and not billed at the date of the consolidated financial statements, mainly from long-term Defense & Security contracts that are recognized over time as noted above, and net of customer advances received and expected credit losses recognized. Contract assets are transferred to trade accounts receivable when the rights become unconditional.

Contract liabilities refer to advance payments received by the Company prior to the delivery of the aircraft, as well as to the supply of spare parts, training, technical assistance and other obligations included in aircraft sales contracts. They also refer to advances of consideration received from customers related to the acceptance of managerial stages/ tasks under long-term contracts (Defense & Security).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

e)

Costs to obtain a contract

Refers to incremental costs incurred by the Company solely to obtain contracts with customers that will be recovered in the fulfillment of these contracts, such as costs incurred with sales commissions and bank guarantees granted in Defense & Security long-term contracts. Assets for obtaining contracts are capitalized as other assets and amortized when (or as) the related contract revenue is recognized.

2.2.27

Cost of sales and services

Cost of sales and services consists of the cost of the aircraft, spare parts and services rendered, comprising:

 

 a)

Material-Materials used in the production process, substantially acquired from foreign suppliers.

 

 b)b)

Labor -comprises salaries and related charges, primarily in Brazilian reais.

 

 c)

Depreciation -The Company’s fixed assets are depreciated using the straight-line basis over their useful lives.

 

 d)d)

Amortization- Internally generated intangible assets are amortized in accordance with the estimated sales of the series of aircraft. Intangible assets acquired from third parties are amortized on straight-line bases over their estimated useful lives.

 

 e)

Product warranties- The Company estimates and records a liability for guarantee obligations related to its products on the date of delivery of the aircraft, based on historical experience and recorded as cost of goods sold.

 

 f)

Multiple-element arrangements- The Company enters into transactions that represent multiple-element arrangements, such as for providing training, technical assistance, spare parts and other concessions. These costs are recognized when the product or service is delivered or provided to the customer.

 

 2.2.322.2.28Employee profit sharing plan

The Company provides a profit sharing plan for its employees, which is linked to performance targets established in action plans set and agreed at the beginning of each year. The profit sharing is equivalent to 12.5% of net income for the period. Provisions are recognized monthly by applying the agreed percentage to the payroll of the company, recognized in the profit or loss accounts related to the job performed by each employee.

Of the total amount of profit sharing, 50% is divided equally among all the employees and the other 50% in proportion to each employee’s salary.

2.2.33Financial income and expenses(expenses), net and foreign exchange gains/lossesgains (losses), net

Financial income (expenses), net and expensesforeign exchange gains (losses), net principally comprise earningsinterest income on short-termcash and cash equivalents and financial investments measured as at amortized cost and FVOCI, financial charges on loans, tax updates and foreign exchange gains/lossesgains (losses) on assets and liabilities expressed in currencies other than the functional currency (dollar)(US dollars), on an accrual basis. Gains or losses on fair value changes of FVTPL financial instruments are also recognized as financial income (expenses), net.

Changes in the fair value of the residual value guarantees and profitincome or loss on the provision and implementation of derivative financial instruments capitalized are also recorded as financial revenueincome (expense)., net in the consolidated statements of income.

Financial income and expense exclude borrowing costs attributable to acquisitions, buildings or the contribution of qualifying assets that require a substantial period of time to be ready for use or sale.

 

 2.2.342.2.29

Statement of cash flows

The statement of cash flows was prepared using the indirect method.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 2.2.352.2.30

Segment reporting

Operating segment information is presented in a manner consistent with the internal reports provided to the chief operating decision-maker. The chief operating decision-maker, who is responsible for allocating resources among and assessing the performance of the operating segments and for making strategic decisions, is the chief executive officer.Chief Executive Officer.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Generally, balances and transactions that are not directly allocated to a specific operating segment, such as corporate area expenses, are appropriatedpro-rata based on the amount ofbasis, using revenue recognized by segment.from each segment as an allocation factor.

 

3.

Critical accounting estimates and significant judgements

Preparation of the consolidated financial statements in conformity with generally accepted accounting principles requires management to make estimates and adopt assumptions that affect the reported amounts of assets and liabilities, revenue and expense and their disclosure. Therefore, variables and assumptions derived from past experience and other factors deemed relevant were used in preparing accompanying consolidated financial statements included in this report. These estimates and assumptions are reviewed on an ongoing basis and the changes to accounting estimates are recognized in the period in which the estimates are revised.revised on a prospective basis.

The significant accounting policies, including the variables and assumptions used in the estimates, and the relevant sensitivity of those judgments to different scenarios and conditions are described below:

 

 3.1.Sales revenues

Revenue from long-term contracts (Defense & Security)

In the Defense & Security segment, a significant portion of revenue is derived from long-term development and construction contracts with the Brazilian and foreign governments, revenue from which is recognized over time by the POCcost incurred method (Note 2.2.26 – c), using the ratio of actual cumulative costs incurred divided by total estimated costs or physicalat completion for progress as a reference for revenue measurement. In the case of contracts measured at incurred cost, the Company determines a margin at the start of

During the contract which is applied to cost for revenue recognition purposes. During the course of the contract,execution, the Company assesses the costs incurred, adjusting the margintotal estimated costs at completion if necessary, to reflect variations in costcosts in relation to the projections, mainly due to changes in circumstances and new events, such as contract modification. Any resulting increase or decrease in estimated revenues or costs at completion is recognized ascatch-up adjustment in the consolidated statements of income, increasing or decreasing revenue and gross margin, in the reporting period which the circumstances that give rise to the change become known by Management.

In a hypothetical scenario of 10% increase or decrease over Management’s projection and adjusting revenue recognition based upon projectedof total estimated costs to completion. Should the total costsat completion of worklong-term contracts in progress during 2019, the Company’s revenue in the year would be 10% lower than Management’s estimates, the revenue recognized in 2017US$ 462.7 or would increase by US$ 299.2 if they were 10% higher, it would drop by US$ 354.9.309.4, respectively.

 

 3.2.

Residual value guarantees (Commercial Aviation)

The residual value guarantees granted on aircraft sales of the Commercial Aviation business unit may be exercised at the end of a financing contract between a financial agent and the customer/operator of these aircraft. The guarantees are initially measured at fair value and are revised quarterly to reflect changes in relation to the fair value of these commitments. The residual value guarantees may be exercised if the quoted market value is lower than the future fair value guaranteed. The future fair value is estimated in accordance with third party evaluation of the aircraft, including information from sale or leasing of similar aircraft in the secondary market. Refer to Note 28.4.5 for a sensitivitySensitivy analysis of the fair value of residual value guarantees.guarantees is presented below:

       Additional variations in book balances 
   Amounts
exposed at
12.31.2019
   -50%  -25%  Probable 
scenario
  +25%   +50% 

Financial guarantee of residual value

   129.6    (57.2  (53.4  (0.9  92.9    123.8 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Total

   129.6    (57.2  (53.4  (0.9  92.9    123.8 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

(*)

The positive and negative variations of 25% and 50% were applied on the current rates. Effects of changes would impact results of discontinued operations.

As of December 31, 2019, residual value guarantees are part of the liabilities related to assets held for sale of the Commercial Aviation business unit (Note 4).

 

 3.3.

Impairment of long-lived assets

The annual impairment test performed at the end of the year considers the Company’s medium and long-term strategic plan cash flows, brought to present value at the WACCan appropriate discount rate compatible with the market and that reflects the shareholders’ expectations of return. In preparing or using this information, the Company

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

uses estimates, as follows:

 

 a)

Gross expected cash flow- the Management projected inflows and outflows based on past performance considering its business strategy and market development expectations. These projections also consider the efficiency gains planned for the product cycle;cycle.

 

 b)

Growth rates- the growth rates were reflected in the revenue flow budgeted by the Company, consistent with the forecasts included in industry reports;reports.

 

 c)

Discount Ratesrates- - a WACCan appropriate discount rate is used that reflects the expected return of investors at the time the calculation is made. This rate is also compared with the market to confirm its consistency;consistency.

Embraer S.A.Additional information on key assumptions and sensitivity analysis is disclosed in Note 19.

3.4.

Classification and presentation of the Commercial Aviation business unit as assets “held for sale” and “discontinued operations”

According to IFRS 5, in light of the shareholder’s approval of the then pending strategic partnership with Boeing on Extraordinary General Shareholders’ Meeting held on February 26, 2019, the Company’s consolidated financial statements as of and for the year ended December 31, 2019 were prepared considering the designation, measurement and presentation of the assets, liabilities and results of the Commercial Aviation business unit and related services as “assets held for sale” and “discontinued operations”, pursuant to the terms of the Master Transaction Agreement. Details regarding the Transaction are disclosed in Note 4.

Since the initial designation of the Commercial Aviation business unit assets as “held for sale” until April 25, 2020, the depreciation of property, plant and equipment, and amortization of intangible assets and right of use that is part of the Commercial Aviation business unit were ceased and no longer recognized as profit or loss due to the expectation of assets realization through sale instead of continuous use. If these assets had not been classified as held for sale in 2019, the depreciation and amortization expenses that would have been recognized in profit or loss for the year was US$ 83.5 million.

In addition, the long-lived assets held for sale were measured at the lower of their carrying amount and fair value less cost to sell (incremental costs directly attributable to the conclusion of now terminated sale transaction with Boeing Note 4). Starting on April 25, 2020, those long-lived assets previously “held for sale” will be subject to impairment test and measured at the lower of their carrying amount and recoverable amount, which is determined at the higher between their value in use and fair value less cost to sell (Note 40).

4.

ASSETS HELD FOR SALE AND DISCONTINUED OPERATIONS

A discontinued operation is the Company’s business component comprising operations and cash flows that can be clearly distinguished, that represents an important separate business line and is part of a coordinated and approved plan by Management for its sale.

The classification of an operation as discontinued is reached upon its disposal, or when the related assets and liabilities are designated as held for sale, whichever the first.

An asset or group of assets and liabilities is held for sale when its carrying amount is expected to be recovered mainly through the sale transaction rather than through continuing use. This occurs if the asset is available for immediate sale “as is”, subject only to usual and customary terms for completion of the transaction, when the sale is defined as highly probable.

The group of assets and liabilities held for sale (disposal group) are measured at the lower of their carrying amount and fair value less incremental costs directly attributable to the conclusion of sale transaction.

The disposal group is also comprised of assets and liabilities that is outside the measurement scope of assets and liabilities held for sale, which includes deferred tax assets (Note 2.2.10), financial instruments (Note 2.2.4) and employee benefits (Note 2.2.22). These assets and liabilities are still measured in accordance with the Company’s accounting policies disclosed in previous topics.

When an operation is classified as discontinued, the comparative statements of income are recasted to present the results of continuing operations separately from the results of discontinued operation since the beginning of comparative periods. The results of discontinued operation are presented separately on a single line in the statement of income, net of income taxes.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

Impairment of aircraft held inIn the Company’s fixed assets available for leasing to third parties is measured at fair value less cost to sell, notvalue-in-use. That is to say, assessmentpreparation of the recoverable valueconsolidated statements of such aircraft considers assessmentincome, the transactions between subsidiaries, as sales of their fair value in an active marketparts and recognition of impairment if their carrying value is lower thanservices, were eliminated within continuing and discontinued operations following the fair value.

The conclusion of the sensitivity analysis was that there would be no additional losses should the discount interest rate be 10% lower or higher than the rate used.consolidation practice consistently as previous periods and without adjustments between operations.

 

 3.4.4.1Fair value

Context of financial instrumentsthe transaction between Embraer S.A. and The Boeing Company (“Boeing”)

The fairterms and conditions approved on December 17, 2018 defined the creation of a joint venture contemplating Embraer’s Commercial Aviation business unit with 80% interest held by a subsidiary of Boeing and 20% by Embraer, as well as the creation of joint venture to promote and develop new markets and uses for the C-390 Millennium multi-mission aircraft, with 51% interest held by a subsidiary of Embraer and 49% by a subsidiary of Boeing.

On January 10, 2019, the Brazilian Federal Government informed that it would not exercise the veto right in relation to the strategic partnership between Embraer and The Boeing Company, under the terms aforementioned. Thereafter, on January 11, 2019 the Company’s Board of Directors decided (i) to ratify the resolution of December 17, 2018 that approved the Transaction; (ii) to authorize the execution of the MTA, which provided the terms and conditions for the consummation of the strategic partnership in connection with the Commercial Aviation, and the Contribution Agreement, which provided the terms and conditions for the creation of a joint venture for the promotion and development of new markets and applications for theC-390 Millennium multi-mission transport airplane, as well as of the other agreements and documents necessary or convenient for the consummation of the Transaction; and (iii) to authorize, after the approval of the Transaction by Embraer’s shareholders, the Executive Office to perform any act necessary for the consummation of the Transaction, including the transfer to the new company of the net assets comprised by assets, liabilities, properties, rights and obligations related to the Commercial Aviation business unit.

On January 24, 2019, Embraer and The Boeing Company entered into the MTA and the Contribution Agreement and, on February 26, 2019, the shareholders of the Company approved, with 96.8% of valid votes, the strategic partnership with The Boeing Company, as stated in the Management’s Proposal disclosed on January 24, 2019.

On January 1, 2020, the internal carve-out of the Company’s Commercial Aviation business was implemented by means of the contribution by Embraer S.A., to the capital stock of its wholly-owned subsidiary, Yaborã Indústria Aeronáutica S.A. (“Yaborã”), of the net assets comprising assets and liabilities related to the Commercial Aviation business unit, including the assumption by Yaborã of the Notes issued by Embraer S.A. and its subsidiaries in the international capital markets (Note 21 and 40).

In addition to the contribution of the Commercial Aviation’s net assets, the internal carve-out also included transactions performed under common control for corporate restructuring of entities related to the Commercial Aviation business unit. These common control transactions had no impact on the consolidated financial statements as of December 31, 2019 and subsequent periods since they were carried at book value in accordance with the Company’s policy, without impact on shareholders’ equity and income for the year.

Subsequent events – Unexpected and wrongful termination of financial instruments that are not traded in an active market is determinedthe strategic partnership by using valuation techniques. The Company usesBoeing

On April 25, 2020, Embraer received a notice from Boeing communicating its judgmentdecision to select a variety of methods, using assumptionsterminate the MTA, based on marketBoeing’s assertion that certain closing conditions atin the end of each reporting period. The methods and calculations are the same as known valuation techniques normally usedMTA had not been satisfied by Embraer by the financial market. ReferApril 24, 2020 termination date in the MTA. In addition, Boeing terminated the Contribution Agreement. Embraer strongly believes that Boeing wrongfully terminated the MTA and the Contribution Agreement and that it had a continuing obligation to Note 28.4abide by the terms thereof. Embraer strongly believes that Embraer was in full compliance with its obligations under the MTA and the Contribution Agreement. Embraer is pursuing all remedies against Boeing for sensitivity analysisthe damages incurred by Embraer as a result of financial instruments.Boeing’s wrongful termination and violation of the MTA and the Contribution Agreement, including by means of arbitration proceedings that have commenced by both sides in connection with the termination of the MTA and the Contribution Agreement by Boeing. No assurance can be given as to the timing or outcome of the arbitration proceedings or any recovery that Embraer may receive or loss that Embraer may incur therefrom or with respect to such arbitration proceedings.

 

 3.5.4.2Income taxes

Assets and related liabilities held for sale

The Company is subject to income taxes in multiple jurisdictions. Significant judgment is required in determining the worldwide provision for income taxes. There are many transactions and calculations for which the ultimate tax determination is uncertain. The Company also recognizes liabilities based on estimates of whether additional taxes will be due. When the final tax outcome of these matters is different from the amounts that were initially recorded, such differences will impact the current and deferred income taxCompany’s assets and liabilities related to the Commercial Aviation and related services were measured and are being presented in the period in whichconsolidated financial statements as assets and liabilities held for sale, and the final amount is determined.

Because the Company’s tax is largely determined in Brazilian reais and its functional currency is the dollar, the income tax expense line is highly sensitive to the effects of changes in exchange rates, particularly those due to changes innon-monetary assets.

If the real had devalued or appreciated by 10% against the dollar in relation to the actual exchange rate at December 31, 2017, the deferred income tax expense would have been higher or lower by approximately US$ 141.3.

3.6.Post-retirement benefits

The Company and certain of its subsidiaries have a post-employment medical benefit plan that provides medical care to retired employees. To identify the future exposure of this benefit and therefore its measurementrespective results as discontinued operation in the financial statements of income, beginning February 26, 2019, date of approval by shareholders at the Company and its subsidiaries use assumptions that are usually based on statistical data, often observed internally or supplied by institutes or entities dedicated to this type of activity.EGM when the highly probable criteria was reached.

Considering that these actuarial studies use assumptions such as discount rate, medical cost increase rate, morbidity rate (aging factor), mortality table, retirement probability and dismissal rate, largely based on statistical data, the definition of any reasonably possible change is very subjective. In this respect, an increase of 0.5% in the discount rate used in the actuarial calculation of the post-employment medical benefit granted by the Company would reduce its exposure at December 31, 2017 by US$ 2.8, while a reduction of 0.5% would increase the exposure by US$ 3.1. In the case of the medical cost growth rate, a 1% increase in the actuarial calculation would increase the Company’s exposure by US$ 6.6 and a 1% reduction would reduce its exposure by US$ 5.3.

EmbraerS.A.

4.Accounting pronouncements not yet adopted

Standards and amendments to existing standards mentioned in this section have been published, but implementation is not mandatory for the year ended December 31, 2017, and the Company has not early adopted the amendments in these Financial Statements.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

There were no impairment losses recognized in the group of assets and liabilities held for sale in initial measurement. The depreciation and amortization ofnon-current assets held for sale, including property, plant and equipment, intangible assets and right of use, were ceased as from February 26, 2019 due to the expectation of realization of these assets by sale instead of continuous use as of this date.

The identification and segregation of assets and liabilities held for sale and part of the disposal group considered the terms approved by the parties in the MTA related to the Commercial Aviation business unit and related services, which includes:

The business of designing, developing, manufacturing, assembling, testing, certifying, marketing, selling, and delivering commercial aircraft platforms and programs with a structural capacity capable of being configured to contain fifty (50) or more seats in anall-standard economy class configuration, including the ERJ (including for the avoidance of doubt the ERJ 145), EMB 110, EMB 120, Ejet and E2 families of regional jet aircraft, and their components, as well as all forms of maintaining, sustaining and supporting, and providing other aftermarket services for, such platforms and programs, including modifications, parts distribution and other logistics, maintenance, repair and overhaul services and training.

The platforms and programs Lineage, Legacy and AEWC, as well as related activities performed by subsidiaries OGMA - Indústria Aeronáutica de Portugal S.A., Atech Negócios em Tecnologias S.A., Savis Tecnologias e Sistemas S.A., Visiona Tecnologia Espacial S.A., Embraer Business Innovation Center, Inc. and Embraer Aero Seating Technologies, LLC were retained by Embraer S.A. and excluded from the deal terms.

ASSETS HELD FOR SALE

  Note   12.31.2019 

Cash and cash equivalents

     1,452.5 

Financial investments

     47.5 

Trade accounts receivable, net

     144.7 

Customer and commercial financing

     10.7 

Contract assets

     33.8 

Inventories

     1,079.6 

Guarantee deposits

     0.5 

Income tax and social contribution

     2.1 

Other assets

     111.5 

Deferred income tax and social contribution

     34.3 

Property, plant and equipment

   16    1,089.7 

Intangible assets

   18    1,157.5 

Right of use

   17    10.2 

TOTAL

     5,174.6 
    

 

 

 

LIABILITIES HELD FOR SALE

  

Note

   

12.31.2019

 

Trade accounts payable

     474.7 

Lease liability

   17    9.4 

Loans and financing

     3,301.3 

Other payables

     132.5 

Contract liabilities

     746.1 

Taxes and payroll charges payable

     8.9 

Income tax and social contribution

     54.9 

Financial guarantee and residual value guarantee

   25    140.3 

Unearned income

     47.7 

Provisions

   26.1    39.5 

Deferred income tax and social contribution

     28.7 

TOTAL

     4,984.0 
    

 

 

 

 

The accounting pronouncements presented below may be relevantfollowing main assumptions were considered in the segregation of the main balances above:

Net debt of US$ 1.8 billion transferred to the CompanyCommercial Aviation business unit, in line with the allocation interval defined in the future, for this reason adoption projects are in course for eachMTA, which establishes a maximum net debt ratio of them. It is not possible to estimateUS$ 3.0 billion. Net debt considers the effectssum of the adoption until such projects are concluded:

IFRS 9 - Financial Instruments: covers the classification, measurementcash and recognition ofcash equivalents and financial assets and liabilities. IFRS 9 requires the classification of financial assets in two categories: measured at fair value and measured at amortized cost. The classification is defined on initial recognition. The basis for classification depends on the entity’s business model and the contractual characteristics of the cash flow of the financial instruments. With regard to the financial liability, the standard maintains most of the requirements established by IAS 39. The major change is that in cases in which the fair value option is adopted for financial liabilities, the portion of the fair value related to the entity’s own credit risk is registered as Other Comprehensive Income and not in profit or loss, except where it results in an accounting inconsistency. IFRS 9 also changed the criterion for measuring impairment of financial assets from an incurred loss model to an expected credit loss model. Regarding the financial instruments classification and the amount of expected losses over the receivables, the Company concluded, after analysis conducted, that there will not be material impacts. The Company opted to continue to apply the IAS 39 requirements for hedge accounting. This standard will be adopted from January 1, 2018.

IFRS 15 - Revenue from Contracts with Customers: it addresses a single new model for recognition of revenue from contracts with customers, based on five steps for determining when to recognize the revenue, and at what amount. The model specifies that revenue should be recognized when an entity transfers control of goods and services to the customer, at the amount that the entity expects to be entitled to receive. The Company has initiated a project to assess the new model introduced by the accounting pronouncement and its application to existing transactions. The identified impacts are: the necessity to combine certain contracts, change in the quantities of performance obligations and consequentre-distribution of the revenue among them, change in the transaction price of certain contracts due the existence of variable consideration, and a change in the revenue recognition moment of specific contracts. The Company also identified costs to obtaining contracts which, beginning the 2018, will be presented as Cost of sales. The Company intends to make the transition to this standard using the full retrospective method in accordance with IAS 8 Accounting Policies, Changes in Accounting Estimates and Errors. The standard is applicable from January 1, 2018.

IFRS 16 - Leases: introduces new concepts from the lessee’s perspective. The model proposed by this standard requires the lessee to recognize all leases in the balance sheet in a Fixed Assets“right-of-use” account, against a liability account, measured at present value on initial recognition. The model proposedinvestments balances, reduced by the standard makes no significant changes in respect of recognition in the accounts by the lessor. The Company is analyzing the new model introduced by the accounting pronouncementloans and its application to existing transactions, however, at this point, is not able to conclude about the impact on the Company’s financial statements. The standard is applicable from January 1, 2019.financing position.

 

IFRIC 22 - Foreign Currency Transactions

Spare parts and Advance Consideration:production inventories were segregated by operating segment during the interpretation clarifies that the transaction date to be usedyear and physically moved for translation for foreign currency transactions involving an advance payment or receipt is the date on which the entity initially recognizes the prepayment or deferred income arising from the advance consideration. For transactions involving multiple payments or receipts, each payment or receipt gives rise to a separate transaction date. The interpretation applies when an entity pays or receives consideration in a foreign currency and recognizes anon-monetary asset or liability before recognizing the related item. Based on assessment made onnon-monetary assets and liabilities balances as of December 31, 2017, the Company does not believe that the new interpretation for IAS 21 through IFRIC 22 will have a material impact on financial statements since most of the advances are made or receivedstore in the functional currency. The Company will adopt this interpretation from January 1, 2018.

Other accounting standards have been amended or areindustrial/operating plants included in the process of amendmentMTA.

Tangible and will come into effectintangible assets were allocated as assets acquired and developed for Commercial Aviation business unit, as well as industrial/operating plants included in the coming years, however theseagreement (São José dos Campos, Eleb and Taubaté - Brazil, Évora - Portugal and Nashvile - USA).

Trade accounts payables allocated for the contributed contracts defined in the MTA terms and the remaining contracts by operating segment based on the consumption history.

Short-term employee obligations, including social charges, were segregated by the personnel split provided by the internalcarve-out process.

Liabilities related to contingency provisions are not mentioned,transferred as agreed in the company does not expect them to result in significant impacts.MTA.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

The following financial instruments are part of the disposal group as of December 31, 2019:

               Carrying amounts and 
   Classification and measurement   fair value comparison 
   Amortized cost   Fair value
throguh
profit or loss
   Fair value
hierarchy
(Note 28.2*)
   Book value   Fair value
(Note 28.2*)
 

Financial assets

          

Cash and cash equivalents

   1,452.5    —        1,452.5    1,452.5 

Financial investments

   47.5    —        47.5    —   
  

 

 

   

 

 

     

 

 

   

 

 

 

Corporate bonds - 2.4% p.a. maturing on 2022

   47.5    —        47.5    —   

Trade accounts receivable, net of expected credit losses of US$ 30.0

   144.6    —        144.6    144.6 

Customer and commercial financing

   10.7    —        10.7    10.7 

Guarantee deposits

   0.5    —        0.5    0.5 

Other assets

   111.6    —        111.6    111.6 

Financial liabilities

          

Loans and financing

   3,301.3    —        3,301.3    3,614.1 
  

 

 

   

 

 

     

 

 

   

 

 

 

Notes – US$, maturing on 2020 to 2027 (Note 21.1)

   2,949.9    —        2,949.9    3,264.5 

Working capital – US$, maturing on 2021 to 2030

   325.4    —        325.4    323.4 

Working capital – EUR, maturing on 2023 to 2026

   20.6    —        20.6    20.6 

Bonds – US$, maturing on 2030

   5.4    —        5.4    5.6 

Lease liability

   9.4    —        9.4    9.4 

Trade accounts payable

   474.7    —        474.7    474.7 

Residual value guarantee (Note 25)

   —      129.6    Level 3    129.6    129.6 

Other payables

   132.5    —        132.5    132.5 

*

Note 28.2 includes disclosure of assumptions and methodologies applied by Management to calculate fair value of these financial assets and liabilities, as well as it presents the changes in fair value of financial instruments categorized within level 3 of fair value hierarchy.

4.3

Discontinued operations

The results from the discontinued operations is comprised of income and expenses related to the business units and legal entities included in the agreement, mainly related to:

Revenues from contracts with customers, costs of products and services sold, and general expenses directly associated with the Commercial Aviation business unit and related services.

Portion of general and administrative expenses with corporate areas segregated during the internalcarve-out process of personnel and transferred to the Commercial Aviation joint new legal entity. However, general and administrative expenses with key management personnel are fully excluded from the discontinued operations results.

Other operating income and expenses directly associated with discontinued operations, includingcarve-out costs to segregate the Commercial Aviation business unit and related services (costs to sell). Expenses with corporate projects are fully excluded from the discontinued operation results.

Financial expenses on loans and financing interest that comprise the disposal group, including monetary and foreign exchange gains or losses of financial assets and liabilities held for sale.

Income tax expenses generated by the Commercial Aviation business unit and related services operations, as well as income tax expenses incurred as part of the internalcarve-out process and restructuring of corporate structure of foreign subsidiaries. Deferred income taxes were allocated to discontinued operations on a legal entity basis and whether it is part of the disposal group considering the future tax benefit or expense will be carryforward by the legal entity.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

   12.31.2019   12.31.2018   12.31.2017 

REVENUE

   2,844.5    2,943.4    3,312.9 

Cost of sales and services

   (2,407.2   (2,373.6   (2,515.5
  

 

 

   

 

 

   

 

 

 

GROSS PROFIT

   437.3    569.8    797.4 

Operating Income (expense)

      

Administrative

   (53.5   (46.5   (40.2

Selling

   (137.7   (152.8   (146.0

Research

   (29.8   (26.6   (27.0

Other operating income (expense), net

   (131.0   (25.6   (46.5
  

 

 

   

 

 

   

 

 

 

OPERATING PROFIT BEFORE FINANCIAL RESULT

   85.3    318.3    537.7 

Financial income, net

   (177.5   (177.7   (135.6

Foreign exchange gain (loss) , net

   7.2    5.1    0.9 
  

 

 

   

 

 

   

 

 

 

NET INCOME (LOSS) BEFORE TAXES ON INCOME

   (85.0   145.7    403.0 

Income tax expense

   (26.8   (55.6   0.3 
  

 

 

   

 

 

   

 

 

 

NET INCOME (LOSS) OF THE DISCONTINUED OPERATIONS

   (111.8   90.1    403.3 
  

 

 

   

 

 

   

 

 

 

4.4

Cash flows

The Company’s cash flows attributable to assets and liabilities held for sale and results from the discontinued operation are as follows:

   12.31.2019   12.31.2018   12.31.2017 

Net cash generated by operating activities

   301.9    466.4    710.3 

Net cash used by investing activities

   (239.8   (295.5   (401.3

Net cash (used) generated by financing activities

   (19.1   (212.5   555.7 
  

 

 

   

 

 

   

 

 

 
   43.0    (41.6   864.7 

 

5.

Accounting standards not yet adopted

New accounting standards and interpretations have been published or are in the process of being amended and will be effective in the coming years, however they were not cited, as, according to the Company’s assessment, no material impact arising from their application is expected.

6.

Cash and cash equivalents

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Cash and banks

   383.4    389.0    585.0    125.4 
  

 

   

 

   

 

   

 

 
   383.4    389.0    585.0    125.4 
  

 

   

 

   

 

   

 

 

Cash equivalents

        

Private securities (i)

   219.4    420.8    64.9    352.6 

Fixed deposits (ii)

   668.0    431.7    205.3    802.9 
  

 

   

 

   

 

   

 

 
   887.4    852.5    270.2    1,155.5 
  

 

   

 

   

 

   

 

 
  1,270.8   1,241.5    855.2    1,280.9 
  

 

   

 

   

 

   

 

 

 

(i)Investment

Applications in Bank Deposit Certificates – CDBs and Repurchase Agreements - REPO(CDB’s), issued by Brazilian financial institutions with original maturities ofin Brazil, available for redemption in up to 90 days or less, for which there are no penaltieswithout impact on remuneration if the Company decides to terminate the transaction before the original maturity date.contracted remuneration.

(ii)

Fixed term deposits in US Dollars with original maturities of 90 days or less.

6.Financial investments

   12.31.2017   12.31.2016 
   Assets measured at
fair value through
profit or loss
   Held to
maturity
   Available for
sale
   Total   Assets measured at
fair value through
profit or loss
   Held to
maturity
   Available for
sale
   Total 

Financial instruments

                

Private securities (i)

   516.7    —      —      516.7    712.6    —      —      712.6 

Structured Notes (ii)

   —      1,249.6    —      1,249.6    —      103.4    —      103.4 

Fixed Deposits (iii)

   791.6    —      —      791.6    354.5    620.9    —      975.4 

Other (iv)

   —      0.2    58.8    59.0    0.2    117.1    35.0    152.3 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
   1,308.3    1,249.8    58.8    2,616.9    1,067.3    841.4    35.0    1,943.7 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Current portion

   1,308.3    998.5    58.8    2,365.6    1,067.3    673.2    35.0    1,775.5 

Non-current

   —      251.3    —      251.3    —      168.2    —      168.2 

(i)Private securities include CDBs, Repurchase Agreements – REPO and other deposits without early redemption issued by Brazilian financial institutions, with original maturities of more than 90 days, for which there are penalties on remuneration if the Company decides to terminate the transaction before the original maturity date.
(ii)Structured Notes issued by financial institutions in accordance with the Financial Management Policy. Includes a total of US$ 855.1 in short term Structured Notes purchased in 2017.
(iii)Fixed deposits in US Dollars, including Certificate of Deposits and Time Deposits, with original maturities higher than 90 days.
(iv)In the “Available for sale” category, it refers to shares of the newly created Republic Airways Holdings, a company emerged from the old Republic Airways Holding’s Chapter 11. These shares were received by the Company as part of the Republic Airways Holdings emerging plan.

The weighted average interest rates at December 31, 2017 for cash equivalents and financial investments in reais and in dollars were 10.18% p.a. and 1.72% p.a. (14.21% p.a. and 1.87% p.a. respectively at December 31, 2016).

7.Trade accounts receivable, net

   12.31.2017   12.31.2016 

Foreign customers

   438.4    429.3 

Brazilian Air Force

   314.1    263.5 

Domestic customers

   30.1    30.8 
  

 

 

   

 

 

 
   782.6    723.6 

Allowance for doubtful accounts

   (65.5   (58.2
  

 

 

   

 

 

 
   717.1    665.4 
  

 

 

   

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

7.

Financial investments

   12.31.2019   12.31.2018 
   Fair value
through profit
or loss
   Total   Amortised cost   Fair value
through other
comprehensive
income
   Fair value
through profit
or loss
   Total 

Financial instruments

            

Private securities (i)

   —      —      —      50.4    —      50.4 

Structured Notes (ii)

   358.8    358.8    48.8    —      1,308.0    1,356.8 

Investment funds

   5.3    5.3    —      —      2.4    2.4 

Fixed Deposits (iii)

   —      —      —      457.3    0.1    457.4 

Other (iv)

   60.6    60.6    —      —      59.9    59.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
   424.7    424.7    48.8    507.7    1,370.4    1,926.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Current portion

   409.8    409.8    1.1    507.7    1,234.6    1,743.4 

Non-current

   14.9    14.9    47.7    —      135.8    183.5 

(i)

Private securities, being investments in Financial Bills, investments in Bank Deposit Certificates and Committed Transactions issued by Brazilian financial institutions, issued with maturities of more than 90 days.

(ii)

Structured notes, being: US$ 222.5 with credit risk of the financial institution issuer and the Brazilian government, and the amount of US$ 121.4 associated with credit risk of two financial institutions concurrently (US$ 1,103.7 and US$ 121.0, respectively, on December 31, 2018).

In addition, the Company maintains financial investments in structured notes associated with its own credit risk in the amount of US$ 14.9 as of December 31, 2019 (US$ 83.2 as of December 31, 2018).

The increase in profitability was obtained through a Credit default swap - CDS, a transaction which provides the right for early redemption of the note in case of a default event of the Company. After a default event, the note may be redeemed by the holder by the market value or original face value, which would result in a loss to the Company of all interest accrued so far.

Default events that may anticipate the maturity of the notes are, among others: (a) the insolvency or judicial recovery of the Company; and (b) delinquency or restructuring of the Company’s debts in financing agreements.

In case of default, the maturity dates of these notes will be accelerated, and the notes will be realized at market value, limited to a minimum of the initial investment. Any amount for which the market value exceeds the amount invested will be paid to the Company in the form of securities or loans of that amount.

(iii)

Fixed term deposits in US Dollars issued by financial institutions, with original maturities of 90 days or less from the date of hiring.

(iv)

Shares from Republic Airways Holdings, arising from the request for the judicial reorganization of the former entity Republic Airways and received by the Company as part of the restructuring plan (Note 25).

The weighted average nominal interest rates on December 31, 2019, related to cash equivalents and financial investments made in Brazilian Reais were 5.96% p.a., equivalent to 100.14% of the CDI, and in Dollars 2.68% p.a. (6.56% p.a., equivalent to 101.26% of the CDI and in Dollars, 2.40% p.a. on December 31, 2018).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

At December 31, 2017, the

8.

Trade accounts receivable, net

   12.31.2019   12.31.2018 

Foreign customers

   149.6    325.7 

Brazilian Air Force

   7.0    21.8 

Domestic customers

   3.9    15.5 
  

 

 

   

 

 

 
   160.5    363.0 

Allowance for doubtful accounts

   (11.1   (45.0
   149.4    318.0 
  

 

 

   

 

 

 

The amounts and maturities of these trade accounts receivable of US$ 619.8 (December 31, 2016 – US$ 566.6) were current and not past due. There were accounts receivable overdue, but not impaired, for the period presented, related to independent customers with no recent history or expectation of default. The analysis of past due accounts receivable are presented below:

   12.31.2017   12.31.2016 

Up to 90 days

   48.9    49.6 

From 91 to 180 days

   19.2    19.5 

More than 180 days

   29.2    29.7 
  

 

 

   

 

 

 
   97.3    98.8 
  

 

 

   

 

 

 

Changes in estimated losses on settlement are shown below:

 

   12.31.2017   12.31.2016   12.31.2015 

Beginning balance

   (58.2   (47.3   (42.9

Additions

   (15.0   (41.7   (13.4

Reversal

   5.7    20.0    2.4 

Written-off

   5.2    10.3    3.6 

Foreign exchange variation

   (3.2   0.5    3.0 
  

 

 

   

 

 

   

 

 

 

Ending balance

   (65.5   (58.2   (47.3
  

 

 

   

 

 

   

 

 

 
   12.31.2019   12.31.2018 

Current

   104.2    217.0 

Up to 90 days

   25.6    52.6 

From 91 to 180 days

   10.3    13.6 

More than 180 days

   20.4    79.8 
  

 

 

   

 

 

 
   160.5    363.0 
  

 

 

   

 

 

 

The Company’s salesChanges in estimated credit losses year over year are denominated in various currencies and trade accounts receivable from customers are maintained as follows:shown below:

 

   12.31.2017   12.31.2016 

U.S. dollar

   456.7    527.7 

Euros

   116.2    68.0 

Reais

   138.2    69.6 

Other

   6.0    0.1 
  

 

 

   

 

 

 
   717.1    665.4 
  

 

 

   

 

 

 
   12.31.2019   12.31.2018   12.31.2017 

Beginning balance

   (45.0   (52.9   (41.6

Additions/Reversal

   (4.4   11.9    (12.2

Write-off

   7.5    3.6    5.2 

Foreign exchange variation

   0.8    (7.6   (4.3

Assets held for sale

   30.0    —      —   
  

 

 

   

 

 

   

 

 

 

Ending balance

   (11.1   (45.0   (52.9
  

 

 

   

 

 

   

 

 

 

 

9.7.1Construction Contracts

The consolidated balances at December 31, 2017 for accounts receivable and revenue recognized in accordance with the POC method totaled US$ 487.3 ( December 31, 2016 - US$ 430.8) and US$ 835.2 (December 31, 2016 - US$ 854.2), respectively, and the costs related to these contracts totaled US$ 744.1 (December 31, 2016 – US$ 675.1).

8.Derivative financial instruments

Derivative financial instruments are contracted to protect the Company’s operations from exchange and interest rate fluctuations and are not used for speculation.

As of December 31, 2017,2019, the Company had derivative financial instruments such as swaps and optionthe following operations:

Non-deliverable forward (NDF), with the purpose of protecting the Company against the risks of exchange rate fluctuations. The fair value is determined by the observable market pricing model.

Swap operations, with the main objective of changing the debts index, from floating rates to purchasefixed interest rate, currency put and call options andNon-Deliverable Forwards (NDF).

The Company enters into swap contracts to exchange a floating rate loan to a fixed rate loan or to exchange cash flows in U.S. dollars for cash flows in reais,rates or vice versa, exchange of Dollar to Real or Euro and to exchange Euros for U.S. dollars or vice versa according to the need to protect the transactions in accordance with the valuation of the Company. These derivative financial instruments are also contracted for the purpose of exchanging the investment index atpre-fixed interest rates for floating interest rates.versa. The fair valuevalues of these instruments isare measured using a discounted cashby the future flow, model, determined by applying the contractual interest rates up to maturity, and discounted to present value onat the date of the consolidated financial statements atby the currentprevailing market rates.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millionsPurchase of U.S. dollar, unless otherwise stated

Cash flow hedges are contractedsell and by currency options, in order to protect highly probable cash flows for the parent company’s wage costs denominated in reais related to salaries expensesReais, against exchange rate variations.the risk of currency fluctuations. The financial instrument normally used by the Company for this type of transaction is theazero-cost collar, which consists of buyingthe purchasing of a put optionsoption and sellingthe sale of a call optionsoption, contracted with the same counterparty and with zero netazero-net premium. The fair value of these instrumentsthis instrument is determined in accordance withby the observable market pricing model (through market information providers) and widely used by market playersparticipants to measure similar instruments. When the U.S. dollar closing rate is between the put and call exercise values, the fair value reflects the extrinsic value of the option, i.e., the value that is directly connected to the time remaining to maturity. The projected cash flows will affect the income statement according to the accrual period.

Non- Deliverable Forwards are contracted to protect the Company against the risk of fluctuations in exchange rates. The fair value is determined in accordance with the observable market pricing model.

EmbraerS.A.

As of December 31, 2017, the Company did not have any derivative contracts subject to margin calls.

         Settlement
date
  Consolidated 

Purpose

  

Risk

  

Counterparty

    12.31.2017   12.31.2016 

Brazilian Real expenses (i)

  Exchange rate  Citibank  2018   0.8    3.5 
    BofaMLynch  2018   0.3    1.0 
    Santander  2018   1.4    0.5 
    BNP PARIBAS  2018   1.3    —   

Export financing (ii)

  Interest rate  Bradesco  2018   3.7    3.5 
    Votorantim  —     —      (0.1
    BofaMLynch  2018   4.5    4.9 
    Santander  2019   5.0    3.9 

Project development (ii)

  Interest rate  Itau BBA  2023   0.3    0.1 
    Votorantim  2022   0.5    0.1 
    BofaMLynch  2023   0.7    0.3 
    Santander  2023   2.7    1.7 
    HSBC  2022   0.4    0.1 
    Société Générale  2022   0.2    —   
    Safra  2022   0.2    0.1 
    Morgan Stanley S/A  2023   3.0    2.6 
    Bradesco  2022   0.7    0.6 

Investments (iii)

  Interest rate  Bradesco  2018   (1.1   —   
    Santander  2018   (0.1   —   
    BNP PARIBAS  2018   (0.1   —   

Export (iv)

  Exchange rate and Interest rate  Santander  2018   (0.1   (0.3

Export (v)

    Itau BBA  2027   0.5    —   
        

 

 

   

 

 

 

Derivatives designated as hedge accounting

       24.8    22.5 
        

 

 

   

 

 

 

Recourse andnon-recourse debt (vi)

  Interest rate  Natixis  2022   1.0    1.9 

Acquisition of property, plant and equipment (vii)

  Interest rate  Compass Bank  2024   (0.2   (0.3

Export (viii)

  Exchange rate  Santander Totta  2017   —      (0.4
    Natixis  2018   (0.3   —   
    BNP PARIBAS  2018   0.1    —   
        

 

 

   

 

 

 

Other Derivatives

         0.6    1.2 
        

 

 

   

 

 

 
         25.4    23.7 
        

 

 

   

 

 

 

(i)Zero-cost collar derivative financial instruments, designated as cash flow hedges, of US$ 72.3, equivalent to R$ 245.8 million, through purchase of a PUT option with an exercise price of R$ 3.40 and sales of CALL with an average weighted exercise price of R$ 3.7591 for the year 2017, and the amount of US$ 249.9, equivalent to R$ 829.9 million, through purchase of a PUT option with an exercise price of R$ 3.32 and sales of a CALL option with an exercise price of R$ 3.7520 for 2018;

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

Purpose

      Risk   Settlement date   12.31.2019   12.31.2018 

Derivatives designated as hedge accounting

 

       1.4    1.2 
        

 

 

   

 

 

 
          

Expenses in Brazilian Reais (i)

   Exchange rate      2019    —      (7.5
       2020    (0.1   —   

Project development (ii)

   Interest rate      2019    —      0.9 
       2022    —      5.2 
       2023    1.5    0.3 

Export

   Interest rate      2027    —      2.3 
        

 

 

   

 

 

 

Other Derivatives

         (3.8   0.2 
        

 

 

   

 

 

 

Recourse andnon-recourse debt (iv)

   Interest rate      2019    —      0.3 

Acquisition of property, plant and

   Interest rate      2019    (0.1   (0.1

equipment (v)

          

Export (vi)

   Exchange rate     ��2019    0.3    —   

Expenses in Brazilian Reais (i)

   Exchange rate      2019    (4.0   —   
        

 

 

   

 

 

 

Total

         (2.4   1.4 
        

 

 

   

 

 

 

 

(i)

Zero-cost collar derivative financial instruments, designated as cash flow hedge amounting to US$ 98.1 equivalent to R$ 372.7 million, with purchase of PUT at the weighted average exercise price of R$ 3.80 and sale of CALL at the weighted average exercise price of R$ 4.40 for 2019.

(ii)

Derivative financial instruments (interest rate swaps), designated as fair value hedge, accounting of interest, ofamounting to R$ 1,961.9165.7 million, equivalent to US$ 593.1, from41.1, of the Export Financing and Project Development debt lines subject to a weighted average fixed interest rate of 6.27%3.5% p.a. tofor a floating weighted average floating rate equivalent to 44.14%31.46% of the CDI (Interbank Deposit Certificate).CDI.

(iii)

Derivative financial instruments (interest rate swaps) designated as hedge accounting of interest,, which converted the amount of R$ 287.9 million,US$ 2.8 from a floating interest rate equivalent to US$ 86.8,65% of investments withLIBOR 1 month + 2.4375% p.a. to a fixed weighted average interest rate of 10.6%5.23 % p.a. to a floating weighted average rate equivalent to 101.87% of the CDI (Interbank Deposit Certificate).

(iv)Derivative financial instruments (swaps), in the amount of US$ 2.9, equivalent to R$ 9.4 million related to the exchange of currency from the U.S. dollar to thereal and a fixed rate of 4.65% p.a. to a floating rate equivalent to 129.50% of the CDI (Interbank Deposit Certificate).
(v)Derivative financial instruments (interest swaps) designated as hedge accounting of interest, which converted the amount of R$ 330.8 million, equivalent to US$ 100.0, from a debt instrument with LIBOR interest rate of 6 months to fixed interest of 2.37% p.a.;
(vi)Derivative financial instruments (swaps), which converted the amount of R$ 43.5 million, equivalent to US$ 13.2 for recourse andnon-recourse debt, from an average fixed interest rate of 8.41% p.a., to a floating rate equivalent to LIBOR 6 month + 1.14% p.a.;
(vii)Derivative financial instruments (swaps), relating to a transaction of R$ 12.2 million, equivalent to US$ 3.7, which converted funding transactions subject to LIBOR 1 month + 2.44% p.a. floating interest rates to a fixed interest rate of 5.23% p.a.;
(viii)

Derivative financial instruments(Non-Deliverable Forwards), amounting to US$ 23.416.5, equivalent to R$ 77.466.5 million relating to U.S. dollar to Euro currency exchangesexchanges.

(v)

Derivative financial instruments(Non-Deliverable Forwards), amounting to US$ 160.0, equivalent to R$ 789.2 million related to the sale of US dollars and purchase of Reais.

AtOn December 31, 20172019, the amount of loans and financing measured at amortized cost amounted to US$ 89.5, considering themark-to-market effect of the hedged risk protected by the hedge structure US$ 90.9 (on December 31, 2016,2018, US$ 3,647.6 and US$ 3,648.4, respectively).

The hedge effectiveness ratio of the fair value of derivative financial instrumentsand cash flow hedge on the initial date was presented1:1 and 1:1, respectively. Considering the changes in the Statementdiscounted cash value of Financial Position as follows:

   12.31.2017   12.31.2016 

Assets

    

Current portion

   29.5    21.0 

Non-current

   4.8    11.1 

Liabilities

    

Current portion

   (8.8   (8.4

Non-current

   (0.1   —   
  

 

 

   

 

 

 

Net derivative financial instruments

   25.4    23.7 
  

 

 

   

 

 

 

9.Customer and commercial financing

Customerthe instruments not yet settled since January 1 and commercial financing refers to the partial financingamount of certain aircraft sales by the Company, mainly dollar-denominated, at average interest rates athedged item, the effectiveness ratio was 1:1 and 1:1.1737 (1:1.0008 and 1:1.0303 on December 31, 2017 of 3.24% p.a. (December 31, 2016, 5.38% p.a.), secured on the aircraft covered by the financing and at present value, if applicable. The maturities are monthly, quarterly and half-yearly, classified as follows:2018).

   12.31.2017   12.31.2016 

Current portion

   2.1    8.5 

Non-current portion

   14.3    28.9 
  

 

 

   

 

 

 
   16.4    37.4 
  

 

 

   

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

AtOn December 31, 2017, the amount of US$ 3.1 was accrued for losses in accordance with Company policy (US$ 3.1 at2019, and December 31, 2016).

At December 31, 2017,2018, the long-term customer financing maturities werefair value of derivative financial instruments was recognized in the Company’s assets and liabilities as follows:

Year

    

2018

   1.8 

2019

   1.8 

2020

   1.8 

2021

   1.8 

Thereafter 2021

   7.1 
  

 

 

 
   14.3 
  

 

 

 
   12.31.2019   12.31.2018 

Assets

    

Current portion

   1.4    5.4 

Non-current

   0.7    4.1 

Liabilities

    

Current portion

   (4.5   (8.1
  

 

 

   

 

 

 

Net derivative financial instruments

   (2.4   1.4 
  

 

 

   

 

 

 

 

10.

Collateralized accounts receivable and recourse andnon-recourse debt

Refers to

10.1

Collateralized accounts receivable

The Company held certain structured transactionsoperations in the Commercial Aviation business unit in which the amount receivable comprisesfinancial asset was comprised of financial inflows to be received over time and unguaranteed residual valuesvalue of aircraft under specified return conditions to be received at the end of the contract. The residual value of aircraft is monitored with the objective of recognizing its fair value in the accounts.contract term. These structured transactions (Note 2.2.10)operations were financed by a third party andparties with the amounts were recognizedliability recorded as recourse andnon-recourse debt. As of December 31, 2019, the remaining operations were ceased with full collection of minimum lease payments receivable and settlement of related liabilities with third parties (Note 10.2).

The cash inflowImpairment losses over the unguaranteed residual value of aircraft included in such structured operations amounted to US$ 32.8 in 2019 (US$ 32.2 in 2018) recognized as expenses of discontinued operations.

In addition, certain structured transactions wasoperations of the Commercial Aviation business unit had its cash inflows sold to third parties, to whom financial guarantees were granted. In such cases, the Company maintained the cash inflow inrecorded as collateralized accounts receivable (guaranteed operation) and recognized the corresponding liabilities inrecorded as recourse andnon-recourse debt.debt (Note 10.2) the related liabilities until it is exposed to the significant risks of this transaction. This structure completion is expected to 2025 and it is not part of assets and liabilities held for sale being retained by the Company continuing operations.

   12.31.2019   12.31.2018 

Estimated residual value of leased assets

   —      215.8 

Minimum lease payments receivable

   —      122.6 

Guaranteed operation (cash inflow)

   17.6    27.0 

Impairment

   —      (129.5
  

 

 

   

 

 

 

Investment in sales-type lease

   17.6    235.9 
  

 

 

   

 

 

 

Current portion

   4.0    218.5 

Non-current portion

   13.6    17.4 

 

 10.1.10.2Collateralized accounts receivable

Recourse andnon-recourse debt

 

   12.31.2017   12.31.2016 

Estimated residual value of leased assets

   215.6    222.6 

Minimum lease payments receivable

   127.6    125.6 

Guaranteed operation (cash inflow)

   42.7    52.7 

Impairment (i)

   (97.2   (77.6
  

 

 

   

 

 

 

Investment in sales-type lease

   288.7    323.3 
  

 

 

   

 

 

 

Current portion

   185.6    142.8 

Non-current portion

   103.1    180.5 

(i)The amount recognized relates to the devaluation of assets linked to structured financing (Note 2.2.10).

At December 31, 2017, the maturities of the amounts classified asnon-current assets are as follows:
   12.31.2019   12.31.2018 

Recourse debt

   10.6    330.6 

Non-recourse debt

   7.0    10.8 
  

 

 

   

 

 

 
   17.6    341.4 
  

 

 

   

 

 

 

Current portion

   4.0    324.0 

Non-current portion

   13.6    17.4 

Year

    

2019

   26.4 

2020

   42.5 

2021

   24.5 

2022

   4.0 

Thereafter 2022

   5.7 
  

 

 

 
   103.1 
  

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

10.2.Recourse andnon-recourse debt

   12.31.2017   12.31.2016 

Recourse debt

   347.0    352.8 

Non-recourse debt

   17.1    21.1 
  

 

 

   

 

 

 
   364.1    373.9 
  

 

 

   

 

 

 

Current portion

   17.6    22.9 

Non-current portion

   346.5    351.0 

At December 31, 2017, the maturities of the amounts classified asnon-current liabilities were as follows:

Year

    

2019

   328.9 

2020

   3.8 

2021

   4.1 

2022

   4.0 

Thereafter 2022

   5.7 
  

 

 

 
   346.5 
  

 

 

 

 

11.

Guarantee Depositsdeposits

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Sales financing guarantees (i)

   321.4    321.2    —      314.4 

Sales structure guarantees (ii)

   60.8    177.0    —      25.3 

Other

   11.6    13.2    0.6    10.0 
  

 

   

 

   

 

   

 

 
  393.8   511.4    0.6
    349.7 
  

 

   

 

   

 

   

 

 

Current portion

   0.1    339.9 

Non-current

   0.5    9.8 

 

(i)

Financial investments denominated in US dollars,Dollars, tied to sale financing structures untilstructured operations from Commercial Aviation aircraft, whose waive depended on the completion of such structures.these structures and the settlement of the obligation of recourse andnon-recourse debt in the same amount. As of December 31, 2019, the obligation was settled, and the funds released.

(ii)

US dollar amounts deposited in an escrow account as collateral for the financing of certain aircraft sold where Embraer serves as secondary guarantor. IfAs of December 31, 2019, the initial guarantor ofobligation has been settled and the debt (unrelated party) is required to pay the lender, the initial guarantor will be entitled to the amountguarantee has ended.

12.

Inventories

   12.31.2019   12.31.2018 

Raw materials

   499.2    897.6 

Work in process

   439.7    891.6 

Spare parts

   224.6    424.3 

Finished goods (i)

   106.0    146.4 

Held by third parties

   50.7    108.7 

Inventory in transit

   21.0    91.1 

Consumption materials

   24.2    48.3 

Used aircraft (ii)

   5.9    46.0 

Advances to suppliers

   29.6    31.4 

Loss on adjustment to market value (iii)

   (0.9   (7.7

Loss due to obsolescence (iv)

   (95.6   (170.7
  

 

 

   

 

 

 
   1,304.4    2,507.0 
  

 

 

   

 

 

 

(i)

The following aircraft were held in the escrow account in proportion to their guarantee. The amount is returned in the form of cash to the Company at maturity of the financing contracts if the aircraft purchaser does not default on the loan. The interest on the escrow account is added to the principal and recognized by the Company as financial income.finished goods inventory:

In 2004, seeking to ensure profitability compatible with

December 31, 2019: one Legacy 650, one Phenom 100, three Phenom 300, two Praetor 500, three Praetor 600, two Ipanema.

December 31, 2018: two Legacy 450, four Legacy 500, one Phenom 100; three Phenom 300, one Lineage and two Ipanema.

(ii)

The following used aircraft were held in inventory as available for sale:

December 31, 2019: one Phenom 300. The inventories of used aircraft reclassified as assets held for sale (Note 4) was comprised of two Embraer 135 and three Embraer 145.

December 31, 2018: one Legacy 450, one Lineage, one Phenom 300.

Of the termtotal aircraft held in inventories as of the guarantee, the Company invested principal of US$ 123.4 in14-year structured notes. This yield enhancement was obtained through a credit default swap (CDS), a transaction which provides the right of early redemption of the note in the case of defaultDecember 31, 2019, one Praetor 600 and two Ipanema had been delivered by the Company. Upon such default, the note may be redeemed by the holder at its market value or its original face value, which would result in a loss to the Company of all interest accrued to that date.until May 18, 2020.

Default events that could bring forward the due date for the notes include: (a) bankruptcy or insolvency of the Company and (b) failure to pay or restructuring of Company debts in financing contracts.

EmbraerS.A.

In the event of default, the maturity dates of these notes will be brought forward and the notes will be realized at market value, limited to a minimum of the amounts originally invested. Any amount by which the market value exceeds the amount invested will be paid to the Company in the form of bonds, or loans of that amount.

In December 2017, a portion of the structured notes totaling an aggregate amount of US$ 169.1 was released as collateral, and is now recorded as a Financial Investment. See Note 6 for further information.

At 31 December 2017 the guarantor to whom the guarantees are linked was in compliance.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

12.(iii)Inventories

   12.31.2017   12.31.2016 

Raw materials

   865.6    952.9 

Work in process

   612.4    713.9 

Spare parts

   405.2    391.1 

Used aircraft available for sale (i)

   102.0    207.7 

Finished goods (ii)

   89.9    156.0 

Inventory in transit

   85.2    67.9 

Held by third parties

   82.3    77.5 

Consumption materials

   47.6    46.9 

Advances to suppliers

   28.9    40.5 

Loss on adjustment to market value (iii)

   (17.2   (19.9

Loss due to obsolescence (iv)

   (153.2   (138.1
  

 

 

   

 

 

 
   2,148.7   2,496.4 
  

 

 

   

 

 

 

(i)The following used aircraft were held in inventory as available for sale:

At December 31, 2017: three EMBRAER 140, two Lineage, one Boeing BBJ 737; and

At December 31, 2016: nine EMBRAER 140, one EMBRAER 145, two Legacy 500, one Legacy 450, four Phenom 300, two Lineage, one Ipanema, one Gulfstream G350, one Boeing BBJ 737, two Cessna 560XL.

(ii)The following aircraft were held

Changes in the finished products inventory:

At December 31, 2017: one Legacy 450, one Phenom 100, one Phenom 300, one Super Tucano two Legacy 500, one Lineage and two Ipanema; and

At December 31, 2016: one EMBRAER 195, two Legacy 450, two Legacy 500, four Phenom 100, three Phenom 300, one Lineage, one Super Tucano and two Ipanema.

Of the total aircraft inventories at December 31, 2017, one Phenom 100 and one Ipanema had been delivered by March 15, 2018.

(iii)Refers to the provision recorded for adjustments to the realizable value of used aircraft were as follows:

 

  12.31.2017   12.31.2016   12.31.2015   12.31.2019   12.31.2018   12.31.2017 

Beginning balance

   (19.9   (25.4   (8.0   (7.7   (17.2   (19.9

Additions

   (8.2   (14.0   (18.8   (5.2   (8.8   (8.2

Disposals

   10.9    19.5    1.4    11.2    18.3    10.9 

Assets held for sale

   0.8    —      —   
  

 

   

 

   

 

   

 

   

 

   

 

 

Ending balance

   (17.2   (19.9   (25.4   (0.9   (7.7   (17.2
  

 

   

 

   

 

   

 

   

 

   

 

 

 

(iv)A provision was recorded for items without activity for over two years and with no planned use in the production program, and to cover expected losses from excess inventories or obsolete work in progress, except for inventories of spare parts, for which the provision is based on technical obsolescence of items without activity for over two years.

Changes in the provision for obsolescence were as follows:

   12.31.2019   12.31.2018   12.31.2017 

Beginning balance

   (170.7   (153.2   (138.1

Additions

   (50.3   (59.8   (48.7

Disposals

   29.8    41.5    37.0 

Foreign exchange loss

   0.9    0.8    (3.4

Assets held for sale

   94.7    —      —   
  

 

 

   

 

 

   

 

 

 

Ending balance

   (95.6   (170.7   (153.2
  

 

 

   

 

 

   

 

 

 

Embraer S.A.

13.

Other assets

   12.31.2019   12.31.2018 

Taxes recoverable (i)

   94.4    132.2 

Court-mandated escrow deposits (iii)

   30.1    43.0 

Prepaid expenses

   22.5    24.3 

Advances for services to be rendered

   9.6    3.2 

Other debtors (ii)

   4.9    61.6 

Loan with a joint operation

   4.2    23.2 

Advances to employees

   1.9    8.5 

Other

   14.3    13.0 
  

 

 

   

 

 

 
   181.9    309.0 
  

 

 

   

 

 

 

Current portion

   120.1    203.4 

Non-current portion

   61.8    105.6 

(i)

Taxes recoverable

   12.31.2019   12.31.2018 

ICMS (State Value-added Tax) and IPI (Excise Tax)

   65.1    85.5 

PIS (Social Integration Program) and COFINS

   12.0    24.5 

Income tax and social security on net income

   7.5    7.7 

ISS (Service tax)

   5.3    5.9 

Other

   4.5    8.6 
  

 

 

   

 

 

 
   94.4    132.2 
  

 

 

   

 

 

 

Current portion

   64.6    93.7 

Non-current portion

   29.8    38.5 

(ii)

Refers to deposits arising from lawsuits, substantially to federal taxes and contributions, in which there is a liability recorded Note26.

(iii)

Corresponds mainly to rework done on products supplied by third parties, which will be reimbursed according to the contractual terms and credits negotiated with certain suppliers that will be consumed over time from other receivables from suppliers.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

   12.31.2017   12.31.2016   12.31.2015 

Beginning balance

   (138.1   (161.2   (156.4

Additions

   (48.7   (59.8   (52.9

Disposals

   37.0    83.7    43.8 

Reversals

   —      —      1.5 

Foreign exchange loss

   (3.4   (0.8   2.8 
  

 

 

   

 

 

   

 

 

 

Ending balance

   (153.2   (138.1   (161.2
  

 

 

   

 

 

   

 

 

 

13.Other Assets

   12.31.2017   12.31.2016 

Taxes recoverable (i)

   171.0    156.8 

Court-mandated escrow deposits (ii)

   62.5    61.3 

Prepaid expenses

   22.4    19.9 

Loan with a joint operation (iii)

   19.7    18.0 

Advances to employees

   12.5    11.4 

Advances for services to be rendered (iv)

   11.5    133.2 

Credit with suppliers (v)

   1.8    43.0 

Compulsory loan

   1.3    1.1 

Collateral pledged

   0.8    0.7 

Loans

   —      12.3 

Other

   73.4    48.9 
  

 

 

   

 

 

 
   376.9    506.6 
  

 

 

   

 

 

 

Current portion

   255.4    349.9 

Non-current portion

   121.5    156.7 

(i)Taxes recoverable

   12.31.2017   12.31.2016 

ICMS (State Value-added Tax) and IPI (Excise Tax)

   96.3    84.4 

PIS (Social Integration Program) and COFINS

(Contribution for Social Security)

   51.1    52.7 

Income tax and social security on net income withheld

   8.8    8.6 

Income tax recoverable

   0.1    —   

Other

   14.7    11.1 
  

 

 

   

 

 

 
   171.0    156.8 
  

 

 

   

 

 

 

Current portion

   120.4    74.3 

Non-current portion

   50.6    82.5 

(ii)Court-mandated escrow deposits relate to amounts deposited in connection with pending legal actions, substantially federal taxes and contributions where a liability has been established, as described in Note 23.
(iii)Refers to the joint operation of the Embraer Group (2.1.4), in which only assets and liabilities under the Company’s responsibility are consolidated. Thus, the amount presented refers to the balance of the intercompany loan receivable from the other partner of EZ Air Interior Limited.
(iv)In 2016 refers mainly to advances to the supplier hired by subsidiary Visiona to launch the geostationary satellite.
(v)Refers to rework carried out on products supplied by third parties, to be reimbursed in accordance with contractual agreements and credits negotiated with certain suppliers that will be consumed over time.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

14. Interest in entities

14.Interest in entities

 

 (i)14.1

Wholly owned subsidiaries and special purpose entities

Wholly-ownedWholly owned subsidiaries and special purpose entities (SPEs) controlled directly or indirectly by the Company and jointly controlled entities are described in notes 2.1.2 andNote 2.1.3 and are consolidated into the Embraer group.

There are no contractual or legal restrictions on the Company’s access to assets or settlement of liabilities of the wholly owned subsidiaries of the group.

There are inherent risks to the operations of these entities, the most significant of which are described below:

 

Economic Risks: potential losses from fluctuations in market conditions (price of products, exchange rate and interest);.

 

Operational risk: potential losses resulting from the emergence of new technologies or failure of current processes;processes.

 

Credit risk: potential losses that might occur if a third party (customer) becomes unable to meet its obligations;obligations, and

 

Liquidity risk: financial inability to meet financial obligations.

 

 (ii)14.2

Subsidiaries with participation ofnon-controlling shareholders

Non-controllingshareholders have interests in the group entities listed below, however, based on contractual agreements and analysis of the applicable accounting standards, the Company has control and therefore has the right to consolidate the following entities:

 

      Embraer Group       Comprehensive 

Entity

 

Country

  Participation
Embraer Group
 Participation
noncontrolling
   Country   interest% Non-controlling interest   income 

OGMA - Indústria Aeronática de Portugal S.A.

 Portugal   65.0 35.0   Portugal    65.0 35.0 53.9    3.0 

Harbin Embraer Aircraft Industry Company Ltd.

 China   51.0 49.0

Embraer CAE Training Services Ltd.

 United Kingdom   51.0 49.0   United Kingdom    51.0 49.0  —      —   

Visiona Tecnologia Espacial S.A.

 Brazil   51.0 49.0   Brazil    51.0 49.0 20.0    (0.5

Embraer CAE Training Services

 United States of America   51.0 49.0   United States of America    51.0 49.0 23.0    10.2 

EZ Air Interior Limited

 Ireland   50.0 50.0

Bradar Aerolevantamento Ltda

 Brazil   25.0 75.0
      

 

   
       96.9   
      

 

   

Although the Embraer group holds 51.0% of the entities Harbin Embraer Aircraft Industry Company Ltd., Embraer CAE Training Services Ltd., and Visiona Tecnologia Espacial S.A., the and Embraer CAE Training Services. The powers described in the contractual agreements show that the Board of Directors is mainly comprised of Embraer representatives and the Embraer Group directs the principal operating activities of the entity.

An agreement with Bradar Sensoriamento Remoto Ltda. assigns to Embraer an irrevocable option to purchase all the shares of thenon-controlling interests. This option is exercisable at any time, can be transferred to any party, and determines the control of Bradar Sensoriamento Remoto Ltda by the Embraer group, despite holding only 25% of its capital.

The financial position of the most significant entitiesentity of the group withnon-controlling interests is summarized below.below, which is OGMA - Indústria Aeronáutica de Portugal S.A. Other entities combined represent less than 5% of consolidated profit before taxes on income.

Embraer S.A.

   12.31.2019   12.31.2018 

Cash and cash equivalents

   24.3    12.9 

Current assets

   180.2    168.9 

Non current assets

   60.8    61.0 

Current liabilities

   86.5    74.5 

Non current liabilities

   0.4    0.1 

Noncontrolling interest

   53.9    54.3 
   12.31.2019   12.31.2018 

Revenue

   277.5    162.9 

Net income for the year

   3.0    6.6 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

OGMA - Indústria Aeronáutica de Portugal S.A.         
   12.31.2017   12.31.2016   12.31.2015 

Cash and cash equivalents

   11.1    23.7    25.2 

Current assets

   207.6    154.7    164.9 

Non current assets

   66.0    55.4    44.3 

Current liabilities

   117.4    76.5    80.5 

Non current liabilities

   0.9    7.3    8.0 

Noncontrolling interest

   54.4    44.2    42.3 

Revenue

   214.7    233.3    180.8 

Net income for the year

   12.0    12.4    11.7 

Visiona Tecnologia Espacial S.A.

      
   12.31.2017   12.31.2016   12.31.2015 

Cash and cash equivalents

   1.7    8.2    16.2 

Current assets

   7.4    11.3    23.8 

Non current assets

   45.8    26.2    35.9 

Current liabilities

   10.9    9.0    31.2 

Noncontrolling interest

   20.8    10.0    10.0 

Revenue

   7.6    22.4    29.1 

Net income for the year

   17.2    (2.0   10.3 

Group subsidiaries withnon-controlling interests are subject to the same risks as the wholly owned subsidiaries.

 

(iii)Jointly controlled entity

EZ Air Interior Limited is a joint operation between the Embraer group and Zodiac Aerospace and shares with the other members joint management of the entities’ relevant activities.

The Company accounts for the assets, liabilities, revenues and expenses relating to its involvement in the joint operations in accordance with the rights and obligations assigned to Embraer.

   12.31.2017   12.31.2016   12.31.2015 

Cash and cash equivalents

   1.2    1.4    1.8 

Current assets

   28.8    27.7    26.2 

Non current assets

   7.1    5.4    5.1 

Current liabilities

   48.2    24.6    18.5 

Non current liabilities

   4.4    25.4    20.4 

Revenue

   40.5    50.8    31.2 

Net loss for the year

   0.2    (9.7   (3.8

15.

Related Partiesparties

 

 15.1.15.1

Related party transactions

The tabletables below summarizessummarize balances and transactions with related parties outside the group and refers mainly to:

 

assets:

Assets: (i) accounts receivable for spare parts, aircraft sales and product development, under conditions agreed between the parties, considering the volumes, risks involved and corporate policies (ii) mutual loans to subsidiaries abroad with interest rates compatible with those used by the Company on acquiring resources in foreign currencies (iii) balances of financial investments; and (iv) bank deposits;deposits.

 

liabilities:

Liabilities: (i) purchase of aircraft components and spare parts, under conditions agreed between the parties, considering the volumes, risks involved and corporate policies (ii) advances received on accountofsalessales contracts, according to contractual agreements; (iii) commission for sale of aircraft and spare parts (iv) financing for research and product development at market rates for this kind of financing (v) loans and financing; and (vi) mutual loan contracts with the subsidiaries abroad with interest rates equivalent to those used by the Company to acquire similar funding (vii) export financing;financing, and

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

amounts

Amounts in profit or loss:the consolidated statements of income: (i) purchases and sales of aircraft, components and spare parts and development of products for the defense and security market; (ii) financial income from financial investments and mutual loans;expense from loans and financing, and (iii) supplementary pension plan.

 

 15.1.115.2December 31, 2017

   12.31.2017 
   Current   Non-current   Financial
Results
  Operating
Results
 
   Assets   Liabilities   Assets   Liabilities    

Banco do Brasil S.A.

   227.2    92.9    330.8    319.5    (0.5  —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   —      88.4    —      219.0    (14.7  —   

Caixa Econômica Federal

   9.8    —      —      —      23.2   —   

Brazilian Air Force

   314.1    90.3    —      —      —     (23.7

Marinha do Brasil

   6.6    —      —      —      —     (6.2

Embraer Prev - Sociedade de Previdência Complementar

   —      0.2    —      —      —     (22.9

Empresa Portuguesa de Defesa – EMPORDEF

   —      7.0    —      —      —     —   

Brazilian Army

   —      11.1    —      —      —     (1.2

Financiadora de Estudo e Projetos – FINEP

   —      15.7    —      64.6    (2.9  —   

Telecomunicações Brasileiras S.A. - Telebrás

   —      2.0    —      —      —     40.0 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 
   557.7    307.6    330.8    603.1    5.1   (14.0
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

15.1.2December 31, 2016

   12.31.2016 
   Current   Non-current   Financial
Results
  Operating
Results
 
   Assets   Liabilities   Assets   Liabilities    

Banco do Brasil S.A.

   64.3    0.3    332.2    413.3    (2.8  —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   —      161.4    —      311.5    (18.6  —   

Brazilian Air Force

   263.5    84.8    —      —      —     25.6 

Marinha do Brasil

   34.4    —      —      —      —     (2.7

Caixa Econômica Federal

   153.4    —      —      —      28.5   —   

Embraer Prev - Sociedade de Previdência Complementar

   —      0.2    —      —      —     (23.2

Empresa Portuguesa de Defesa – EMPORDEF

   —      —      —      5.5    —     —   

Brazilian Army

   —      16.9    —      —      —     5.0 

Financiadora de Estudo e Projetos – FINEP

   —      16.8    —      64.7    (2.9  —   

Telecomunicações Brasileiras S.A. - Telebrás

   —      148.4    —      —      —     (2.1
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 
   515.6    428.8    332.2    795.0    4.2   2.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

15.1.3December 31, 2015

   12.31.2015 
   Financial
Results
   Operating
Results
 

Banco do Brasil S.A.

   4.4    —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   (20.3   —   

Brazilian Air Force

   27.3    —   

Caixa Econômica Federal

   —      (84.9

Embraer Prev - Sociedade de Previdência Complementar

   —      (22.6

Brazilian Army

   —      (4.6

Financiadora de Estudo e Projetos – FINEP

   (2.6   —   

Telecomunicações Brasileiras S.A. - Telebrás

   —      21.5 
  

 

 

   

 

 

 
   8.8    (90.6
  

 

 

   

 

 

 

15.2.Brazilian Federal Government - relationship

ThroughTransactions with related parties also involves transactions with the Brazilian Federal Government.

The Brazilian Federal Government, through its direct and indirect interestsparticipation and ownership of a common share denominated “golden share”,golden share is one the Brazilian Federal Government is a significant shareholder. Atmain Company’s shareholders. As of December 31, 2017, in addition to its “golden share”,2019, the Brazilian Federal Government held an indirect stake of 5.37% in the Company’s capital through BNDESPAR, a wholly-ownedwholly owned subsidiary of theBanco Nacional do Desenvolvimento Econômico e Social-Social- BNDES (the Brazilian Development Bank, or “BNDES”), which, in turn, is controlled by the Brazilian Federal Government. Consequently, transactions between Embraer and the Brazilian Federal Government or its agencies meet the definition of related party transactions.

The Brazilian government plays a key role in the Company’s business activities, including as:

 

a major

Major customer for defenseDefense & Security products (through the Brazilian Air Force, Brazilian Army and Brazilian Navy);.

 

a source

Source of research and development financing through technology development institutions such as FINEP(FINEP and the BNDES;BNDES).

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

an export

Export credit agency (through the BNDES);, and

 

a source

Source of short-term and long-term financing and a provider of asset management and commercial banking services (through Banco do Brasil).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

Caixa Econômica Federal, an entity controlled by the Federal Government, which in turn has the Golden Share and also has indirect participation through BNDESPAR.

 

Through Visiona Tecnologia Espacial S.A., which is associated with Telecomunicações Brasileiras S.A. - Telebrás.

 

 15.3.15.3

December 31, 2019

   12.31.2019 
   Current   Non-current   

Financial

  Operating 
   Assets
   Liabilities
   Assets
     
   Liabilities
   Results  Results 

Banco do Brasil S.A.

   75.3    —      —      —      1.1   —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   —      —      —      —      (5.1  —   

Brazilian Air Force

   364.4    226.9    —      —      —     (35.9

Marinha do Brasil

   0.6    4.4    —      —      —     (2.9

Embraer Prev - Sociedade de Previdência Complementar

   —      4.7    —      —      —     (19.7

Brazilian Army

   13.0    7.4    —      —      —     6.8 

Financiadora de Estudo e Projetos – FINEP

   —      12.7    —        30.6      (1.7  —   
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 
   453.3    256.1    —      30.6    (5.7  (51.7
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

15.4

December 31, 2018

   12.31.2018 
   Current   Non-current   Financial
  Operating 
   Assets
   Liabilities
   Assets   Liabilities
   Results  Results 

Banco do Brasil S.A.

   326.2    314.3    9.4    —      (4.2  —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   —      71.8    —      119.7    (8.3  —   

Brazilian Air Force

   42.3    90.3    —      —      —     (176.2

Marinha do Brasil

   0.9    —      —      —      —     (12.6

Caixa Econômica Federal

   —      —      —      —      —     —   

Embraer Prev - Sociedade de Previdência Complementar

   —      0.2    —      —      —     (14.4

Brazilian Army

   —      4.3    —      —      —     —   

Financiadora de Estudo e Projetos – FINEP

   —      13.0    —      43.5    (2.3  —   
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 
   369.4    493.9    9.4    163.2    (14.8  (203.2
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

  

 

 

 

15.5

December 31, 2017

   12.31.2017* 
   Financial   Operating 
   Results   Results 

Banco do Brasil S.A.

   (0.5   —   

Banco Nacional de Desenvolvimento Econômico e Social – BNDES

   (14.7   —   

Brazilian Air Force

   —      (23.7

Marinha do Brasil

   —      (6.2

Embraer Prev - Sociedade de Previdência Complementar

   —      (22.9

Brazilian Army

   —      (1.2

Financiadora de Estudo e Projetos – FINEP

   (2.9   —   
  

 

 

   

 

 

 
   (18.1   (54.0
  

 

 

   

 

 

 

15.6

Remuneration of key management personnel:

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Short-term benefits (i)

   10.1    8.1    9.0    10.0 

Share based payment

   2.4    (3.0   3.2    3.3 

Labor contract termination

   1.1    0.8    1.2    1.0 
  

 

   

 

   

 

   

 

 
   13.6    5.9    13.4    14.3 
  

 

   

 

   

 

   

 

 

 

(i)

Includes wages, salaries, profit sharing, bonuses and indemnities.

Key Management includes members of the statutory Board of Directors and Executive Directors.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

16.16

Property, Plantplant and Equipmentequipment

The annual weighted average rates by asset class are shown below. This information is based on the consolidated depreciation of the assets recognized in the year, compared, after annualization and elimination of anynon-typical movement, to the net balance of the assets in the previous year:

 

   Weighted average
depreciation rate (%)
 

Class of assets

  12.31.2017  12.31.2016 

Buildings and improvements

   4.6  4.6

Installations

   5.5  7.6

Machinery and equipment

   13.0  13.5

Furniture and fixtures

   11.8  12.7

Vehicles

   27.7  23.4

Aircraft

   15.8  15.2

Computers and peripherals

   28.2  30.3

Tooling

   16.4  14.9

Other assets

   0.7  0.2

Exchange pool program assets

   3.8  5.0

Embraer S.A.
   Weighted average
depreciation rate (%)
 

Class of assets

  12.31.2019  12.31.2018 

Buildings and improvements

   3.5  3.8

Installations

   8.4  4.9

Machinery and equipment

   9.1  10.0

Furniture and fixtures

   12.0  9.3

Vehicles

   32.0  22.7

Aircraft

   8.9  11.0

Computers and peripherals

   26.4  27.6

Tooling

   13.9  16.5

Other assets

   0.2  0.1

Exchange pool program assets

   2.9  3.7

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

   12.31.2017 
   Land   Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool

program
assets
  Construction in
progress
  Total 

Cost

               

At December 31, 2016

   11.0    657.1   156.1   909.8   74.1   16.8   316.7   179.3   587.8   29.4   669.7   116.4   3,724.2 

Additions

   —      4.1   —     40.3   3.6   0.4   14.4   11.4   30.8   8.6   43.6   80.5   237.7 

Disposals

   —      (8.1  —     (10.1  (1.9  (0.7  (8.1  (0.8  (1.0  —     (33.5  (1.1  (65.3

Impairment(ii)

   —      —     —     (2.2  —     —     (25.8  —     (2.1  —     —     —     (30.1

Reclassifications*

   —      85.5   4.8   22.5   (1.4  0.5   (104.0  (0.7  5.1   (12.0  (22.2  (142.0  (163.9

Interest on capitalized assets

   —      —     —     —     —     —     —     —     —     —     —     22.1   22.1 

Translation adjustments

   —      3.2   0.5   11.5   0.5   0.5   —     1.1   0.3   —     14.9   0.6   33.1 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   11.0    741.8   161.4   971.8   74.9   17.5   193.2   190.3   620.9   26.0   672.5   76.5   3,757.8 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

               

At December 31, 2016

   —      (191.3  (101.4  (445.1  (40.0  (12.7  (153.9  (136.2  (278.9  (9.4  (201.1  —     (1,570.0

Depreciation

   —      (21.3  (3.0  (60.3  (4.0  (1.2  (25.6  (12.1  (50.8  (0.2  (18.0  —     (196.5

Disposals

   —      4.1   —     7.5   1.0   0.6   6.9   0.6   0.3   —     8.8   —     29.8 

Reclassifications*

   —      0.6   0.4   —     —     0.3   91.3   —     —     (0.3  —     —     92.3 

Translation adjustments

   —      (1.0  (0.1  (8.7  (0.4  (0.4  —     (0.7  (0.3  —     3.1   —     (8.5
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   —      (208.9  (104.1  (506.6  (43.4  (13.4  (81.3  (148.4  (329.7  (9.9  (207.2  —     (1,652.9
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

               

At December 31, 2016

   11.0    465.8   54.7   464.7   34.1   4.1   162.8   43.1   308.9   20.0   468.6   116.4   2,154.2 

At December 31, 2017

   11.0    532.9   57.3   465.2   31.5   4.1   111.9   41.9   291.2   16.1   465.3   76.5   2,104.9 
   12.31.2016 
   Land   Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool

program
assets
  Construction in
progress
  Total 

Cost

               

At December 31, 2015

   11.0    616.5   151.8   853.3   70.5   17.0   323.5   163.2   533.5   22.8   622.6   75.8   3,461.5 

Additions

   —      0.6   —     54.8   4.0   0.7   137.4   17.3   54.6   8.6   65.5   91.7   435.2 

Disposals

   —      (9.3  (0.2  (7.6  (2.3  (0.9  (17.8  (3.0  (0.9  —     (15.1  (7.1  (64.2

Impairment

   —      —     —     —     —     —     (27.0  —     —     —     —     —     (27.0

Impairment (iii)

   —      —     —     —     —     —     (64.9  —     —     —     —     —     (64.9

Reclassifications*

   —      49.9   4.4   10.2   1.9   0.2   (34.7  1.7   0.9   (2.0  1.2   (59.8  (26.1

Interest on capitalized assets

   —      —     —     —     —     —     —     —     —     —     —     16.1   16.1 

Translation adjustments

   —      (0.6  0.1   (0.9  —     (0.2  0.2   0.1   (0.3  —     (4.5  (0.3  (6.4
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2016

   11.0    657.1   156.1   909.8   74.1  ��16.8   316.7   179.3   587.8   29.4   669.7   116.4   3,724.2 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

               

At December 31, 2015

   —      (180.8  (97.2  (389.5  (37.9  (12.5  (156.4  (128.7  (233.4  (9.4  (188.3  —     (1,434.1

Depreciation

   —      (20.0  (4.2  (62.7  (4.1  (1.1  (25.4  (10.4  (44.7  —     (21.9  —     (194.5

Disposals

   —      9.2   —     4.9   1.9   0.8   15.5   2.9   0.5   —     6.0   —     41.7 

Reclassifications*

   —      —     —     1.8   —     —     8.6   (0.1  (1.6  —     —     —     8.7 

Translation adjustments

   —      0.3   —     0.4   0.1   0.1   3.8   0.1   0.3   —     3.1   —     8.2 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2016

   —      (191.3  (101.4  (445.1  (40.0  (12.7  (153.9  (136.2  (278.9  (9.4  (201.1  —     (1,570.0
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

               

At December 31, 2015

   11.0    435.7   54.6   463.8   32.6   4.5   167.1   34.5   300.1   13.4   434.3   75.8   2,027.4 

At December 31, 2016

   11.0    465.8   54.7   464.7   34.1   4.1   162.8   43.1   308.9   20.0   468.6   116.4   2,154.2 

Embraer S.A.
  12.31.2019 
  Land  Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool
program
assets
  Construction in
progress
  Total 

Cost

             

At December 31, 2018

  11.0   750.1   162.4   972.4   74.2   17.3   76.2   190.0   629.1   27.6   650.8   93.7   3,654.8 

Additions

  0.4   5.3   —     43.6   5.6   0.6   31.7   5.0   28.2   10.3   91.8   62.0   284.5 

Disposals

  —     (8.3  (3.7  (60.2  (22.4  (3.0  —     (45.4  (26.1  (1.0  (19.0  (0.8  (189.9

Impairment

  —     —     —     (14.1  —     —     (4.6  —     (1.8  —     —     —     (20.5

Reclassifications*

  —     30.3   6.3   11.3   (1.4  0.1   (40.4  (6.6  7.0   (7.6  (21.8  (39.3  (62.1

Interest on capitalized assets

  —     —     —     —     —     —     —     —     —     —     —     —     —   

Translation adjustments

  —     (0.6  (0.1  (1.9  (0.1  (0.1  —     (0.2  —     —     (6.1  0.3   (8.8

Assets held for sale

  (6.3  (317.6  (104.8  (469.3  (17.8  (4.5  (48.2  (41.3  (192.6  (3.8  (374.7  (67.7  (1,648.6
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

  5.1   459.2   60.1   481.8   38.1   10.4   14.7   101.5   443.8   25.5   321.0   48.2   2,009.4 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

             

At December 31, 2018

  —     (219.4  (105.6  (518.1  (44.6  (13.8  (38.7  (154.5  (371.5  (11.4  (212.5  —     (1,690.1

Depreciation

  —     (15.2  (3.7  (32.9  (4.6  (1.0  (1.3  (7.0  (25.2  —     (12.5  —     (103.4

Disposals

  —     7.4   4.8   67.7   19.1   3.3   —     42.5   7.3   0.3   9.5   —     161.9 

Reclassifications*

  —     (2.9  2.8   5.6   —     —     16.9   1.7   —     (7.3  11.8   —     28.6 

Interest on capitalized assets

  —     (1.6  —     —     —     —     —     —     —     —     —     —     (1.6

Translation adjustments

  —     (1.5  —     1.4   (0.1  0.1   —     0.2   (0.1  —     5.2   —     5.2 

Assets held for sale

  —     101.6   76.1   174.8   8.7   2.9   19.0   28.4   36.9   —     110.5   —     558.9 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

  —     (131.6  (25.6  (301.5  (21.5  (8.5  (4.1  (88.7  (352.6  (18.4  (88.0  —     (1,040.5
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

             

At December 31, 2018

  11.0   530.7   56.8   454.3   29.6   3.5   37.5   35.5   257.6   16.2   438.3   93.7   1,964.7 

At December 31, 2019

  5.1   327.6   34.5   180.3   16.6   1.9   10.6   12.8   91.2   7.1   233.0   48.2   968.9 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

   12.31.2015 
   Land   Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool

program
assets
  Construction in
progress
  Total 

    Cost

               

At December 31, 2014

   11.0    577.6   145.3   741.3   65.7   16.0   521.3   163.0   420.0   34.4   586.3   129.9   3,411.8 

Additions

   —      1.6   —     65.1   2.5   0.8   23.6   13.0   81.7   9.9   71.6   71.7   341.5 

Disposals

   —      (0.1  (0.1  (5.5  (0.5  (0.4  (158.6  (2.2  (1.9  —     (13.7  (2.2  (185.2

Impairment

   —      —     —     —     —     —     (11.6  —     —     —     —     —     (11.6

Reclassifications*

   —      40.6   7.1   66.5   3.5   1.0   (50.7  (9.0  33.9   (21.3  (6.1  (122.3  (56.8

Translation adjustments

   —      (3.2  (0.5  (14.1  (0.7  (0.4  (0.5  (1.6  (0.2  (0.2  (15.5  (1.3  (38.2
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2015

   11.0    616.5   151.8   853.3   70.5   17.0   323.5   163.2   533.5   22.8   622.6   75.8   3,461.5 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

               

At December 31, 2014

   —      (165.3  (93.9  (352.0  (34.6  (11.8  (217.6  (119.5  (207.8  (9.4  (174.1  —     (1,386.0

Depreciation

   —      (15.9  (4.0  (49.9  (4.0  (1.1  (31.9  (11.5  (26.2  —     (17.4  —     (161.9

Disposals

   —      —     —     0.8   0.3   —     75.1   1.4   0.4   —     5.9   —     83.9 

Reclassifications*

   —      (0.5  0.5   —     —     —     17.7   —     —     —     —     —     17.7 

Translation adjustments

   —      0.9   0.2   11.6   0.4   0.4   0.3   0.9   0.2   —     (2.7  —     12.2 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2015

   —      (180.8  (97.2  (389.5  (37.9  (12.5  (156.4  (128.7  (233.4  (9.4  (188.3  —     (1,434.1
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

               

At December 31, 2014

   11.0    412.3   51.4   389.3   31.1   4.2   303.7   43.5   212.2   25.0   412.2   129.9   2,025.8 

At December 31, 2015

   11.0    435.7   54.6   463.8   32.6   4.5   167.1   34.5   300.1   13.4   434.3   75.8   2,027.4 

*Non-cash transactions. On “Aircraft” and “Exchange pool program assets” classes the amount refers to aircraft and items transferred to the inventory. In September 2017, 17 ERJ 145 aircraft were transferred to inventory in order to be disassembled and sold as parts(part-out procedures).

(i)The aircraft are used for testing, shuttle and operating leases and are adjusted to fair value, if applicable. The following aircraft are held:

December 31, 2017: nine ERJ 135, 26 ERJ 145, four EMBRAER 170, one EMBRAER 190, one EMBRAER 120, one Legacy 450, one Legacy 500, one Phenom 300, one 690B, and;
  12.31.2018 
  Land  Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool
program
assets
  Construction in
progress
  Total 

Cost

             

At December 31, 2017

  11.0   741.8   161.4   971.8   74.9   17.5   193.2   190.3   620.9   26.0   672.5   76.5   3,757.8 

Additions

  —     1.3   —     28.5   1.9   0.5   10.2   6.3   16.6   1.4   46.3   41.3   154.3 

Disposals

  —     (10.9  (0.9  (36.5  (2.1  (0.5  (0.3  (6.4  (1.7  —     (20.2  (0.7  (80.2

Impairment

  —     —     —     (0.3  —     —     (6.0  —     (2.5  —     —     —     (8.8

Reclassifications*

  —     19.3   2.1   8.8   (0.1  —     (120.8  0.9   0.5   0.2   (31.8  (26.7  (147.6

Interest on capitalized assets

  —     —     —     —     —     —     —     —     —     —     —     4.8   4.8 

Translation adjustments

  —     (1.4  (0.2  0.1   (0.4  (0.2  (0.1  (1.1  (4.7  —     (16.0  (1.5  (25.5
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2018

  11.0   750.1   162.4   972.4   74.2   17.3   76.2   190.0   629.1   27.6   650.8   93.7   3,654.8 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

             

At December 31, 2017

  —     (208.9  (104.1  (506.6  (43.4  (13.4  (81.3  (148.4  (329.7  (9.9  (207.2  —     (1,652.9

Depreciation

  —     (20.2  (2.8  (46.4  (2.9  (1.0  (9.1  (11.5  (48.1  —     (17.2  —     (159.2

Disposals

  —     10.7   0.9   33.5   1.5   0.4   0.3   6.3   0.7   —     6.9   —     61.2 

Reclassifications*

  —     0.1   0.3   2.8   —     —     51.4   (1.7  —     (1.5  —     —     51.4 

Interest on capitalized assets

  —     (1.5  —     —     —     —     —     —     —     —     —     —     (1.5

Translation adjustments

  —     0.4   0.1   (1.4  0.2   0.2   —     0.8   5.6   —     5.0   —     10.9 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2018

  —     (219.4  (105.6  (518.1  (44.6  (13.8  (38.7  (154.5  (371.5  (11.4  (212.5  —     (1,690.1
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

             

At December 31, 2017

  11.0   532.9   57.3   465.2   31.5   4.1   111.9   41.9   291.2   16.1   465.3   76.5   2,104.9 

At December 31, 2018

  11.0   530.7   56.8   454.3   29.6   3.5   37.5   35.5   257.6   16.2   438.3   93.7   1,964.7 

December 31, 2016: 23 ERJ 135, 28 ERJ 145, six EMBRAER 170, three EMBRAER 190, one EMBRAER 120, one 690B, and.

(ii)Impairment losses for the Legacy 650 CGU and Monitoring, Sensoring and Radars CGU (Note 18).

(iii)Because of the Chapter 11 filing by Republic Airways Holdings (Note 25), the Company has received certain aircraft as part of the negotiation of the financial guarantees existent at that date.. The Company initially recognized these aircraft based on the contractual amount and subsequently recognized impairment losses to adjust the initial cost to the recoverable value.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

  12.31.2017 
  Land  Buildings and
improvements
  Installations  Machinery and
equipment
  Furniture
and
fixtures
  Vehicles  Aircraft (i)  Computers and
peripherals
  Tooling  Other
assets
  Exchange
pool
program
assets
  Construction in
progress
  Total 

Cost

             

At December 31, 2016

  11.0   657.1   156.1   909.8   74.1   16.8   316.7   179.3   587.8   29.4   669.7   116.4   3,724.2 

Additions

  —     4.1   —     40.3   3.6   0.4   14.4   11.4   30.8   8.6   43.6   80.5   237.7 

Disposals

  —     (8.1  —     (10.1  (1.9  (0.7  (8.1  (0.8  (1.0  —     (33.5  (1.1  (65.3

Impairment

  —     —     —     (2.2  —     —     (25.8  —     (2.1  —     —     —     (30.1

Reclassifications*

  —     85.5   4.8   22.5   (1.4  0.5   (104.0  (0.7  5.1   (12.0  (22.2  (142.0  (163.9

Interest on capitalized assets

  —     —     —     —     —     —     —     —     —     —     —     22.1   22.1 

Translation adjustments

  —     3.2   0.5   11.5   0.5   0.5   —     1.1   0.3   —     14.9   0.6   33.1 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

  11.0   741.8   161.4   971.8   74.9   17.5   193.2   190.3   620.9   26.0   672.5   76.5   3,757.8 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Accumulated depreciation

             

At December 31, 2016

  —     (191.3  (101.4  (445.1  (40.0  (12.7  (153.9  (136.2  (278.9  (9.4  (201.1  —     (1,570.0

Depreciation

  —     (21.3  (3.0  (60.3  (4.0  (1.2  (25.6  (12.1  (50.8  (0.2  (18.0  —     (196.5

Disposals

  —     4.1   —     7.5   1.0   0.6   6.9   0.6   0.3   —     8.8   —     29.8 

Reclassifications*

  —     0.6   0.4   —     —     0.3   91.3   —     —     (0.3  —     —     92.3 

Translation adjustments

  —     (1.0  (0.1  (8.7  (0.4  (0.4  —     (0.7  (0.3  —     3.1   —     (8.5
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

  —     (208.9  (104.1  (506.6  (43.4  (13.4  (81.3  (148.4  (329.7  (9.9  (207.2  —     (1,652.9
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Net

             

At December 31, 2016

  11.0   465.8   54.7   464.7   34.1   4.1   162.8   43.1   308.9   20.0   468.6   116.4   2,154.2 

At December 31, 2017

  11.0   532.9   57.3   465.2   31.5   4.1   111.9   41.9   291.2   16.1   465.3   76.5   2,104.9 

*

Non-cash transactions

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

At December 31, 2017, property, plant and equipment of US$ 134.1 were pledged as collateral for loans, financing and labor contingencies (December 31, 2016, US$ 136.2).

 

17.17

Right of use assets and lease liabilities

   12.31.2019 
   Right of use assets  Lease Liabilities 
   Land  Buildings land
improvements
  Machinery and
equipment
  Vehicles  Other
assets
  Total 

At January 1, 2019

   —     56.8   0.1   0.6   0.1   57.6   57.6 

Additions

   4.0   13.5   —     0.3   0.3   18.1   18.1 

Depreciation expense

   (1.1  (8.6  (0.1  (0.5  (0.1  (10.4  —   

Disposals

   —     (17.3  —     —     —     (17.3  (17.3

Interest expense

   —     —     —     —     —     —     6.0 

Payments

   —     —     —     —     —     —     (11.8

Translation adjustments

   —     —     —     —     —     —     (4.6

Assets and liabilities held for sale

   (2.9  (7.2  —     (0.1  —     (10.2  (9.4
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

   —     37.2   —     0.3   0.3   37.8   38.6 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Current portion

         5.0 

Non-current portion

         33.6 

The total amount of short-term lease expenses is US$ 1.9 in the period ended December 31, 2019, and US$ 1.4 for low value leases recognized as operating expenses.

Below we present the annual weighted average depreciation rates by class ofright-of-use:

Class of assets

Weighted average
rate (%)

12.31.2019

Land

29.9

Buildings and improvements

12.2

Machinery and equipment

69.6

Vehicles

51.0

Other assets

19.9

Below we present the discount rates applied to lease contracts based on the weighted average nominal rate considering the remaining contracts term by year:

Deadline of the contract and discount rate

Deadline of the contract

Rate%(p.y)

1 year

3.28

2 years

3.95

3 years

4.68

4 years

5.47

After 4 years

6.91

18

Intangible Assetsassets

Internally developed intangible assets relate to expenditure incurred in developing new aircraft, including support services, production labor, materials and direct labor allocated to the construction of aircraft prototypes or significant components, and also the use of advanced technologies to make the aircraft lighter, quieter, more comfortable and energy-efficient and to reduce emissions, in addition to speeding up design and manufacture, while optimizing the use of resources.

   12.31.2017 
   Internally developed  Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other  Development  Software  Goodwill  Other  Total 

Intangible cost

          

At December 31, 2016

   1,515.1   1,320.3   30.8   51.8   13.5   311.4   21.0   32.8   3,296.7 

Additions

   313.8   76.9   3.0   2.5   1.9   56.3   —     16.1   470.5 

Contributions from suppliers

   (86.0  —     —     —     —     —     —     —     (86.0

Disposals

   —     —     —     —     (1.5  —     —     —     (1.5

Reclassifications

   71.3   3.6   (0.3  (48.5  —     (24.4  —     (1.7  —   

Impairment

   —     (49.9  —     —     —     —     (8.7  (1.9  (60.5

Interest on capitalized assets

   11.0   4.8   —     —     —     —     —     —     15.8 

Translation adjustments

   —     —     —     —     —     —     (0.3  0.3   —   
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   1,825.2   1,355.7   33.5   5.8   13.9   343.3   12.0   45.6   3,635.0 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

          

At December 31, 2016

   (992.4  (424.9  (25.6  —     (5.7  (179.8  —     (3.7  (1,632.1

Amortization

   (57.4  (56.7  (2.6  (0.1  (1.1  (27.1  —     (1.2  (146.2

Amortization of contribution from suppliers

   13.5   13.8   —     —     —     —     —     —     27.3 

Reclassifications

   4.5   (4.3  0.3   (1.0  —     —     —     0.5   —   

Interest on capitalized assets

   —     (1.6  —     —     —     —     —     —     (1.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   (1,031.8  (473.7  (27.9  (1.1  (6.8  (206.9  —     (4.4  (1,752.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

          

At December 31, 2016

   522.7   895.4   5.2   51.8   7.8   131.6   21.0   29.1   1,664.6 

At December 31, 2017

   793.4   882.0   5.6   4.7   7.1   136.4   12.0   41.2   1,882.4 
   

 

12.31.2016

 
   Internally developed  Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other  Development  Software  Goodwill  Other  Total 

Intangible cost

          

At December 31, 2015

   1,276.1   1,248.9   25.6   36.1   10.1   263.3   16.4   24.0   2,900.5 

Additions

   351.1   65.4   5.2   15.7   10.7   48.1   —     8.8   505.0 

Contributions from suppliers

   (123.9  —     —     —     —     —     —     —     (123.9

Reclassifications

   —     —     —     —     (7.3  —     —     —     (7.3

Interest on capitalized assets

   11.8   6.0   —     —     —     —     —     —     17.8 

Translation adjustments

   —     —     —     —     —     —     4.6   —     4.6 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2016

   1,515.1   1,320.3   30.8   51.8   13.5   311.4   21.0   32.8   3,296.7 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

          

At December 31, 2015

   (923.6  (377.1  (25.6  —     (4.6  (160.9  —     (3.3  (1,495.1

Amortization

   (92.0  (61.5  —     —     (1.1  (18.9  —     (0.4  (173.9

Amortization of contribution from suppliers

   23.2   15.1   —     —     —     —     —     —     38.3 

Interest on capitalized assets

   —     (1.4  —     —     —     —     —     —     (1.4
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2016

   (992.4  (424.9  (25.6  —     (5.7  (179.8  —     (3.7  (1,632.1
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

          

At December 31, 2015

   352.5   871.8   —     36.1   5.5   102.4   16.4   20.7   1,405.4 

At December 31, 2016

   522.7   895.4   5.2   51.8   7.8   131.6   21.0   29.1   1,664.6 

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

   12.31.2019 
   Internally developed  Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other  Development  Software  Goodwill  Other  Total 

Intangible cost

          

At December 31, 2018

   1,916.3   1,341.2   43.4   3.5   6.3   350.3   10.4   68.8   3,740.2 

Additions

   188.2   31.3   5.9   0.1   3.1   19.3   —     35.4   283.3 

Contributions from suppliers

   (4.5  —     —     —     —     —     —     —     (4.5

Disposals

   —     —     —     —     —     (2.0  —     —     (2.0

Impairment

   —     (55.6  —     —     —     —     —     —     (55.6

Interest on capitalized assets

   4.9   1.9   —     —     —     —     —     —     6.8 

Translation adjustments

   —     —     —     —     —     —     (0.4  —     (0.4

Assets held for sale

   (2,104.9  (26.5  —     —     —     (153.9  —     (29.2  (2,314.5
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

   —     1,292.3   49.3   3.6   9.4   213.7   10.0   75.0   1,653.3 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

          

At December 31, 2018

   (1,053.6  (512.2  (32.4  (1.2  (2.9  (232.8  —     (6.3  (1,841.4

Amortization

   (3.1  (75.1  (0.4  (0.1  (0.8  (14.4  —     (2.0  (95.9

Amortization of contribution from suppliers

   1.0   21.4   —     —     —     —     —     —     22.4 

Disposals

   —     —     —     —     —     1.2   —     —     1.2 

Interest on capitalized assets

   —     (2.4  —     —     —     —     —     —     (2.4

Assets held for sale

   1,055.7   18.2   —     —     —     80.4   —     2.6   1,156.9 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

   —     (550.1  (32.8  (1.3  (3.7  (165.6  —     (5.7  (759.2
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

          

At December 31, 2018

   862.7   829.0   11.0   2.3   3.4   117.5   10.4   62.5   1,898.8 

At December 31, 2019

   —     742.2   16.5   2.3   5.7   48.1   10.0   69.3   894.1 

   12.31.2018 
   Internally developed  Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other  Development  Software  Goodwill  Other  Total 

Intangible cost

          

At December 31, 2017

   1,825.2   1,355.7   33.5   5.8   13.9   343.3   12.0   45.6   3,635.0 

Additions

   209.3   41.3   4.0   0.1   2.5   8.0   —     25.1   290.3 

Contributions from suppliers

   (125.5  —     —     —     —     —     —     —     (125.5

Disposals

   —     —     —     —     —     (3.4  —     —     (3.4

Reclassifications

   —     —     5.9   (2.4  (10.1  2.4   —     (1.9  (6.1

Impairment

   —     (58.5  —     —     —     —     —     —     (58.5

Interest on capitalized assets

   7.3   2.7   —     —     —     —     —     —     10.0 

Translation adjustments

   —     —     —     —     —     —     (1.6  —     (1.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2018

   1,916.3   1,341.2   43.4   3.5   6.3   350.3   10.4   68.8   3,740.2 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

          

At December 31, 2017

   (1,031.8  (473.7  (27.9  (1.1  (6.8  (206.9  —     (4.4  (1,752.6

Amortization

   (29.6  (51.1  (1.8  (0.1  (0.9  (28.1  —     (1.2  (112.8

Amortization of contribution from suppliers

   8.0   14.0   —     —     —     —     —     —     22.0 

Disposals

   —     —     —     —     —     2.2   —     —     2.2 

Reclassifications

   —     —     (2.7  —     4.8   —     —     (0.7  1.4 

Interest on capitalized assets

   (0.2  (1.4  —     —     —     —     —     —     (1.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2018

   (1,053.6  (512.2  (32.4  (1.2  (2.9  (232.8  —     (6.3  (1,841.4
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

          

At December 31, 2017

   793.4   882.0   5.6   4.7   7.1   136.4   12.0   41.2   1,882.4 

At December 31, 2018

   862.7   829.0   11.0   2.3   3.4   117.5   10.4   62.5   1,898.8 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

   12.31.2015 
   Internally developed   Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other   Development  Software  Goodwill  Other  Total 

Intangible cost

           

At December 31, 2014

   1,113.6   1,162.8   25.6   24.5    12.1   235.9   38.3   22.6   2,635.4 

Additions

   302.5   86.1   —     11.6    —     27.4   —     —     427.6 

Contributions from suppliers

   (140.0  —     —     —      —     —     —     —     (140.0

Translation adjustments

   —     —     —     —      (2.0  —     (21.9  1.1   (22.8
  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2015

   1,276.1   1,248.9   25.6��  36.1    10.1   263.3   16.4   23.7   2,900.2 
  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

           

At December 31, 2014

   (871.6  (326.4  (25.6  —      (5.4  (143.0  —     (2.5  (1,374.5

Amortization

   (71.0  (65.5  —     —      —     (17.9  —     (0.5  (154.9

Amortization of contribution from suppliers

   19.0   14.8   —     —      —     —     —     —     33.8 

Translation adjustments

   —     —     —     —      0.8   —     —     —     0.8 
  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2015

   (923.6  (377.1  (25.6  —      (4.6  (160.9  —     (3.0  (1,494.8
  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

           

At December 31, 2014

   242.0   836.4   —     24.5    6.7   92.9   38.3   20.1   1,260.9 

At December 31, 2015

   352.5   871.8   —     36.1    5.5   102.4   16.4   20.7   1,405.4 

   12.31.2017 
   Internally developed  Acquired from third party    
   Commercial  Executive  Defense and
Security
  Other  Development  Software  Goodwill  Other  Total 

At December 31, 2016

   1,515.1   1,320.3   30.8   51.8   13.5   311.4   21.0   32.8   3,296.7 

Additions

   313.8   76.9   3.0   2.5   1.9   56.3   —     16.1   470.5 

Contributions from suppliers

   (86.0  —     —     —     —     —     —     —     (86.0

Disposals

   —     —     —     —     (1.5  —     —     —     (1.5

Reclassifications

   71.3   3.6   (0.3  (48.5  —     (24.4  —     (1.7  —   

Impairment

   —     (49.9  —     —     —     —     (8.7  (1.9  (60.5

Interest on capitalized assets

   11.0   4.8   —     —     —     —     —     —     15.8 

Translation adjustments

   —     —     —     —     —     —     (0.3  0.3   —   
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   1,825.2   1,355.7   33.5   5.8   13.9   343.3   12.0   45.6   3,635.0 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Acumulated amortization

          

At December 31, 2016

   (992.4  (424.9  (25.6  —     (5.7  (179.8  —     (3.7  (1,632.1

Amortization

   (57.4  (56.7  (2.6  (0.1  (1.1  (27.1  —     (1.2  (146.2

Amortization of contribution from suppliers

   13.5   13.8   —     —     —     —     —     —     27.3 

Reclassifications

   4.5   (4.3  0.3   (1.0  —     —     —     0.5   —   

Interest on capitalized assets

   —     (1.6  —     —     —     —     —     —     (1.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   (1,031.8  (473.7  (27.9  (1.1  (6.8  (206.9  —     (4.4  (1,752.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Intangible, net

          

At December 31, 2016

   522.7   895.4   5.2   51.8   7.8   131.6   21.0   29.1   1,664.6 

At December 31, 2017

   793.4   882.0   5.6   4.7   7.1   136.4   12.0   41.2   1,882.4 

 

18.19

Impairment testof assets

As of December 31, 2017,2019, the Company performed its annual impairment test of the CGUscash-generating units (CGUs) to which goodwill or internally developed intangibleand indefinite-lived assets are allocated.

The Company performed anallocated, as well as for the additional CGUs with long-lived assets allocated, since based in the Company’s stock price observed in the end of reporting period, its market capitalization was lower than book value, external source that might indicate impairment analysis of the carrying amount of each CGUsCompany’s assets based on IFRS standards.

As a result of impairment test performed in year ended December 31, 2019, the valueCompany identified impairment losses in usethe CGU of Legacy / Praetor (Executive Aviation business unit) in the grouptotal of CGUs where goodwill and/or internally developed intangible assets was allocated. ValueUS$ 71.6, proportionally allocated to the development of platform (intangible assets) of US$ 55.7, and to the property, plant and equipment in use was estimated using a discounted cash flow model for the CGUs. The processclasses of estimating the value in use involves assumptions, judgmentsmachinery and estimates for future cash flows which represent the Company’s best estimate approved by management.equipment of US$ 14.1 and tolling of US$ 1.8. The impairment tests resultedcharge is presented as other operating expense in the need to recognizeprofit or loss (Note 34).

In previous years ended December 31, 2018 and 2017, impairment losses of US$ 61.3 and US$ 62.0 mainlywere recognized, respectively, related to US$ 50.5Lineage 1000 and US$ 8.7 for Legacy 650 platforms (Executive Jets segment)Aviation business unit) and Monitoring, Sensoring and Radars (Defense & Security segment) CGUs, respectivelly. No impairment losses were recognized in 2016.business unit) CGUs.

Impairment losses identified and recognized are consequences of the changesrevisions in market conditions, analysis of potential customers and industry forecast.forecasts of each impaired aircraft model.

Except for CGU of Legacy 650 CGU does not include goodwill balances and/ Praetor platform, there are no other CGUs with impairment losses recognized or at relevant risks of impairment losses as of December 31, 2019. The remaining CGUs presents headrooms falling in range of 45% to 500% when compared its value-in-use versus carrying amount.

Assets held for sale related to the Commercial Aviation business unit were tested for impairment based on its fair value less cost to sell considering the transaction current terms agreed with Boeing (Note 4). No impairment losses were allocated to certain classesidentified.

Key assumptions of Property, plant and equipment and intangible assets (Notes 16 and 17). Impairment losses were recognized in Other operating expenses.impairment test:

Monitoring, Sensoring and Radars- Except for CGU includes goodwill balances andof Commercial Aviation business unit, the impairment losses only reduced the goodwill allocated to this CGU (Note 17). Impairment lossestests were recognized in Other operating expenses.

Key Assumptions

Management determined the gross marginprepared based on its expectationsthevalue-in-use approach applying the discounted cash flow method. The process of market development. The weighted average growth rates used are consistent withestimating the forecasts included in industry reportsvalue-in-use involves assumptions, judgments and projections of future cash flows, which represents the Company’s best estimates in the Company’s approved strategic business plan.reporting period.

- Estimated future cash flows were discounted using the weighted average capital cost (WACC) rate, which is reconciled to an estimated discountpre-tax rate of 11.3% and 11.4% in 2019 and 2018, respectively, which reflects the return expected by the investors. The discount rate used by Management was 8.1% and 8.6% in 2017 and 2016, respectively.

Other than those CGU mentioned before, there are no other CGUs at risk of impairment at December 31, 2017

EmbraerS.A.

Refer to Note 16 for impairment test for used aircraft recognized in Property, plant and equipment.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

Sensitivity analysis:

The table below presents the sensitivity analysis of impairment test performed for CGU of Legacy / Praetor platform (Executive Aviation business unit):

Assumption

  Factor  Sensitivity  

Impact in impairment test

Estimated aircraft deliveries during the useful life of platform up to 30 years and keeping current market share

   1.000-1.100   5 - Increase or decrease of impairment loss by US$ 65 if the level of aircrafts deliveries fluctuates positively or negatively in 5%.

Discount rate

   11.3  1 percentage point  

- Increase of 1 pp. in discount rate would increase impairment loss by US$ 64.

 

- Reduction of 1 pp. in discount rate would change impairment loss recognized of US$ 71.6 to zero.

Foreign exchange rate (USD/R$) - FX spot rate applied to translate cash flows in foreign currency (R$)

  R$4.0307   10 

- Reduction of 10% in spot rate as of 12/31/2019 would increase impairment loss by US$ 55.

 

- Increase of 10% in spot rate as of 12/31/2019 would decrease impairment loss by US$ 45.

 

19.20

Trade accounts payable

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Foreign suppliers

   545.4    523.0    300.9    574.0 

Risk partners (i)

   162.0    306.1    0.6    200.2 

Domestic suppliers

   117.3    123.0    56.5    117.9 
  

 

   

 

   

 

   

 

 
   824.7    952.1    358.0    892.1 
  

 

   

 

   

 

   

 

 

Current portion

   824.7    952.1 

 

(i)

The Company’s risk-sharing suppliers/partners develop and produce significant aircraft components, including engines, hydraulic components, avionics, wings, tail sections, interior components, and fuselage parts. Certain contracts between the Company and these risk-sharing suppliers/partners are long-term and include deferral of payments for components and systems for a negotiated term after delivery. Once the risk-sharing suppliers/partners have been selected and the aircraft development and production program has commenced, changing suppliers is more challenging. For example, in the case of engines, the aircraft is specially designed to accommodate a given component, which cannot be easily replaced by another supplier without incurring delays and significant additional expense. This dependence makes the Company vulnerable to the performance, quality and financial position of its risk-sharing suppliers/partners. Outstanding transactions related to Commercial Aviation were reclassified to liabilities held for sale Note 4.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

21

Loans and financing

 

   Currency   Contractual
interest rate - %
   Effective
interest rate - %
   Maturity  12.31.2019   12.31.2018 

Other currencies:

           
     5.05% to 6.38%    5.15% to 6.74%    2027 (i)   —      2,941.8 
   US$    3.07% a 5.87%    3.11% a 5.87%    2030   —      124.1 

Working capital

     Libor 6M + 2.60%    Libor 6M + 2.60%    2021   —      219.8 
   Euro    0.00%    0.00%    2026   —      19.60 

Property, plant and equipment

   US$    1.90%    1.90%    2037   47.9    55.8 
     Libor 1M + 2.44% a 2.5%    Libor 1M + 2.44% a 2.5%    2024    
         

 

 

   

 

 

 
          47.9    3,361.1 
         

 

 

   

 

 

 

In local currency:

           

Project development

   R$    3.50%    3.50%    2023   43.1    248.0 
     TJLP + 0.00% to 6.00%    TJLP + 0.00% to 6.00%    2022    

Export Credit Note

   R$    11.00%    11.00%    2019   —      38.5 
         

 

 

   

 

 

 
          43.1    286.5 
         

 

 

   

 

 

 

Total

          91.0    3,647.6 
         

 

 

   

 

 

 

Current portion

          14.9    179.3 

Non-current portion

          76.1    3,468.4 

20.Loans and Financing21.1

Issuance of Bonds

The issuances of Bonds are part of the disposal group (assets and related liabilities held for sale) as of December 31, 2019, pursuant to Note 4. The paragraphs below detail the issuances made by the Company and outstanding in the current financial position.

   Currency   

Contractual

interest rate - %

  

Effective

interest rate - %

  Maturity   12.31.2017   12.31.2016 

Other currencies:

            
   US$   5.05% to 6.38%  5.05% to 7.42%   2027    2,934.3    2,550.3 
   US$   1.25% to 4.59%  1.25% to 4.59%   2027    220.6    65.3 

Working capital

   US$   Libor 6M + 1.35% a 2.60%  Libor 6M + 1.35% a 2.60%   2027    119.1    18.0 
   US$   Libor 3M + 2.25%  Libor 3M + 2.25%   2026    220.2    212.7 
   Euro   1.00% a 3.37%  1.00% a 3.37%   2025    14.0    16.4 

Advances on foreign exchange contracts

   US$   4.65%  4.65%   2018    3.1    3.8 
   US$   2.13%  2.13%   2030     

Property, plant and equipment

           58.1    60.4 
   US$   Libor 1M + 2.44%  Libor 1M + 2.44%   2035     

Finance leasing

   US$   Libor 6M + 3.40%  Libor 6M + 3.40%   2018    —      0.1 
          

 

 

   

 

 

 
           3,569.4    2,927.0 
          

 

 

   

 

 

 

In local currency:

            

Export Financing

   R$   5.50% a 8.00%  5.50% a 8.00%   2017    —      30.9 
    3.50% a 4.50%  3.50% a 4.50%   2023     

Project development

           396.0    505.0 
   R$   TJLP + 1.92% a 5.00%  TJLP + 1.92% a 5.00%   2022     

Export Credit Note

   R$   10.85% a 11.00%  10.85% a 11.00%   2019    233.1    297.0 
          

 

 

   

 

 

 
           629.1    832.9 
          

 

 

   

 

 

 

Total

           4,198.5    3,759.9 
          

 

 

   

 

 

 

Current portion

           388.9    510.3 

Non-current portion

           3,809.6    3,249.6 

In October 2009, Embraer Overseas Limited issued US$ 500.0500,000 in guaranteed notes at 6.375% p.a., due on January 15, 2020. The operation isoperations are fully and unconditionally guaranteed by the Parent Company. Because Embraer Overseas Limited is a wholly owned subsidiary of Embraer S.A., whose objective is to perform financial operations.

Between August and September 2013, through its subsidiary Embraer Overseas Limited, Embraer S.A. made an offer to exchange existing bonds maturing in 2017 (settled in January 2017) and 2020 for “New Notes” maturing in 2023. In the case of bonds maturing in 2017, the exchange offer resulted in US$ 146.4146,399 of the aggregate principal of existing notes and US$ 337.2337,168 of the aggregate principal of the 2020 Notes, representing approximately 54.95% of the Notes exchanged. The total of the exchange offer, taking into account the effects of the exchange price on the negotiations and the total New Notes issued closed at approximately US$ 540.5540,518 in principal at a rate of 5.696% p.a., maturing on September 16, 2023.

The separate financial statements of Embraer Overseas Limitedoperations are not provided, because the issuer is a wholly-owned finance subsidiary of the Company and the Company fully and unconditionally guarantees the securities. There are no significant restrictions on the ability ofguaranteed by the Parent Company to obtain funds from its subsidiaries by dividend or loan.

Embraer S.A.

Notes to the Consolidated Financial StatementsCompany.

In millions of U.S. dollar, unless otherwise stated

On June 15, 2012, Embraer S.A. raised funds by issuing guaranteed notes, maturing on June 15, 2022, through an overseas offer of US$ 500500,000 at a rate of 5.15% p.a.

In February 2013, Embraer contracted loans of R$ 712.0 million, equivalent to US$ 218.5, in the form of Export Credit Notes for the purpose of investing in export activities and the production of goods for export, at a fixed rate of 5.50% p.a.

In August 2013, Embraer S.A. contracted financing totaling approximately R$ 303.9 million, equivalent to US$ 95.9, at a fixed rate of 3.50% p.a., from the Financier of Studies and Projects (Financiadora de Estudos e Projetos – FINEP) for use in the research and new product development program.

In June 2015, the Company’s wholly-ownedwholly owned finance subsidiary Embraer Netherlands Finance B.V, which only performs financial operations, issued US$ 1 billion1,000,000 in Guaranteed Notes at 5.05% p.a., due on June 15, 2025, in an offering subsequently registered with the “SEC”.SEC. This operation is fully and unconditionally guaranteed by the Parent Company.

The separate financial statements of Because Embraer Netherlands Finance B.V are not provided, because the issuer is a wholly-owned finance subsidiary of the Company and the Company fully and unconditionally guarantees the securities. There are no significant restrictions on the ability of the Parent Company to obtain funds from its subsidiaries by dividend or loan.

In December 2015, Embraer SA contracted loans of R$ 685 million, equivalent to US$ 210.2, at a weighted average rate of 10.96% a year, in the form of Export Credit Notes in order to invest in export and production of goods for export.

In August 2016, Embraer Portugal SA, awholly owned subsidiary of Embraer S.A., contracted amount of US$ 200 million, equivalentwhose objective is to R$ 651.8 million, at a weighted average rate of 3.068 p.a. for working capital and acquisition of fixed assets.perform financial operations.

In February 2017, the Company’s wholly-owned finance subsidiary Embraer Netherlands Finance B.V,B.V., Embraer S.A. subsidiary, issued US$ 750 million in Guaranteed Notes at 5.40% p.a., due on February 01, 2027, in an offering subsequently registered with the “SEC”. This operation isSEC of US$ 750,000 with a nominal interest rate of 5.40% p.a. maturing February 1, 2027. The operations are fully and unconditionally guaranteed by the Parent Company.

The separate financial statements of Because Embraer Netherlands Finance B.V are not provided, becauseB.V. is a wholly owned subsidiary of Embraer S.A., whose objective is to perform financial operations.

As a result of our then pending strategic partnership with Boeing, on January 1, 2020, the Company implemented the internal carve-out of our Commercial Aviation business unit by means of the contribution by Embraer to the capital stock of Yaborã of the net assets comprising of assets, liabilities, properties, rights and obligations related to that business unit (Note 4). In this context, the Company amended the indentures governing the senior unsecured notes due 2020, 2022, 2023, 2025 and 2027, previously mentioned, in order to (i) substitute Embraer S.A. for Yaborã as the issuer is a wholly-owned finance subsidiary of the Companynotes due 2022; and (ii) have Yaborã substitute Embraer S.A. as guarantor of the notes due 2020, 2023, 2025 and 2027.

On March 10, 2020, Embraer S.A. and Yaborã further amended the indentures governing the notes due 2022, 2023, 2025 and 2027, without the consent of the holders of these notes, to reflect that, from such date, Embraer S.A. irrevocably and unconditionally guarantee the full and punctual payment of the principal, premium, interest, additional amounts and all other amounts that may become due and payable under the relevant notes and indentures. The terms of the supplemental indentures provide, among other things, that the Embraer S.A. guarantee shall automatically terminate on the date that the Company fully and unconditionally guarantees the securities. There are no significant restrictions on the abilitycease to own 100% of the Parent Company to obtain funds from its subsidiaries by dividend or loan.share capital of Yaborã.

At December 31, 2017,On March 17, 2020, Yaborã announced that it obtained the movement and maturitiesrelevant consents of the long-term financing agreements are as follows:holders of the notes due 2022, 2023, 2025 and 2027 and, accordingly, further amended the indentures under which the notes due 2022, 2023, 2025 and 2027 were issued.

   12.31.2017   12.31.2016   12.31.2015 

Opening balance

   3,759.9    3,530.5    2,507.8 

Principal - addition

   974.0    580.6    1,701.2 

Interest - addition

   199.7    183.1    145.1 

Principal - payment

   (540.1   (523.7   (419.1

Interest - payment

   (193.1   (163.7   (112.7

Foreign exchange

   (1.9   153.1    (291.8
  

 

 

   

 

 

   

 

 

 

Ending balance

   4,198.5    3,759.9    3,530.5 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

On December 31, 2019, the changes in loans and financing were as follows:

 

Year

    

2019

   156.9 

2020

   267.8 

2021

   340.3 

2022

   561.3 

After 2022

   2,483.3 
  

 

 

 
   3,809.6 
  

 

 

 
   12.31.2019   12.31.2018   12.31.2017 

Opening balance

   3,647.6    4,198.3    3,759.9 
  

 

 

   

 

 

   

 

 

 

Principal addition

   400.5    124.0    972.9 

Interest addition

   186.3    218.0    192.7 

Principal payment

   (645.9   (596.3   (540.2

Interest payment

   (188.1   (212.7   (186.4

Foreing exchange

   (8.2   (83.7   (0.6

Reclassification to held for sale

   (3,301.2   —      —   
  

 

 

   

 

 

   

 

 

 

Ending balance

   91.0    3,647.6    4,198.3 
  

 

 

   

 

 

   

 

 

 

As of December 31, 2019, the maturity schedules of the long-term financing are:

 

Year

    

2021

   27.7 

2022

   11.7 

2023

   8.5 

2024

   0.1 

After 2024

   28.1 
  

 

 

 
   76.1 
  

 

 

 

As of December 31, 2019, the maturity schedules of the loans and financing classified as “held for sale” are (Note 4.2):

Year

    

2020

   200.1 

2021

   203.0 

2022

   503.4 

2023

   517.8 

2024

   12.9 

After 2024

   1,864.1 
  

 

 

 
   3,301.3 
  

 

 

 
 20.1.21.2Currency analysis

Total debt is denominated in the following currencies:

   12.31.2017   12.31.2016 

Loans

    

US dollar

   3,555.4    2,910.6 

Brazilian Real

   629.1    832.9 

Euro

   14.0    16.4 
  

 

 

   

 

 

 
   4,198.5    3,759.9 
  

 

 

   

 

 

 

20.2.Interest and guarantees

AtOn December 31, 2017,2019, loans denominated in US dollars (84.7%(52.6% of the total) are mainly subject to fixed interest rates. The weighted average rate was 5.18%2.43% p.a. (5.12%(5.57% p.a. aton December 31, 2016)2018).

AtOn December 31, 2017,2019, loans denominated in reais (15.0%Reais (47.4% of the total) are subject to fixed interest rates or interest based on the Brazilian Long-term Interest Rate (“TJLP”). and CDI. The weighted average rate atwas 1.52% p.a. (2.47% p.a. on December 31, 2017 was 3.72% p.a. (5.00% p.a. at2018).

On December 31, 2016).

At2019, there are no loans in Euros (0.5% p.a. on December 31, 2017, loans denominated in Euros (0.3% of the total) were predominantly subject to fixed charges and weighted average rate of 1.32% pa (1.48% pa at December 31, 2016)2018).

Real estate, machinery, equipment, commercial pledges and bank guarantees totaling US$ 441.1164.0 as atof December 31, 20172019 (US$ 490.9 at339.4 as of December 31, 2016)2018) were provided as collateral for loans.

 

 20.3.21.3

Restrictive clauses

The long-termLong-term financing agreementscontracts are subject to restrictive clauses, consistent with normalusual market practices, which establish control over the degree of leverage through the ratio of total consolidated indebtedness/EBITDA (Earnings Before Interest, Taxes, Depreciation and Amortization,such as defined), as well as limits for debt service cover based on EBITDA/net financial expense. Agreements also include customarynormal restrictions on the creation of new encumbrancesliens on assets, significant changes in the Company’s share control, sale of assets and payment of dividends in excess the minimum required by law in cases of default in financing and in transactions with controlled companies.

As of December 31, 2019, the Company sale of assets.

As at December 31, 2017, the Company wasand subsidiaries were in compliance with all the restrictive clauses, according with contracts clauses.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

21.22

Other payables

 

   12.31.2017   12.31.2016 

Other accounts payable (i)

   131.7    90.7 

Provisions related to payroll (ii)

   108.6    113.7 

Provision for employee profit sharing

   29.8    43.6 

Contractual obligations (iii)

   16.9    53.5 

Commission payable

   10.6    23.9 

Long-term incentive (iv)

   9.9    4.2 

Insurance

   5.0    4.8 

Brazilian air force

   1.2    2.6 

Accounts payable for penalties (v)

   —      58.2 

Security deposit

   —      0.9 

Accrued materials

   —      0.3 
  

 

 

   

 

 

 
   313.7    396.4 
  

 

 

   

 

 

 

Current portion

   292.2    379.5 

Non-current portion

   21.5    16.9 
   12.31.2019   12.31.2018 

Provisions related to payroll (i)

   58.4    92.8 

Provision for employee profit sharing

   20.9    34.3 

Other accounts payable (ii)

   54.0    114.6 

Mutual with jointly controlled operation

   —      23.2 

Long-term incentive (iii)

   16.4    16.9 

Insurance

   7.1    6.2 

Contractual obligations (iv)

   6.7    17.5 

Commission payable

   11.3    10.9 

Brazilian air force

   0.4    0.6 
  

 

 

   

 

 

 
   175.2    317.0 
  

 

 

   

 

 

 

Current portion

   162.5    288.4 

Non-current portion

   12.7    28.6 

 

(i)

Refers to personnel obligations and their respective charges recorded in the financial statements.

(ii)

Represents a provision for expenses already incurred as of the date of the balance sheetconsolidated financial statements and for which payments are made during the following month;

(ii)Refers to employee vacation-related obligations recorded in our financial statements;month.

(iii)Substantially shows

Refers to the Long-Term Incentive (LTI) granted to employees of the Company in the form of phantom shares as described in Note 30.

(iv)

Represents the recorded amounts recorded regarding maintenance costs of aircraft leased through operating leases and contractually agreed upon commitments for the sale of new aircraft or the expiration of residual financial guarantees;

(iv)Refers to the Long-Term Incentive (ILP) granted to Company employees in the form of phantom shares, as described in Note 30 – [Share-based compensation];
(v)Refers to the conclusion, on October 24, 2016, of the definitive agreements with the U.S. Department of Justice (“DOJ”) and with the U.S. Securities and Exchange Commission (“SEC”) for the settlement of criminal and civil violations of the U.S. Foreign Corrupt Practices Act of 1977, as amended (“FCPA”) , as well as finalizing on the same date a term of undertaking (termo de compromisso e de ajustamento de conduta) (“TCAC”) with the Brazilian Federal Public Prosecutor’s Office (Ministério Público Federal) (“MPF”) and the Brazilian Securities and Exchange Commission (“CVM”) for the settlement of allegations of non compliance of certain Brazilian laws, which were fully paid in 2017 (Note 26.2).guarantees.

 

22.23Advances from customers

   12.31.2017   12.31.2016 

Denominated in U.S. dollars

   771.4    710.8 

Denominated in Reais

   131.9    145.4 
  

 

 

   

 

 

 
   903.3    856.2 
  

 

 

   

 

 

 

Current portion

   799.2    716.4 

Non-current portion

   104.1    139.8 

The balance of advances from customers related to construction contracts using the POC method is US$ 234.5 at December 31, 2017 (US$ 357.4 at December 31, 2016).

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

23.Taxes and payroll charges payable

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

INSS (social security contribution) (i)

   84.0    73.1    52.6    105.2 

IPI (manufacturing tax)

   4.2    0.3 

PIS and COFINS (ii)

   3.6    1.6 

IRRF (withholding tax)

   24.2    18.7    1.4    11.8 

Taxes refinancing program (ii)

   15.0    1.2 

FGTS (government employee severance indemnity fund)

   5.6    3.8 

PIS and COFINS (iii)

   4.2    3.9 

IPI (manufacturing tax)

   1.1    3.1 

Others

   6.8    7.7    6.5    7.7 
  

 

   

 

   

 

   

 

 
   140.9    111.5    68.3    126.6 
  

 

   

 

   

 

   

 

 

Current portion

   70.7    43.6    54.9    68.4 

Non-current portion

   70.2    67.9    13.4    58.2 

The Company is challenging, through both administrative and judicial proceedings, the constitutionality of the tax calculation base and its expansion, as well as the rate increase onof certain taxes, social contributions, and charges, with the aim of ensuring its right to withhold payment or recover amounts paid in previous years.

By means of such administrative and judicial proceedings, the Company has obtained injunctions and similar measures to suspend collectionpayment or offset payment of taxes and social contributions and charges. Provisions have been recorded for taxes not collected,paid, as a result of preliminary legal decisions, and are updated based on changes in the SELIC interest rate, pending a final and definitive decision. In some cases, the Company maintains judicial deposit for the continuity of the judicial proceedings.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 (i)

Corresponds substantially to:

 

This refers to the

The increase in the work-related accident insurance (“SAT”) rate. The Company is challenging the legality of the levy and absence of technical criteria for such ratesrate since 1995. The amount involved isOn September 2019, the law demand was concluded as favorable to the Company, therefore the liability of US$ 54.6 at46.6 was written off in that period (US$ 47.7 on December 31, 2017 (US$ 53.4 at December 31, 2016)2018).

 

Additionally, in February 2009, the Company filed a suit contesting the payment of social security on paid notice of dismissal and other indemnity payments. In October 2015 the Company obtained partial success in the dispute in relation to the employer’s portion of the Social Security on the paid notice, and therefore reduced the amount of the provision in relation toby US$ 2.5. The partial success was ratified in November 2017. Currently, the remaining amount involved in the dispute in respect of the notice established in the collective agreement is US$ 11.4 at13.0 on December 31, 20172019 (US$ 10.2 at10.0 on December 31, 2016)2018).

The Company obtained an injunction guaranteeing the right to not collect social security contributions according to the system established by Law 13,670 / 2018 in 2018 (maintenance of the Social Security Contribution on Gross Revenue - CPRB until 12/31/2018). The amount involved in the discussion is US$ 37.3 on December 31, 2019 (US$ 31.6 on December 31, 2018).

 

 (ii)

Refers to:

 

Payment of tax assessment in 6 installments, under the Special Tax Regularization Program (PERT) of the administrative dispute concerning the infraction notice regarding the accounting for and recognition of indemnification, in relation to demand for payment of Income Tax (IRPJ) and Social Contribution ( CSLL).

Payment of tax assessment in 6 installments, under the Special Tax Regularization Program (PERT), part of the amount of the administrative discussion regarding PIS / COFINS credits determined in certain tax operations.

(iii)Refers to:

Contributions to the PIS/PASEP fund (Social Integration Program / Public Servant Fund). The dispute, involving the calculation base for thenon-cumulative system, was included under the terms of Law nº 11941/11,941/09, and the suit was withdrawn. The Company continues to contest criteria for application of the benefits of refinancing in the ambit of the legal dispute.

The other suit disputes the inclusion of the foreign exchange variation in the PASEP calculation base and an appeal decision is awaited. The amount involved in the suit is US$ 3.3 (US$ 3.3 at December 31, 2016).

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

With respect to the litigation issues mentioned above, the remaining provisions will be kept until there is a final outcome subject toof the demands and no further appeals.appeals can be made.

 

24.24

Income Taxestaxes

As the tax basis for the majority of the Company’s assets and liabilities is maintained in reais and the accounting basis is measured in US dollars (functional currency), the fluctuations in the exchange rate significantly impacted the tax basis and, in turn, the deferred income tax expense (benefit).

Based on the expectation of future taxable income, the Company recorded deferred tax assets based on tax losses carryforwards.

Credits relating to temporary differences onnon-deductible provisions, represented by labor contingencies, provisions and disputed taxes will be realized as such proceedings are concluded.

 

 24.1.24.1

Deferred income tax and social contribution

The components of deferred tax assets and liabilities are as follows:

 

   12.31.2017   12.31.2016   12.31.2015 

Temporarilynon-deductible provisions

   (76.1   (102.7   (2.8

Tax loss carryforwards

   4.5    28.3    20.5 

Functional currency effect of the non monetary assets (i)

   (206.0   (201.0   (407.1

Gains not realized from sales of Parent Company to subsidiairies

   15.4    16.4    19.9 

Effect of differences by fixed asset

   (8.1   (31.1   (36.1

Differences between basis: account x tax (ii)

   21.8    30.2    (7.2
  

 

 

   

 

 

   

 

 

 

Deferred tax assets (liabilities), net

   (248.5   (259.9   (412.8
  

 

 

   

 

 

   

 

 

 

Total deferred tax asset

   2.8    3.4    4.5 

Total deferred tax liability

   (251.3   (263.3   (417.3

i)Refers to deferred income tax calculated on differences related tonon-monetary assets remeasured from the local currency into the functional currency using historical exchange rates, and resulting from changes in exchange rates.
ii)Refers to miscellaneous temporary differences (e.g.non-deductible expenses).

Changes in deferred income tax that affected profit and loss were as follows:
   12.31.2019   12.31.2018   31.12.2017 

Temporarilynon-deductible provisions

   65.2    39.7    (76.1

Tax loss carryforwards

   0.2    0.5    4.5 

Functional currency effect of the non monetary assets

   (297.4   (323.4   (206.0

Gains not realized from sales of the Company to subsidiairies

   23.1    22.7    15.4 

Effect of differences by fixed asset

   (12.0   7.5    (8.1

Differences between basis: account x tax

   (50.7   20.6    25.7 
  

 

 

   

 

 

   

 

 

 

Deferred tax assets (liabilities), net

   (271.6   (232.4   (244.6
  

 

 

   

 

 

   

 

 

 

Total deferred tax asset

   0.7    21.6    13.4 

Total deferred tax liability

   (272.3   (254.0   (258.0

   From the
statement of
income
   Other
comprehensive
income
   Total 

At December 31, 2014

   (293.7   31.4    (262.3
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   62.1    —      62.1 

Tax loss carryforwards

   2.6    —      2.6 

Difference between tax basis (Real) and functional currency measurement basis (US dollar)

   (202.4   —      (202.4

Provision Gain not realized at sales from Controlling company to subsidiairies

   (8.1   —      (8.1

Effect of differences by fixed asset

   (5.0   —      (5.0

Differences between basis: account x tax

   14.6    (14.3   0.3 
  

 

 

   

 

 

   

 

 

 

At December 31, 2015

   (429.9   17.1    (412.8
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   (99.9   —      (99.9

Tax loss carryforwards

   7.8    —      7.8 

Functional currency effect of the non monetary assets

   206.1    —      206.1 

Provision Gain not realized at sales from Controlling company to subsidiairies

   (3.5   —      (3.5

Effect of differences by fixed asset

   4.9    —      4.9 

Differences between basis: account x tax

   31.1    6.4    37.5 
  

 

 

   

 

 

   

 

 

 

At December 31, 2016

   (283.4   23.5    (259.9
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   26.6    —      26.6 

Tax loss carryforwards

   (23.8   —      (23.8

Functional currency effect of the non monetary assets

   (5.0   —      (5.0

Gains not realized from sales of Parent Company to subsidiairies

   (1.0   —      (1.0

Effect of differences by fixed asset

   23.0    —      23.0 

Differences between basis: account x tax

   (4.5   (3.9   (8.4
  

 

 

   

 

 

   

 

 

 

At December 31, 2017

   (268.1   19.6    (248.5
  

 

 

   

 

 

   

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

Changes in deferred income tax that affected profit or loss were as follows:

   From the
statement of
income
   Other
comprehensive
income
   Total 

At December 31, 2016

   (292.4   38.8    (253.6
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   26.6    —      26.6 

Tax loss carryforwards

   (23.8   —      (23.8

Functional currency effect of the non monetary assets

   (5.0   —      (5.0

Provision Gain not realized at sales from Controlling company to subsidiairies

   (1.0   —      (1.0

Effect of differences by fixed asset

   23.0    —      23.0 

Differences between basis: account x tax

   (6.9   (3.9   (10.8
  

 

 

   

 

 

   

 

 

 

At December 31, 2017

   (279.5   34.9    (244.6
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   115.8    —      115.8 

Tax loss carryforwards

   (4.0   —      (4.0

Functional currency effect of the non monetary assets

   (117.4   —      (117.4

Gains not realized from sales of Parent Company to subsidiairies

   7.3    —      7.3 

Effect of differences by fixed asset

   15.6    —      15.6 

Differences between basis: account x tax

   3.9    (9.1   (5.2

Discontinued operation

   8.1    (8.0   0.1 
  

 

 

   

 

 

   

 

 

 

At December 31, 2018

   (250.2   17.8    (232.4
  

 

 

   

 

 

   

 

 

 

Temporarilynon-deductible provisions

   14.3    —      14.3 

Tax loss carryforwards

   1.1    —      1.1 

Functional currency effect of the non monetary assets

   16.4    —      16.4 

Gains not realized from sales of Parent Company to subsidiairies

   0.4    —      0.4 

Effect of differences by fixed asset

   (47.7   —      (47.7

Differences between basis: account x tax

   (70.3   (1.0   (71.3

Discontinued operation

   19.8    27.8    47.6 
  

 

 

   

 

 

   

 

 

 

At December 31, 2019

   (316.2   44.6    (271.6
  

 

 

   

 

 

   

 

 

 

 

 24.2.24.2

Reconciliation of income tax expense

 

   12.31.2017   12.31.2016   12.31.2015 

Profit before taxation

   288.3    159.1    336.2 
  

 

 

   

 

 

   

 

 

 

Income tax and social contribution expense at the nominal Brazilian enacted tax rate - 34%

   (98.0   (54.1   (114.3
  

 

 

   

 

 

   

 

 

 

Tax on profits of overseas subsidiaries

   (9.8   (4.0   (5.7

Functional currency effect of the non monetary assets

   (5.0   206.1    (202.4

Research and development tax incentives

   43.8    36.5    44.9 

Interest on own capital

   16.9    6.1    12.5 

Fiscal credits (recognized and non recognized)

   19.3    (30.4   9.8 

Tax rate diference

   5.3    (0.7   (11.3

Other difference between IFRS and fiscal basis

   (1.1   (89.2   5.1 

Other

   3.1    (61.6   6.0 
  

 

 

   

 

 

   

 

 

 
   72.5    62.8    (141.1
  

 

 

   

 

 

   

 

 

 

Income tax and social contribution income (expense) benefit as reported

   (25.5   8.7    (255.4
  

 

 

   

 

 

   

 

 

 

Current income tax and social contribution (expense) benefit as reported

   (40.8   (137.8   (119.2
  

 

 

   

 

 

   

 

 

 

Deferred income tax and social contribution income (expense) benefit as reported

   15.3    146.5    (136.2

The effective tax rate for the year ended December 31, 2017 was 8.8% in comparison with 5.5% at December 31, 2016.

On December 22, 2017 the US President approved the “Tax Cuts and Jobs Act” changing numerous provisions including reduction of the corporate income tax rate from 35% to 21% and certain business-related exclusions, deductions and credits.

For 2017, the Company verified a net gain impact of US$ 4.7 its US subsidiaries due to a revaluation of deferred tax assets and liabilities and the full depreciation of certain assets acquired as from January 10, 2017 to December 31, 2017, a tax benefit introduced by the new law.

   12.31.2019   12.31.2018   12.31.2017 

Loss before income tax

   (101.2   (282.0   (95.1
  

 

 

   

 

 

   

 

 

 

Income tax and social contribution at the nominal Brazilian enacted tax rate - 34%

   34.4    95.9    32.3 
  

 

 

   

 

 

   

 

 

 

Tax on profits of overseas subsidiaries

   (72.3   (33.2   (9.8

Functional currency effect of the non monetary assets

   16.4    (117.4   (5.0

Research and development tax incentives

   23.0    27.1    42.8 

Interest on own capital

       3.0    16.9 

Fiscal credits (recognized and non recognized)

   0.2    (8.5   9.1 

Tax rate diference

   (5.3   26.8    3.0 

Other difference between IFRS and fiscal basis*

   (99.9   27.0    (117.5
  

 

 

   

 

 

   

 

 

 
   (137.9   (75.2   (60.5
  

 

 

   

 

 

   

 

 

 

Income tax and social contribution income (expense) benefit as reported

   (103.5   20.7    (28.2
  

 

 

   

 

 

   

 

 

 

Current income tax and social contribution expense as reported

   (37.5   (8.6   (41.1

Deferred income tax and social contribution income (expense) benefit as reported

   (66.0   29.3    12.9 

 

25.Financial Guarantees*

Others and Residual Value Guaranteesdifferences between accounting and fiscal basis mainly refer to: permanent additions and exclusions, realization of foreign exchange gain or loss, transfer pricing adjustments and differences between accounting basis and fiscal treatments in the income tax calculation (depreciation of fixed assets, provision for inventory losses, among others).

 

   12.31.2017   12.31.2016 

Financial guarantee of residual value

   108.9    122.2 

Accounts payable (i)

   30.8    65.9 

Financial guarantee

   17.1    22.7 
  

 

 

   

 

 

 
   156.8    210.8 
  

 

 

   

 

 

 

Current portion

   22.2    49.7 

Non-current portion

   134.6    161.1 
24.3

Uncertainty over income tax treatments

Embraer S.A.The Company and its subsidiaries held certain discussions with Brazilian tax authorities over administrative and judicial matters related to uncertain treatments adopted when calculating income tax and social contribution on net income, whose prognostic assessment was that the opted tax positions will probably be accepted by the authorities, based on internal and external evaluation by legal advisors. A summary of these processes, related contingent liabilities and their potential effects is presented in Note 26.2.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

25

Financial guarantees and residual value guarantees

   12.31.2019   12.31.2018 

Financial guarantee of residual value

   —      125.4 

Accounts payable (i)

   —      15.1 

Financial guarantee

   —      11.6 
  

 

 

   

 

 

 
   —      152.1 
  

 

 

   

 

 

 

Current portion

   —      51.0 

Non-current portion

   —      101.1 

The movement on the financial guarantees and residual guarantees is shown below:

 

  Financial
guarantee
 Financial
guarantee of
residual value
 Accounts
payable (i)
 Additional
provision (i)
 Total 

At December 31, 2014

   61.8   94.4   81.8   —     238.0 
  

 

  

 

  

 

  

 

  

 

 

Additions

   —     —    3.0  114.0  117.0 

Disposals

   —     —    (40.5  —    (40.5

Re-measurement

   (9.0  —     —     —    (9.0

Reclassifications

   —     —    13.1  (13.1  —   

Market value

   —    0.3   —     —    0.3 

Guarantee amortization

   (12.7  —     —     —    (12.7
  

 

  

 

  

 

  

 

  

 

 

At December 31, 2015

   40.1   94.7   57.4   100.9   293.1 
  

 

  

 

  

 

  

 

  

 

 

Additions

   0.1   —    11.9   —    12.0 

Interest Additions

   —     —    1.7   —    1.7 

Disposals

   (6.6  —    (95.6  —    (102.2

Reversals

   —     —     —    (10.4 (10.4

Reclassifications (ii)

   —     —    90.5  (90.5  —   

Market value

   —    27.5   —     —    27.5 

Guarantee amortization

   (10.9  —     —     —    (10.9
  

 

  

 

  

 

  

 

  

 

   Financial
guarantee
   Financial
guarantee of
residual value
   Accounts
payable
   Total 

At December 31, 2016

   22.7   122.2   65.9   —     210.8    22.7    122.2    65.9    210.8 
  

 

  

 

  

 

  

 

  

 

   

 

   

 

   

 

   

 

 

Additions

   1.2   —    3.7   —    4.9    1.2    —      3.7    4.9 

Interest Additions

   —     —    2.0   —    2.0    —      —      2.0    2.0 

Disposals

   —     —    (40.8  —    (40.8   —      —      (40.8   (40.8

Market value

   —    (13.3  —     —    (13.3   —      (13.3   —      (13.3

Guarantee amortization

   (6.8  —     —     —    (6.8   (6.8   —      —      (6.8
  

 

  

 

  

 

  

 

  

 

   

 

   

 

   

 

   

 

 

At December 31, 2017

   17.1   108.9   30.8   —     156.8    17.1    108.9    30.8    156.8 
  

 

  

 

  

 

  

 

  

 

   

 

   

 

   

 

   

 

 

Interest Additions

   —      —      1.5    1.5 

Disposals

   —      —      (17.2   (17.2

Market value

   —      16.5    —      16.5 

Guarantee amortization

   (5.5   —      —      (5.5
  

 

   

 

   

 

   

 

 

At December 31, 2018

   11.6    125.4    15.1    152.1 
  

 

   

 

   

 

   

 

 

Interest Additions

   —      —      0.6    0.6 

Disposals

   —      —      (15.7   (15.7

Market value

   —      4.2    —      4.2 

Guarantee amortization

   (0.9   —      —      (0.9

Liabilities held for sale

   (10.7   (129.6   —      (140.3
  

 

   

 

   

 

   

 

 

At December 31, 2019

   —      —      —      —   
  

 

   

 

   

 

   

 

 

All financial guarantees and residual value guarantees granted by the Company refer to the Commercial Aviation and comprise the disposal group (liabilities held for sale) in the statement of financial position and discontinued operation in the statement of income for the year ended December 31, 2019. See Note 4.

 

26(i)Accounts payable and additional provision:

Republic Airways Holdings - Refers to liabilities assumed on the acquisition of Republic Airways aircraft as a result of the client’s filing for bankruptcy (Chapter 11) in February 2016, which is partially concluded. As of December 30, 2017, the obligation assumed in Accounts payable was US$ 30.8 (US$ 41.6 as of December 31, 2016).

(ii)Refers to transfers of financial guarantees held from provisions to accounts payable due to formalization by parties of the exercise of such guarantees.

26.Provisions and contingent liabilities

 

 26.1.26.1

Provisions

 

  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Product warranties (i)

   101.1    94.1    67.1    98.0 

Provisions for labor, taxes and civil (ii)

   54.2    93.1    66.4    58.4 

Taxes

   41.8    28.5    41.7    31.4 

Post retirement benefits

   36.1    46.0    11.7    31.7 

Environmental provision

   1.8    1.0    0.3    2.4 

Voluntary redundancy scheme (iii)

   —      25.3 

Other

   42.5    26.8    15.7    20.5 
  

 

   

 

   

 

   

 

 
   277.5    314.8    202.9    242.4 
  

 

   

 

   

 

   

 

 

Current portion

   141.3    135.8    103.1    116.9 

Non-current portion

   136.2    179.0    99.8    125.5 

 

(i)

Recorded to cover product-related expenditure, including warranties and contractual obligations to implement improvements to aircraft delivered in order to meet performance targets.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

(ii)

Provisions for labor, tax or civil contingencies, as shown in the table below Note 26.1.1.

Embraer S.A.Change in provision:

   Product
warranties
  Provisions
labor, taxes and

civil
  Post retirement
benefits
  Taxes  Voluntary
redundancy
scheme
  Environment
provision
  Other  Total 

At December 31, 2016

   94.1   93.1   46.0   28.5   25.3   1.0   14.8   302.8 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   42.5   12.7   3.2   14.0   7.0   3.0   7.1   89.5 

Interest

   —     12.5   4.4   —     —     —     —     16.9 

Used/payments

   (26.8  (61.1  (15.3  —     (31.0  —     —     (134.2

Reversals

   (8.8  (2.3  (1.4  —     (1.0  (2.0  —     (15.5

Translation adjustments

   0.1   (0.7  (0.8  (0.7  (0.3  (0.2  3.4   0.8 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   101.1   54.2   36.1   41.8   —     1.8   25.3   260.3 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   38.1   24.6   0.6   0.8   —     2.0   8.0   74.1 

Interest

   —     5.1   2.9   —     —     —     —     8.0 

Used/payments

   (24.9  (6.4  (3.3  (11.2  —     —     —     (45.8

Reversals

   (16.2  (11.8  (0.2  —     —     (1.0  —     (29.2

Translation adjustments

   (0.1  (7.3  (4.4  —     —     (0.4  (12.8  (25.0
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2018

   98.0   58.4   31.7   31.4   —     2.4   20.5   242.4 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   54.2   23.8   —     63.9   —     2.3   —     144.2 

Interest

   —     5.2   2.2   —     —     —     —     7.4 

Used/payments

   (29.7  (7.1  —     (54.0  —     (1.7  (0.4  (92.9

Reversals

   (43.2  (10.6  (1.8  —     —     —     —     (55.6

Translation adjustments

   (0.2  (1.9  (0.7  0.4   —     (0.1  (0.6  (3.1

Liabilities held for sale

   (12.0  (1.4  (19.7  —     —     (2.6  (3.8  (39.5
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2019

   67.1   66.4   11.7   41.7   —     0.3   15.7   202.9 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

26.1.1

Labor, tax and civil provisions

   12.31.2019   12.31.2018 

Tax related

    

IRPJ (i)

   13.6    9.2 

PIS and COFINS

   5.3    5.3 

Social security contributions (ii)

   2.4    2.4 

Import taxes (iii)

   0.8    0.8 

FUNDAF

   —      0.1 

Others

   —      0.2 
  

 

 

   

 

 

 
   22.1    18.0 

Labor related

    

Plurimas 461/1379 (iv)

   9.6    10.0 

Reintegration (v)

   6.0    7.0 

Overtime (vi)

   7.6    6.0 

Dangerousness (vii)

   1.4    1.0 

Indemnity (viii)

   4.9    3.1 

Third parties

   1.5    0.5 

Others

   12.9    12.4 
  

 

 

   

 

 

 
   43.9    40.0 

Civil related

    

Indemnity (ix)

   0.4    0.4 
  

 

 

   

 

 

 
   0.4    0.4 
  

 

 

   

 

 

 
   66.4    58.4 
  

 

 

   

 

 

 

Current portion

   21.4    20.7 

Non-current portion

   45.0    37.7 

(i)

The Company has obtained an injunction to suspend collection of withholding tax related to values transferred overseas.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

(iii)In 2016 The Company announced a Voluntary Redundancy Scheme (VRS) for which employees of the Company and its subsidiaries ELEB Equipamento Ltda. and Embraer GPX Ltda were eligible. Of the 1,650 employees interested in joining the program, 1,643 were approved by the Company. The provisioned amounts correspond tonon-recurring incremental expenses specifically related to the plan. The discharge of certain employees who joined the plan has still not been put into effect.

Change in provision:

   Product
warranties
  Provisions
Labor, Taxes
and Civil
  Post retirement
benefits
  Taxes  Voluntary
redundancy
scheme
  Environment
provision
  Other  Total 

At December 31, 2014

   87.3   80.4   41.2   25.3   —     4.3   10.0   248.5 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   84.4   14.1   (4.7  1.0   —     1.0   5.0   100.8 

Interest

   —     4.7   3.1   —     —     —     —     7.8 

Reclassifications

   —     0.1   —     —     —     —     —     0.1 

Used/payments

   (53.9  (21.5  (1.1  (10.0  —     —     (3.0  (89.5

Reversals

   (22.3  (11.5  —     —     —     (2.0  —     (35.8

Translation adjustments

   0.2   (16.4  (11.7  0.6   —     (1.6  1.6   (27.3
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2015

   95.7   49.9   26.8   16.9   —     1.7   13.6   204.6 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   51.9   43.3   11.2   12.0   118.0   1.0   17.0   254.4 

Interest

   —     4.3   3.3   —     —     —     —     7.6 

Used/payments

   (31.7  (2.7  —     —     (77.0  —     (2.0  (113.4

Reversals

   (20.6  (5.5  —     —     (15.0  (2.0  —     (43.1

Translation adjustments

   (1.2  3.8   4.7   (0.4  (0.7  0.3   (1.8  4.7 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2016

   94.1   93.1   46.0   28.5   25.3   1.0   26.8   314.8 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Additions

   42.5   12.7   3.2   14.0   7.0   3.0   17.4   99.8 

Interest

   —     12.5   4.4   —     —     —     —     16.9 

Used/payments

   (26.8  (61.1  (15.3  —     (31.0  —     (5.0  (139.2

Reversals

   (8.8  (2.3  (1.4  —     (1.0  (2.0  —     (15.5

Translation adjustments

   0.1   (0.7  (0.8  (0.7  (0.3  (0.2  3.3   0.7 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

At December 31, 2017

   101.1   54.2   36.1   41.8   (0.0  1.8   42.5   277.5 
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

26.1.1Labor, tax and civil provisions

   12.31.2017   12.31.2016 

Tax related

    

IRPJ (i)

   10.1    37.4 

PIS and COFINS (ii)

   6.8    10.2 

Social security contributions (iii)

   2.8    8.8 

Import taxes (iv)

   0.9    2.0 

ICMS

   —      4.6 

FUNDAF

   —      3.9 

Others

   0.4    1.8 
   21.0    68.7 

Labor related

    

Plurimas 461/1379 (v)

   11.3    10.1 

Reintegration (vi)

   5.1    3.5 

Indemnity (vii)

   2.3    1.5 

Third parties

   0.9    0.6 

Others

   13.4    8.3 
   33.0    24.0 

Civil related

    

Indemnity (viii)

   0.2    0.4 
   0.2    0.4 
  

 

 

   

 

 

 
   54.2    93.1 
  

 

 

   

 

 

 

Current portion

   21.5    22.6 

Non-current portion

   32.7    70.5 

(i)Provision of tax assessment in 6 installments under the Special Tax Regularization Program (“PERT”). It refers to the administrative dispute related to the tax assessment notice regarding the accounting for and recognition of indemnification in the Administrative Council of Tax Appeals, regarding the demand for payment of Income tax (IRPJ) and Social Contribution (CSLL).

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

(ii)Provision of part of a tax assessment in 6 installments under the Special Tax Regularization Program (“PERT”). It refers to the administrative dispute related to Social Integration Program (PIS) and Social Security Financing Contribution (COFINS) credits calculated in certain operations.

(iii)The Company was notified by the authorities for failing to withhold social security contributions from service providers. These lawsuits are at the second court level.

(iv)(iii)

Deficiency and Penalty Notices issued against the Company involving the drawback regime, disputing possible differences in relation to the tax classification of certain products and is at the analysis stage in the Federal Supreme Court - STJ (Supremo Tribunal de Justiça).

(v)(iv)

Refers to claims for backdated salary increases and productivity payments, brought by former employees.

(vi)(v)Lawsuits

Suits brought by former employees claiming reinstatement with the Company for various reasons.

(vi)

Requests for payment of alleged differences in relation to overtime.

(vii)

Requests that seek recognition of hazardous activity.

(viii)

Indemnity claims in connection with alleged work-related accidents, pain and suffering, etc.

(viii)(ix)

Other indemnity claims brought by parties that had some kind of legal relationship with the Company.

The tax, labor and civil provisions are recorded in accordance with the Company’s accounting policy (see Note 2.2.24), and the amounts shown here represent the estimated amounts that the Company’s legal department and its external counsel anticipateexpect the Company willto have to disburse to settle the lawsuits.

 

 26.2.26.2

Contingent liabilities

Contingent liabilities are amounts classified as possible losses, in accordance with the Company’s accounting policy, and based onin the opinion of the Company’s legal department, supported where applicable, by the Company’sits external counsel. When the contingent liabilities ariseliability arises from the same set of circumstances as an existing provision, the type of the corresponding provision type is indicated at the end of the description. The Company’s main contingent liabilities are listed below:

 

The Company has a legal discussion related to the ISSQN rate in the amount of US$ 60.0 on December 31, 2019 (US$ 55.9 on December 31, 2018).

The Company has a legal dispute over AIIM on SAT /Agentes Nocivos from 2003 in the amount of US$ 7.7 on December 31, 2019 (US$ 8.1 on December 31, 2018).

The Company has a dispute about the transfer price calculation from the year 2009 in the amount of US$ 9.0 on December 30, 2019 (US$ 8.4 on December 31, 2018).

The Company is involved in a legal dispute related to tax credits paid by its subsidiaries abroad amounting to US$ 6.6 at99.6 on December 31, 2017.2019 (US$ 119.6 on December 31, 2018).

The Company has a dispute on the 2007 Tax Assessment Notice regarding the validity of the provisions contained in the Normative Instruction No. 213/02, which determined the taxation of profits from abroad through the application of Brazilian rules. The dispute involves transfer pricing in loans between associates, equity method, among others. On September 1, 2010, decadence had been accepted to exclude the requirements of the first three quarters of 2002, and it was determined to carry out diligence to collect information requested by the National Treasury Attorney (Procuradoria da Fazenda Nacional - PNF). In April 2019 the judge trial was converted into diligence. The amount is US$ 161.0 on December 31, 2019 (US$ 163.9 on December 31, 2018).

The Company has a discussion on the disallowance of credits launched in several PERDCOMPs (electronic request for reimbursement or refund and tax offset statement program in Brazil) in the amount of US$ 51.0 on December 31, 2019 (US$ 37.5 on December 31, 2018).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Other tax lawsuits in the amount of US$ 0.6 as of December 31, 2019 (US$ 0.6 as of December 31, 2018).

 

The Company has contingent liabilities amounting to US$ 20.9 on December 31, 2019 related to several labor process that amount to US$ 28.0 as ofclaims (US$ 36.4 on December 31, 2017 (US$ 16.7 as of December 31, 2016)2018).

 

26.3

SEC/DOJ and Brazilian public prosecutor’s investigations

In October 2016, the Company finalizedentered into definitive agreements with the United States and Brazilian authorities for the settlementresolution of allegationscriminal and civil violations of the U.S. Foreign Corrupt Practices Act of 1977, as amended, or FCPA and fornon-compliance with anti-corruption laws in the US andresolution of violations of certain Brazilian laws.

Under the Final Agreementsfinal agreements with the DOJ (U.S. Department of Justice) and the SEC the Company assumed the following main obligations:(U.S. Securities and Exchange Commission):

 

Payment of US$ 98.2 million to the SEC (of which US$ 20.0 million or R$ 64.0 million due to the CVM and the MPF under the TCAC, as disgorgement of profits.

The Company agreed to pay approximately US$ 98.2 to the SEC (of which US$20.0 million or R$64.0 million was due to the Brazilian Securities and Exchange Commission (CVM orComissão de Valores Mobiliários) and the Brazilian Federal Public Prosecutor’s Office (MPF orMinistério Público Federal) under the term of undertaking (TCAC orTermo de Compromisso e de Ajustamento de Conduta), in the form of disgorgement of profits and pre-judgement interest.

 

Payment of $

The Company agreed to pay approximately US$ 107.3 million to the DOJ, as a penalty for one count of conspiracy to violate the anti-bribery and books and records provisions of the FCPA (U.S. Foreign Corrupt Practices Act) and one count of violating the internal controls provisions of the FCPA.

 

Under an

In a deferred prosecution agreement with(DPA), the DOJ on conditional deferralagreed to defer prosecution of the Deferred Prosecution Agreement (“DPA”) against the Company, it agreed that liabilitycharges for the recognized facts will be deferred for 03 (three)three years, after which period the charges will be dismissed if the Company does not violatecomplied with the terms of the DPA.; and

 

To contract

The Company agreed with the DOJ and the SEC to retain an external and independent anti-corruption monitorship for a period of approximately three years. In February 2020, the Company agreed to extend the term of the external and independent monitorship for a period of 03 (three) years.

Embraer S.A.

Notesan additional 90 days in order to allow the Consolidated Financial Statementsmonitor to complete his work.

In millions of U.S. dollar, unless otherwise stated

 

In February 2017, the United States authorities appointed a monitor as required under the above-mentioned definitive agreements with the United States authorities. In October 2017,On April 13, 2020, the monitor delivered his firstfinal report which contained certain observationsto the DOJ and recommendations to further improve the Company’sSEC, finding that Embraer’s compliance program includingis reasonably designed and implemented to detect and prevent violations of the review and/or creationanti-corruption laws. On May 22, 2020, the monitorship term expired. Under both the DPA and the SEC Consent, there remain certain additional steps that the Company must take to complete the requirements of anti-corruption related policiesthe DPA and procedures.the SEC Consent.

The Final Agreements and the TCAC represent the conclusion of the internal investigation of allegations of noncompliance with the FCPA and certain Brazilian laws in four aircraft sales outside Brazil between 2007 and 2011.

Related proceedings and other developments are ongoing and could result in additional fines that may be substantial and possibly other sanctions and adverse consequences, which may be substantial. The Company believes that there is no adequate basis at this time for estimating accruals or quantifying possible contingencies relatedany contingency with respect to these matters.

The Company will continue to cooperate with governmental authorities, as circumstances may require. In August 2016, a putative securities class action was filed in a US court againstthis regard, on February 23, 2017 the Company entered into an Exoneratory Agreement with the Mozambican authorities for collaboration with the investigations in that country and certain of its former and current executives.under which there are no financial obligations for Embraer. In October 2016,July 2018, the Company entered into a federal Court in New York appointed a lead plaintiff and a leading counsel for putative class action. In December 2016,collaboration agreement with the lead plaintiff filed an amended complaint. The amended complaint seeks to bring claims on behalf of all persons and entities who purchased or otherwise acquired Embraer securities during the period from January 11, 2012 through and including November 28, 2016, asserting violationsAttorney General’s Office of the U.S. federal securities laws relatingDominican Republic in exchange for our cooperation with ongoing investigations in that country and paid US$ 7.0 to the internal investigations conductedDominican Republic.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

27

Post-retirement benefits

   12.31.2019   12.31.2018 

Medical benefits plan Brazil

   9.0    27.9 

Medical benefits plan subsidiaries abroad

   2.7    3.8 
  

 

 

   

 

 

 

Post-retirement benefits

   11.7    31.7 
  

 

 

   

 

 

 

As of December 31, 2019, provision of US$ 19.7 associated with post-retirement healthcare benefits provided by the Company between 2011 and 2016 regarding violations of the Foreign Corrupt Practices Act (FCPA) and related issues (Note 21). The Court has not yet issued a timetablemainly in Brazil was reclassified to liabilities held for the investigation of the motion to dismiss and other procedural aspects of the case. At this time, the Company believes that there is no adequate basis for estimating provisionssale related to this matter.

the Commercial Aviation business unit (Note 4).

27.Post-retirement benefits

   12.31.2017   12.31.2016 

Medical benefits plan Brazil

   31.8    41.5 

Medical benefits plan subsidiaries abroad

   4.3    4.5 
  

 

 

   

 

 

 

Post-retirement benefits

   36.1    46.0 
  

 

 

   

 

 

 

 

 27.1.27.1

Post-retirement healthcare benefits provided by the Company in Brazil

The Company amended itsprovided healthcare plan for retired employees, which based on its conditions, is classified as a post-employment benefit. Under this healthcare plan, employees who retire from the Company have the option of remaining in the plan, contributing the full amount charged by the insurance company. However, due to certain rules for increases under Brazilian law, there could be times at which the contribution made by the retired employees is insufficient to cover the medical plan expenses,costs, which would represent exposure for the Company.

In 2014 the Company announced changes in employee participation in the health care plan with regard to the contribution table. These changes have been challenged by the Union, which obtained an injunction suspending the change in the amounts charged to eligible employees, however, the change was applied for employees assisted by the benefit. In the case of other plan participants, the Company has not reviewed its exposure, and is awaiting a legal decision to proceed with a possible change of employee participation policy in the health care plan.

 

 27.2.27.2

Post-retirement healthcare benefits provided by subsidiaries abroad

Embraer Aircraft Holding sponsors a post-retirement healthcare plan for employees hired up to 2007. The expected costs of pension and provision of post-employment medical benefit for the individual employees and their dependents are provided on an accrual basis based on actuarial studies and the calculation is reviewed annually.

 

 27.3.27.3

Defined contribution pension plan

The Company and certain subsidiaries sponsor a defined contribution pension plan for their employees, participation in which is optional. The Company’s contributions to the plan for the years ended December 31, 20172019 and 20162018 were US$ 22.219.0 and US$ 23.214.1, respectively.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

28.28

Financial Instruments

 

 28.1.28.1

Financial instruments by category

 

     12.31.2017       12.31.2019 
  Note  Loans and
receivables
   Measured at fair
value through
profit or loss
   Available for sale   Liabilities
measured at
amortized cost
   Total   Note   Amortized
cost
   Fair value through
profit or loss
   Total 

Assets

                    

Cash and cash equivalents

  5   1,270.8    —      —      —      1,270.8    6    855.2    —      855.2 

Financial investments

  6   —      2,558.1    58.8    —      2,616.9    7    —      424.7    424.7 

Guarantee Deposits

  11   393.8    —      —      —      393.8    11    0.6    —      0.6 

Collateralized accounts receivable

  9   288.7    —      —      —      288.7    10    17.6    —      17.6 

Contract assets

     461.9    —      461.9 

Trade accounts receivable, net

  6   717.1    —      —      —      717.1    8    149.4    —      149.4 

Customer and commercial financing

  9   16.4    —      —      —      16.4 

Derivative financial instruments

  8   —      34.3    —      —      34.3    9    —      2.1    2.1 

Other Assets

     34.5    —      34.5 
    

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

 
     2,686.8    2,592.4    58.8    —      5,338.0      1,519.2    426.8    1,946.0 
    

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

 

Liabilities

                    

Loans and financing

  20   —      1,264.3    —      2,934.2    4,198.5    21    91.0    —      91.0 

Trade accounts payable and others liabilities

     —      —      —      1,502.5    1,502.5      550.8    —      550.8 

Financial guarantee and of residual value

  25   —      108.9    —      47.9    156.8 

Capital Lease

  20   —      —      —      —      —   

Lease liability

     38.6    —      38.6 

Derivative financial instruments

  8   —      8.9    —      —      8.9    9    —      4.5    4.5 
    

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

 
     —      1,382.1    —      4,484.6    5,866.7      680.4    4.5    684.9 
    

 

   

 

   

 

   

 

   

 

     

 

   

 

   

 

 
     12.31.2016 
  Note  Loans and
receivables
   Measured at fair
value through
profit or loss
   Available for sale   Liabilities
measured at
amortized cost
   Total 

Assets

            

Cash and cash equivalents

  5   1,241.5    —      —      —      1,241.5 

Financial investments

  6   —      1,908.7    35.0    —      1,943.7 

Guarantee Deposits

  11   511.4    —      —      —      511.4 

Collateralized accounts receivable

  10   323.3    —      —      —      323.3 

Trade accounts receivable, net

  7   665.4    —      —      —      665.4 

Customer and commercial financing

  9   37.4    —      —      —      37.4 

Derivative financial instruments

  8   —      32.1    —      —      32.1 
    

 

   

 

   

 

   

 

   

 

 
     2,779.0    1,940.8    35.0    —      4,754.8 
    

 

   

 

   

 

   

 

   

 

 

Liabilities

            

Loans and financing

  20   —      1,357.3    —      2,402.5    3,759.8 

Trade accounts payable and others liabilities

     —      —      —      1,722.4    1,722.4 

Financial guarantee and of residual value

  25   —      122.2    —      88.6    210.8 

Capital Lease

  20   —      0.1    —      —      0.1 

Derivative financial instruments

  8   —      8.4    —      —      8.4 
    

 

   

 

   

 

   

 

   

 

 
     —      1,488.0    —      4,213.5    5,701.5 
    

 

   

 

   

 

   

 

   

 

 

       12.31.2018 
   Note   Amortized
cost
   Fair value through
other
comprehensive
income
   Fair value through
profit or loss
   Total 

Assets

          

Cash and cash equivalents

   6    1,280.9    —      —      1,280.9 

Financial investments

   7    48.8    507.8    1,370.3    1,926.9 

Guarantee Deposits

   11    349.7    —      —      349.7 

Collateralized accounts receivable

   10    235.9    —      —      235.9 

Contract assets

     358.0    —      —      358.0 

Trade accounts receivable, net

   8    318.0    —      —      318.0 

Customer and commercial financing

     11.7    —      —      11.7 

Derivative financial instruments

   9    —      —      9.5    9.5 

Other Assets

     66.2    —      —      66.2 
    

 

 

   

 

 

   

 

 

   

 

 

 
     2,669.2    507.8    1,379.8    4,556.8 
    

 

 

   

 

 

   

 

 

   

 

 

 

Liabilities

          

Loans and financing

   21    3,647.7    —      —      3,647.7 

Trade accounts payable and others liabilities

     1,550.5    —      —      1,550.5 

Financial guarantee and residual value

   25    15.0    —      125.4    140.4 

Derivative financial instruments

   9    —      —      8.1    8.1 
    

 

 

   

 

 

   

 

 

   

 

 

 
     5,213.2    —      133.5    5,346.7 
    

 

 

   

 

 

   

 

 

   

 

 

 

 

 28.2.28.2

Fair value of financial instruments

The fair value of the Company’s financial assets and liabilities was determined using available market information and appropriate valuation methodologies. However, considerable judgment is required in interpreting market data to generate estimates of fair values. Consequently, the estimates presented below are not necessarily indicative of the amounts that might be realized in a current market exchange. The use of different assumptions and/or methodologies could have a material effect on the estimated realizable values.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The following methods were used to estimate the fair value of each category of financial instrument for which it is possible to estimate the fair value.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The carrying amounts of cash, financial investments, accounts receivable, other financial assets and current liabilities are approximately their fair values. The methods below were used to estimate the fair value of other class of financial instruments for which fair value is adopted.

Financial investments – The fair value of securities held to maturitymeasured at amortized cost is estimated by the discounted cash flow methodology. For investments in corporate bonds, the unit price on the last trading day at the end of the reporting period is multiplied by the amount invested.

Loans and financing – The fair value ofnon-current bonds is the unit price on the last trading day at the end of the reporting period multiplied by the quantity issued.

For other loans and financing, fair value is based on the valueamount of the contractual cash flows. Theflows and the discount rate used when applicable, is based on the rate for contracting of a new transaction in similar conditions or in the lack thereof, on the future market yield curve for the cash flowsflow of each liability.obligation.

The Company considers “fair value” to be the price that would be received to sell an asset or paid to transfer a liability in an orderly transaction between market participants at the measurement date (exit price). The Company utilizes market data or assumptions that market participants would use in pricing the asset or liability, including assumptions about risk and the risks inherent in the inputs to the valuation technique. The Company primarily applies the market approach for recurring fair value measurements and endeavors to utilize the best available information. Accordingly, the Company utilizes valuation techniques that maximize the use of observable inputs and minimize the use of unobservable inputs. The Company is able to classify fair value balances based on the observable inputs. A fair value hierarchy is used to prioritize the inputs used to measure fair value. The three Levels of the fair value hierarchy are as follows:

 

Level 1 - quoted prices are available in active markets for identical assets or liabilities at the reporting period.date. Active markets are those in which transactions for the asset or liability occur in sufficient frequency and volume to provide pricing information on an ongoing basis. Level 1 primarily consists of financial instruments such as exchange-traded derivatives and listed equities.

 

Level 2 - pricing inputs are other than quoted prices in active markets included in level 1, which are either directly or indirectly observable as of the reported date. However, they may be directly or indirectly observable at the statement of financial positionreporting date. Level 2 includes those financial instruments that are valued using models or other valuation methodologies. These models are primarily industry-standard models that consider various assumptions, including quoted forward prices for commodities, time value, volatility factors, and current market and contractual prices for the underlying instruments, as well as other relevant economic measures. Substantially all of these assumptions are observable in the marketplace throughout the full term of the instrument, can be derived from observable data or are supported by observable levels at which transactions are executed in the marketplace. Instruments in this category includenon-exchange traded derivatives such as swaps orover-the-counter forwards and options.

 

Level 3 - pricing inputs include significant inputs that are generally less observable from objective sources. These inputs may be used with internally developed methodologies that result in Management’s best estimate of fair value. At each balance sheetreporting date, the Company performs an analysis of all instruments and includes in Level 3 all of those whose fair value is based on significant unobservable inputs. Changes in the fair value of financial instruments classified as Level 3 are recognized in profit or loss for the year as finance income (expenses), net.

The following table lists the Company’s financial assets and liabilities by level within the fair value hierarchy. The Company’s assessment of the significance of a particularan input to the fair value measurement requires judgment and may affect the valuation of fair value assets and liabilities and their placement within the fair value hierarchy levels. In 2017On December 31, 2019, there waswere no changechanges in the methods used to assess the fair value methodology of the financial instruments and, therefore, there were therefore no level changes.transfers between levels.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

  12.31.2017 
  Note  Level 2   Level 3   Total   Book value 

Assets

          

Cash and cash equivalents

  5   1,270.8    —      1,270.8    1,270.8 

Financial investments

  6   2,558.1    58.8    2,616.9    2,616.9 

Guarantee Deposits

  11   393.8    —      393.8    393.8 

Collateralized accounts receivable

  10   288.7    —      288.7    288.7 

Trade accounts receivable, net

  7   717.1    —      717.1    717.1 

Customer and commercial financing

  9   16.4    —      16.4    16.4 

Derivative financial instruments

  8   34.3    —      34.3    34.3 
    

 

   

 

   

 

   

 

 
     5,279.2    58.8    5,338.0    5,338.0 
    

 

   

 

   

 

   

 

 

Liabilities

          

Loans and financing

  20   1,264.3    —      1,264.3    1,264.3 

Financial guarantee and of residual value

  25   —      108.9    108.9    108.9 

Derivative financial instruments

  8   8.9    —      8.9    8.9 
    

 

   

 

   

 

   

 

 
     1,273.2    108.9    1,382.1    1,382.1 
    

 

   

 

   

 

   

 

 
      12.31.2019 
  12.31.2016       Fair value through profit or loss   Other categories         
  Note  Level 2   Level 3   Total   Book value   Note   Level 2   Level 3   Total   of financial
instruments
   Fair value   Book value 

Assets

                        

Cash and cash equivalents

  5   1,241.5    —      1,241.5    1,241.5    6    —      —      —      855.2    855.2    855.2 

Financial investments

  6   1,943.7    35.0    1,978.7    1,978.7    7    364.1    60.6    424.7    —      424.7    424.7 

Guarantee Deposits

  11   511.4    —      511.4    511.4 

Guarantee deposits

   11    —      —      —      0.6    0.6    0.6 

Collateralized accounts receivable

  10   323.3    —      323.3    323.3    10    —      —      —      17.6    17.6    17.6 

Contract assets

     —      —      —      461.9    461.9    461.9 

Trade accounts receivable, net

  7   665.4    —      665.4    665.4    8    —      —      —      149.4    149.4    149.4 

Customer and commercial financing

  9   37.4    —      37.4    37.4 

Derivative financial instruments

  8   32.1    —      32.1    32.1    9    2.1    —      2.1    —      2.1    2.1 

Other assets

     —      —      —      34.5    34.5    34.5 
    

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

 
     4,754.8    35.0    4,789.8    4,789.8      366.2    60.6    426.8    1,519.2    1,946.0    1,946.0 
    

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

 

Liabilities

                        

Loans and financing

  20   1,357.3    —      1,357.3    1,357.3    21    —      —      —      91.0    85.1    91.0 

Financial guarantee and of residual value

  25   —      122.2    122.2    122.2 

Capital lease

  20   0.1    —      0.1    0.1 

Trade accounts payable and others liabilities

     —      —      —      550.8    550.8    550.8 

Lease liability

   17    —      —      —      38.6    38.6    38.6 

Derivative financial instruments

  8   8.4    —      8.4    8.4    9    4.5    —      4.5    —      4.5    4.5 
    

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

 
     1,365.8    122.2    1,488.0    1,488.0      4.5    —      4.5    680.4    679.0    684.9 
    

 

   

 

   

 

   

 

     

 

   

 

   

 

   

 

   

 

   

 

 

 

   Fair value of financial
instruments using significant
unobservable inputs (level 3)
 
   Assets   Liabilities 

At December 31, 2015

   —      113.5 
  

 

 

   

 

 

 

Adding Shares

   35.0    —   

Market Value

   —      27.6 

Exchange variation

   —      (18.9
  

 

 

   

 

 

 

At December 31, 2016

   35.0    122.2 
  

 

 

   

 

 

 

Adding Shares

   47.4    —   

Market Value

   —      (12.7

Reversal Claims

   (35.0   —   

Remesurement

   11.5    —   

Exchange variation

   (0.1   (0.6
  

 

 

   

 

 

 

At December 31, 2017

   58.8    108.9 
  

 

 

   

 

 

 
       12.31.2018 
       Fair value through profit or loss   Other categories         
   Note   Level 2   Level 3   Total   of financial
instruments
   Fair value   Book value 

Assets

              

Cash and cash equivalents

   6    —      —      —      1,280.9    1,280.9    1,280.9 

Financial investments

   7    1,818.2    59.9    1,878.1    48.8    1,926.1    1,926.9 

Guarantee deposits

   11    —      —      —      349.7    349.7    349.7 

Collateralized accounts receivable

   10    —      —      —      235.9    235.9    235.9 

Contract assets

     —      —      —      358.0    358.0    358.0 

Trade accounts receivable, net

   8    —      —      —      318.0    318.0    318.0 

Customer and commercial financing

     —      —      —      11.7    11.7    11.7 

Derivative financial instruments

   9    9.5    —      9.5    —      9.5    9.5 

Other assets

     —      —      —      66.2    66.2    66.2 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
     1,827.7    59.9    1,887.6    2,669.2    4,556.0    4,556.8 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Liabilities

              

Loans and financing

   21    —      —      —      3,647.7    3,756.8    3,647.7 

Trade accounts payable and others liabilities

     —      —      —      1,550.5    1,550.5    1,550.5 

Financial guarantee and of residual value

   25    —      125.4    125.4    15.0    140.4    140.4 

Derivative financial instruments

   9    8.1    —      8.1    —      8.1    8.1 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 
     8.1    125.4    133.5    5,213.2    5,455.8    5,346.7 
    

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

   Fair value of financial instruments 
   using significant unobservable inputs 
   (level 3) 
   Assets   Liabilities 

At December 31, 2017

   59.6    108.9 
  

 

 

   

 

 

 

Changes in fair value

   0.3    16.5 
  

 

 

   

 

 

 

At December 31, 2018

   59.9    125.4 
  

 

 

   

 

 

 

Changes in fair value

   0.7    4.2 

Reclassification to held for sale

   —      (129.6
  

 

 

   

 

 

 

At December 31, 2019

   60.6    —   
  

 

 

   

 

 

 

Changes in Level 3 financial instruments are recognized in the consolidated statements of income under the caption of financial income (expense), net.

 

 28.3.28.3

Financial risk management policy

The Company has and follows a risk management policy, which involves the diversification of transactions and counterparties, with the objective of mappingidentifying the risks related to the financial transactions, as well as the operational directives related to these financial transactions. The policy provides for regular monitoring and management of the nature and general situation of the financial risks in order to assess the results and the financial impact on cash flows. The credit limits and risk rating of the counterparties are also reviewed periodically.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The Company’s risk management policy is part of the financial management policy established by the Executive Directors and approved by to the Board of Directors and provides for monitoring by a Financial Management Committee. Under this policy, the market risks are mitigated when there isare no counterpartyoffsetting elements in the Company’s operations and when it is considered necessary to support the corporate strategy.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The Company’s internal control procedures provide for consolidated monitoring and supervision of the financial results and of the impact on cash flows.

The Financial Management Committee assists the Financial Department in examining and reviewing information in relation to the economic scenario and its potential impact on the Company’s operations, including significant risk management policies, procedures, and practices.

The financial risk management policy includes the use of derivative financial instruments to mitigate the effects of interest rate fluctuations and to reduce the exposure to exchange rate risk. The use of these instruments for speculative purposes is forbidden.

 

 28.3.1

Capital risk management

The Company uses capital management to ensure the continuity of its investment program and offer a return to its shareholders and benefits to its stakeholders and also to maintain an optimized capital structure in order to reduce costs.

The Company may review its dividends payment policy, pay backpayback capital to the shareholders, issue new shares or sell assets in order to maintain or adjust its capital structure (to reduce indebtedness, for instance).

Liquidity and the leverage level are constantly monitored in order to mitigate refinancerefinancing risk and to maximize the return to the shareholders. The ratio between the liquidity and the return to the shareholders may be changed pursuant to the assessment of the Board of Directors.

The Company’s capital management may be modified to adjust to changes in the economic scenario or strategic repositioning of the Company.

AtAs of December 31, 2017,2019, the cash and cash equivalents and financial investments were US$ 310.8was lower than the Company’s financial indebtedness of the Company (net debt) by US$ 612.4 (US$ 574.7 lower at439.9 as of December 31, 2016)2018). Deducting the net debt of US$ 1,801.3 allocated in the disposal group as of December 31, 2019 (Note 4.2), the cash and cash equivalents and financial investments would be higher than the financial indebtedness of the Company by US$ 1,188.9.

Of the total financial indebtedness as of December 31, 2017, 9.3%2019, 16.35% was short-term (13.6% at(4.9% as of December 31, 2016)2018) and the average weighted term was equivalent to 6.010.04 years (5.3 years aton December 31, 2016). The Company’s own capital accounted for 35.0%2019 (5.5 years as of the total liabilities at December 31, 2017 and 33.8% at December 31, 2016.2018).

 

 28.3.2

Credit risk

Credit risk is the risk of a counterparty to a transaction negotiated between counterparties not meeting an obligation established in a financial instrument, or in the negotiation of sales to customers, leading to a financial loss. The Company is exposed to credit risk in its operational activities, cash held in banks and other investments in financial instruments held in financial institutions.

 

Financial

Cash and cash equivalents and financial investments

The credit risk of cash and cash equivalents and financial investments which is managed by the Company’s Financial Department is in complianceaccordance with the financialrisk management policy. The credit limit of counterparties is reviewed on a periodicallydaily basis in order to minimize concentration of risks and mitigate financialnot to exceed the limits established mitigating possible losses due togenerated by the bankruptcy of a counterparty.counterparty, as well as transactions are carried out with counterparties with investmentgrade by risk rating agencies (Fitch,Moody’s eStandard and Poor’s). The Financial Management Committee assists the Financial Department in examining and reviewing operations with counterparties.

Embraer S.A.As of December 31, 2019, and 2018, all financial investments measured at amortized cost, at fair value through other comprehensive income and at fair value through profit or loss are considered as low credit risk and are in compliance. This definition is aligned with the financial and risk management policy of the Company.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

The result from the expected credit loss model set forth in IFRS 9 for balances of cash and cash equivalents and financial investments was immaterial.

 

Accounts

Trade accounts receivable and contract assets with customers

The Company may incur losses on amounts receivable from sales of spare parts and services to customers. To reduce the risk, Management performs an internal credit risk analysis which considers qualitative factors, such as past experiences, and quantitative factors, when applicable, related to external financial information. If the risk increases and/ or the customer present overdue amounts, the supply of spare parts and services can be stopped by the Company, which impacts its fleet operations.

The Company applies IFRS 9 simplified approach to the measurement of expected credit ratings are analyzed continuously inlosses on trade accounts receivable balances (Note 8).

In order to reducecalculate the expected credit losses, receivables are grouped by the period the items are outstanding, and an expected loss factor is applied based on actual credit loss experiences of each past period, which gradually increases as long as the receivable remains outstanding in portfolio. For receivables not overdue, the expected credit loss is calculated using past 10 years’ experience of losses and monitoring of forward trends. As of December 31, 2019, the initial expected loss factor under the methodology is 1.4%.

Contract assets refer to contracts in progress that have not been billed, mainly related to development contracts recognized over time in the Defense & Security segment.

The credit risk characteristic of the Company’s customers is different for the Defense & Security segment, since the counterparties refer only to government entities and agencies. The risk in this risk.case is associated with the sovereign risk of each country, especially Brazil, as well as with the continuity of strategic projects under development, for which the Company usually has the enforceable right to receive for the performance completed to date. The Company may also be subject to credit risk onhistorically has not presented losses in the trade accounts receivable from aircraft sales untiland contract assets balances with these counterparties.

Trade accounts receivable and contract assets are written off when there is no reasonable expectation of recovery. Indications include, among others, the financing structure has been completed. To minimize this credit risk, the Company operates with financial institutions to facilitate structuringinability of the financing.debtor to participate in a plan to renegotiate its debt or possible legal actions have been exhausted.

To cover possible

Other financial assets

Other financial assets measured as at amortized cost includes guarantee deposits, collateralized accounts receivable, customer financing, court-mandated escrow deposits and loan with joint operation. The result of the expected credit losses on doubtful accounts,model set forth in IFRS 9 for other financial assets was immaterial.

Also, the Company has recorded an allowance considered sufficient by management to cover expected losses on realizationguarantees, such as guarantee deposits in financial institutions rated as investment grade, pledge assets or other contractual guarantees, which also mitigates the risk of the receivables.

The following tables present the credit risk classification of the respective counterparty of the financial investment (including cash) and other financial assets held by the Company.

a)Credit risk for counterparty with external assessment

   12.31.2017   12.31.2016 

Cash and cash equivalents

   1,270.8    1,241.5 

Financial investments

   2,616.9    1,943.7 

Derivative financial instruments

   34.3    32.1 
  

 

 

   

 

 

 

Total

   3,922.0    3,217.3 
  

 

 

   

 

 

 

Based on external appraisal:

    

AAA

   52.2    46.5 

AA

   1,406.7    1,165.1 

A

   1,715.2    1,478.4 

BBB

   688.3    481.6 

BB

   0.5    10.4 

N/A

   59.1    35.3 
  

 

 

   

 

 

 

Total

   3,922.0    3,217.3 
  

 

 

   

 

 

 

N/A – Not available: without observable input for credit assessment. In December 2017, this balance includes an amount related to shares receivedloss in negociation with Republic Airways, for which no losses were recognized.

b)Credit risk for counterparties without external evaluation

   12.31.2017   12.31.2016 

Collateralized accounts receivable

   288.7    323.3 

Trade accounts receivable, net

   717.1    665.4 

Customer and commercial financing

   16.4    37.4 
  

 

 

   

 

 

 

Total

   1,022.2    1,026.1 
  

 

 

   

 

 

 

Based on internal appraisal:

    

Group 1

   5.5    2.1 

Group 2

   96.7    149.5 

Group 3

   920.0    874.5 
  

 

 

   

 

 

 

Total

   1,022.2    1,026.1 
  

 

 

   

 

 

 

Group 1 : New customers (less than one year)

Group 2 : Customers impaired

Group 3 : Customers not impairedthese assets.

 

 28.3.3

Liquidity risk

This is the risk of the Company not having sufficientenough funds to honor its financial commitments as a result of a mismatch of terms or volumes of estimated receipts and payments.

Projections and assumptions are established to manage the liquidity of cash in U.S. dollars and reais,Reais, in accordance with the financial management policy, based on contracts for future disbursements and receipts, and monitored periodically by the Company. Accordingly, possible mismatches are detected well in advance allowing the Company to adopt mitigation measures to reduce risks and financial cost.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

The following table provides additional information related to undiscounted contractual obligations and commercial commitments and their respective maturities:

 

  Cash Flow   Less than one
year
   One to three
years
   Three to five
years
   More than five
years
       Less than one   One to three   Three to five   More than 

At December 31, 2017

          
  Cash Flow   year   years   years   five years 

At December 31, 2019

          

Loans and financing

   5,400.7    491.6    784.9    1,220.2    2,904.0    148.5    45.8    58.5    10.5    33.7 

Suppliers

   824.7    824.7    —      —      —   

Trade accounts payable

   358.0    358.0    —      —      —   

Recourse and non recourse debt

   17.6    4.0    7.9    4.4    1.3 

Financial guarantees

   —      —      —      —      —   

Other liabilities

   128.1    3.2    52.8    70.4    1.7 

Capital lease

   38.5    7.4    12.1    5.0    14.0 
  

 

   

 

   

 

   

 

   

 

 

Total

   690.7    418.4    131.3    90.3    50.7 
  

 

   

 

   

 

   

 

   

 

 

At December 31, 2018

          

Loans and financing

   4,701.3    321.0    867.3    1,345.7    2,167.3 

Trade accounts payable

   892.1    892.1    —      —      —   

Recourse and non recourse debt

   364.1    17.6    332.7    8.1    5.7    341.4    324.0    7.6    6.6    3.2 

Financial guarantees

   156.8    22.2    52.5    31.1    51.0    152.1    51.0    39.9    31.3    29.9 

Other liabilities

   255.2    11.4    46.1    92.3    105.4    227.3    5.4    92.2    95.3    34.4 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total

   7,001.5    1,367.5    1,216.2    1,351.7    3,066.1    6,314.2    1,593.5    1,007.0    1,478.9    2,234.8 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

At December 31, 2016

          

Loans and financing

   4,759.4    1,058.3    696.5    1,136.1    1,868.5 

Suppliers

   952.1    952.1    —      —      —   

Recourse and non recourse debt

   373.9    22.9    342.0    7.2    1.8 

Financial guarantees

   210.8    49.7    36.4    27.5    97.2 

Other liabilities

   309.8    8.0    89.3    161.0    51.5 
  

 

   

 

   

 

   

 

   

 

 

Total

   6,606.0    2,091.0    1,164.2    1,331.8    2,019.0 
  

 

   

 

   

 

   

 

   

 

 

The table above shows the outstanding principal and interest if applicable at the maturity dates. In the case of the fixed rate liabilities, interest expense was calculated based on the rate established in each debt contract. Interest expense on floating rate liabilities was calculated based on a market forecast for each period (e.g. LIBOR 6m—6m - 12m).

 

 28.3.4

Market risk

 

 a)

Interest rate risk

This risk arises from the possibility of the Company incurring losses on accountthe fluctuation of interest rate fluctuations that increase the financial expense of liabilities subject to floating interest rates, reducingwhich might increase financial expenses of financial liabilities, and/ or decrease financial income of financial assets, as well as negatively impacting the income on assets subject to floating rates and / or fluctuations in fair value when calculating the price of financial assets or liabilities marked to marketmeasured as at fixed rates.

fair value. The lines of the Financial Statementsconsolidated financial statements most affected by interest rate risks are:

 

Cash, cash equivalents and financial investments - Company– the Company’s policy for managing the risk of fluctuations in interest rates on financial investments is to maintain a system to measure market risk, by theValue-At-Risk - VAR methodology, analyzing awhich consists of an aggregate analysis of variety of risk factors that might affect the return on theof those investments. The financial income determined in the period already reflects the effects of marking the assets in the Brazilian and foreign investment portfolios to market.

 

Loans and financing - the Company uses derivative contracts tomonitors financial markets with the purpose of evaluate hedge againststructures (derivative transactions) in compliance with the financial and risk of fluctuations in interest rates on certain transactions, and continuously monitors market interest rates to evaluate the potential need to contract new derivative transactionsmanagement policy to protect against the riskits exposure risks of volatility in theseforeign currency and interest rates.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

At December 31, 2017,2019, the Company’s cash, cash equivalents, financial investments and loans and financing were indexed as follows:

 

  Pre-fixed Post-fixed Total 
Without derivative effect  Amount   % Amount   % Amount   %   Pre-fixed Post-fixed Total 
  Amount   % Amount   % Amount   % 

Cash, cash equivalents and financial investments

   3,184.6    81.91 703.1    18.09 3,887.7    100.00   1,149.6    89.81 130.4    10.19 1,280.0    100.00

Loans and financing

   3,801.1    90.53 397.4    9.47 4,198.5    100.00   42.4    46.59 48.6    53.41 91.0    100.00
  Pre-fixed Post-fixed Total 
With derivative effect  Amount   % Amount   % Amount   % 

Cash, cash equivalents and financial investments

   3,092.6    79.55 795.1    20.45 3,887.7    100.00

Loans and financing

   3,081.6    73.40 1,116.9    26.60 4,198.5    100.00

With derivative effect  Pre-fixed  Post-fixed  Total 
   Amount   %  Amount   %  Amount   % 

Cash, cash equivalents and financial investments

   1,149.6    89.81  130.4    10.19  1,280.0    100.00

Loans and financing

   2.2    2.42  88.8    97.58  91.0    100.00

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

At December 31, 2017,2019, the Company’s cash equivalents and post -fixed financing were indexed as follows:

 

  Without derivative effect With derivative effect   Without derivative effect With derivative effect 
  Amount   % Amount   %   Amount   % Amount   % 

Cash equivalents and financial investments

   703.1    100.00 795.0    100.00   64.9    100.00 64.9    100.00

CDI

   644.0    91.59 736.0    92.58   64.9    100.00 64.9    100.00

Libor

   59.1    8.41 59.0    7.42   —      0.00  —      0.00

Loans and financing

   397.4    100.00 1,117.0    100.00   48.6    100.00 88.8    100.00

TJLP

   6.2    1.56 6.3    0.56   0.7    1.44 0.7    0.79

Libor

   391.2    98.44 388.2    34.75   19.8    40.74 17.6    19.82

CDI

   —      0.00 722.5    64.68   —      0.00 42.4    47.75

SIFMA

   28.1    57.82 28.1    31.64

 

 b)

Foreign exchange rate risk

The functional currency of the Company and the majority of its subsidiaries is the US dollar.

Consequently, the Company’s operations most exposed to foreign exchange gains/losses are those denominated in reaisReais (labor costs, tax issues, local expenses, financial investments and loans and financing) as well as investments in subsidiaries in currencies other than the US dollar.

Company policy for protection against foreign exchange risks on assets and liabilities is mainly based on seeking to maintain a balance between assets and liabilities indexed in each currency and management of foreign currency purchases and sales to ensure that, on realization of the transactions contracted, this natural hedge will occur. This policy minimizes the effect of exchange rate changes on assets and liabilities already contracted, but doesdo not protect against the risk of fluctuations in future results due to appreciation or depreciation of the real that can, when measured in dollars, result in an increase or reduction in the portion of costs denominated in reais.

Under certain market conditions, the Company may protect itself against potential future mismatches of expenses and revenues denominated in foreign currency, to minimize the effects of future exchange variations on the Company’s profit or loss.consolidated statements of income.

Efforts to minimize the foreign exchange risk for rights and liabilities denominated in currencies other than the functional currency may involve transactions with derivatives, such as swaps, exchange options andNon-Deliverable Forwards (“NDF”) (Note 8)9).

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

At December 31, 2017,2019, the Company had the following amounts of financial assets and liabilities denominated in several currencies, without the effect of derivative transactions:currencies:

 

  Consolidated 
  12.31.2017   12.31.2016   12.31.2019   12.31.2018 

Loans and financing

        

Brazilian reais

   629.1    832.9    43.1    286.5 

U.S. dollars

   3,555.4    2,910.6    47.9    3,341.6 

Euro

   14.0    16.4    —      19.6 
  

 

   

 

   

 

   

 

 
   4,198.5    3,759.9    91.0    3,647.7 
  

 

   

 

   

 

   

 

 

Trade accounts payable

        

Brazilian reais

   87.7    91.9    73.3    77.1 

U.S. dollars

   620.9    783.2    248.0    715.6 

Euro

   115.0    75.3    35.3    27.2 

Other currencies

   1.1    1.7    1.4    72.2 
  

 

   

 

   

 

   

 

 
   824.7    952.1    358.0    892.1 
  

 

   

 

   

 

   

 

 

Total (1)

   5,023.2    4,712.0    449.0    4,539.8 
  

 

   

 

   

 

   

 

 

Cash and cash equivalents and financial investments

        

Brazilian reais

   750.3    1,180.0    128.7    406.5 

U.S. dollars

   2,978.7    1,833.4    1,044.0    2,746.8 

Euro

   97.5    127.1    105.7    47.7 

Other currencies

   61.2    44.7    1.5    6.8 
  

 

   

 

   

 

   

 

 
   3,887.7    3,185.2    1,279.9    3,207.8 
  

 

   

 

   

 

   

 

 

Trade accounts receivable:

        

Brazilian reais

   138.2    69.6    6.3    10.7 

U.S. dollars

   456.7    527.7    120.0    274.2 

Euro

   116.2    68.0    23.1    33.1 

Other currencies

   6.0    0.1    —      —   
  

 

   

 

   

 

   

 

 
   717.1    665.4    149.4    318.0 
  

 

   

 

   

 

   

 

 

Total (2)

   4,604.8    3,850.6    1,429.3    3,525.8 
  

 

   

 

   

 

   

 

 

Net exposure (1 - 2):

        

Brazilian reais

   (171.7   (324.8   (18.6   (53.6

U.S. dollars

   740.9    1,332.7    (868.1   1,036.2 

Euro

   (84.7   (103.4   (93.5   (34.0

Other currencies

   (66.1   (43.1   (0.1   65.4 

The Company has other financial assets and liabilities that are also influenced by foreign exchange variations that are not included in the table above. These are used to minimize exposure in the currencies presented.

 

 28.4

Sensitivity analysis

In order to present positive and negative variations of 25% and 50% in the risk variable considered, a sensitivity analysis of the financial instruments, including derivatives, is presented below describing the effects on the monetary and foreign exchange variations on the financial income and expense, as well as onin the consolidated shareholders’ equity, determined on the balances recorded at December 31, 2017,2019, in the event of such variations in the risk component.

However, statistical simplifications were made in isolating the variability of the risk factors in question. Consequently, the following estimates do not necessarily represent the amounts that might be determined in future consolidated financial statements. The use of different hypotheses and/or methodologies could have a material effect on the estimates presented below.

 

 28.4.1

Methodology

Assuming that the balances remain constant, the Company calculates the interest and exchange variation differential for each of the projected scenarios.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Evaluation of the amounts exposed to interest rate risk considers only the risks for the financial statement. Operations subject to prefixed interest rates were not included. The probable scenario is based on the Company’s estimatespossible change for each of the variables indicated, and positive and negative variations of 25% and 50% were applied to the rates in force as of the reporting date.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

In the sensitivity analysis of derivative contracts, positive and negative variations of 25% and 50% were applied to the market yield curve (BM&FBOVESPA)(B3) as of the reporting date.

 

 28.4.2

Interest risk factor

 

     Amounts Additional variations in book balances (*)        Additional variations in book balances (*) 
  Risk factor  exposed at
12.31.2017
 -50% -25% Probable
scenario
 +25% +50%   Risk factor  Amounts
exposed at
12.31.2019
 -50% -25% Probable
scenario
 +25% +50% 

Cash equivalents and financial investments

  CDI   644.0  (23.5 (12.7 (1.9 8.9  19.6   CDI   64.9  (1.5 (0.8 (0.1 0.6  1.3 
    

 

  

 

  

 

  

 

  

 

  

 

     

 

  

 

  

 

  

 

  

 

  

 

 

Net impact

  CDI   644.0  (23.5)   (12.7  (1.9  8.9   19.6   CDI   64.9   (1.5  (0.8  (0.1  0.6   1.3 

Cash equivalents and financial investments

  LIBOR   59.1  (0.5 (0.2 0.1  0.4  0.7 

Loans and financing

  LIBOR   (391.3 (3.4 (1.4 0.6  2.6  4.5   LIBOR   (19.8 0.2  0.1   —    (0.1 (0.1
    

 

  

 

  

 

  

 

  

 

  

 

     

 

  

 

  

 

  

 

  

 

  

 

 

Net impact

  LIBOR   332.2   (3.9  (1.6  0.7   3.0   5.2   LIBOR   (19.8  0.2   0.1   —     (0.1  (0.1

Loans and financing

  TJLP   (6.2 (0.2 (0.1  —    0.1  0.2   TJLP   (0.7  —     —     —     —     —   
    

 

  

 

  

 

  

 

  

 

  

 

     

 

  

 

  

 

  

 

  

 

  

 

 

Net impact

  TJLP   6.2   (0.2  (0.1  —     0.1   0.2   TJLP   (0.7  —     —     —     —     —   

Rates considered

  CDI   7.00 3.35 5.03 6.70 8.38 10.05  CDI   4.40 2.15 3.23 4.30 5.38 6.45

Rates considered

  LIBOR   1.84 1.00 1.50 2.00 2.50 3.00  LIBOR   1.93 0.89 1.34 1.79 2.24 2.68

Rates considered

  TJLP   7.00 3.50 5.25 7.00 8.75 10.50  TJLP   5.95 2.79 4.18 5.57 6.96 8.36

 

(*)

The positive and negative variations of 25% and 50% were applied on the rates in effect at 12.31.201712.31.2019

 

 28.4.3

Foreign exchange risk factor

 

     Amounts Additional variations in book balances (*)         Additional variations in book balances (*) 
  Risk factor  exposed at
12.31.2017
 -50% -25% Probable
scenario
 +25% +50%   Risk factor   Amounts
exposed at
12.31.2019
 -50% -25% Probable
scenario
 +25% +50% 

Assets

     1,185.3   594.1   298.5   2.9   (292.8  (588.5     39.7   19.8   9.9   (0.1  (10.0  (20.1
    

 

  

 

  

 

  

 

  

 

  

 

     

 

  

 

  

 

  

 

  

 

  

 

 

Cash, cash equivalents and financial investments

  BRL   750.2  376.0  188.9  1.8  (185.3 (372.5

Cash, cash equivalents and financial

  R$     128.7  64.2  32.0  (0.3 (32.5 (64.9

Other assets

  BRL   435.1  218.1  109.6  1.1  (107.5 (216.0  R$     (89.0 (44.4 (22.1 0.2  22.5  44.8 
    

 

  

 

  

 

  

 

  

 

  

 

 

Liabilities

     (1,228.3  (615.6  (309.3  (2.9  303.4   609.7      (34.3  (17.1  (8.5  0.1   8.7   17.3 
    

 

  

 

  

 

  

 

  

 

  

 

 

Loans and financing

  BRL   (629.1 (315.3 (158.4 (1.5 155.4  312.3   R$     (43.1 (21.5 (10.7 0.1  10.9  21.7 

Other liabilities

  BRL   (599.2 (300.3 (150.9 (1.4 148.0  297.4   R$     8.8  4.4  2.2   —    (2.2 (4.4
    

 

  

 

  

 

  

 

  

 

  

 

     

 

  

 

  

 

  

 

  

 

  

 

 

Net impact

     2,413.6   (21.5  (10.8  —     10.6   21.2      74.0   2.7   1.4   —     (1.3  (2.8

Exchange rate considered

     3.3080  1.6500  2.4750  3.3000  4.1250  4.9500      4.0307  2.0200  3.0300  4.0400  5.0500  6.0600 

 

(*)

The positive and negative variations of 25% and 50% were applied on the rates in effect at 12.31.2017

 

 28.4.4

Derivative contracts

 

       Additional variations in book balances (*) 
     Amounts Additional variations in book balances (*)   Risk factor  Amounts
exposed at
12.31.2019
 -50% -25% Probable
scenario
 +25% +50% 
Derivative Designated as Hedge Accounting  Risk factor  exposed at
12.31.2017
 -50% -25% Probable
scenario
 +25% +50%          

Interest swap - fair value hedge

  CDI   22.0  13.6  6.1  0.3  (7.5 (13.7  CDI   1.5  0.6  0.3   —    (0.3 (0.6

Hedge desifnated as cash flow

  US$/R$   3.8  (3.7 (3.7 (3.8 (3.8 (3.9

Interest swap

  CDI   (1.4 (0.3 0.1  0.3  0.4  0.7 

Hedge destinated as cash flow

  US$/R$   (0.1 65.5  24.9  (2.5 (37.6 (81.6

Other derivatives

  CDI   (0.1 (1.3 (0.6  —    0.4  0.9   CDI   (0.1 (0.1  —     —     —     —   

Hedge desifnated as cash flow

  LIBOR   0.5  (0.1 (0.1 (0.1 (0.1 (0.1  LIBOR       

Other derivatives

                  

Interest swap

  LIBOR   0.7  (0.0 (0.0 (0.1 (0.1 (8.0  LIBOR   (0.1 (0.1  —     —     —     —   

Foreign Exchange option

  EUR/US$   (0.2 9.1  4.8  0.5  (3.7  —     EUR/US$   0.3  (2.3 (1.3 (0.3 0.8  1.8 
    

 

  

 

  

 

  

 

  

 

  

 

   US$/R$   (4.0 79.8  39.7  (0.4 (40.5 (80.6
    

 

  

 

  

 

  

 

  

 

  

 

 

Total

     25.3   17.3   6.6   (2.9  (14.4  (24.1     (2.5  143.4   63.6   (3.2  (77.6  (161.0
    

 

  

 

  

 

  

 

  

 

  

 

 

Rate considered

  LIBOR   1.84 1.00 1.50 2.00 2.50 3.00  LIBOR   1.93 0.89 1.34 1.79 2.24 2.68

Rate considered

  CDI   7.00 3.35 5.03 6.70 8.38 10.05  CDI   4.40 2.15 3.23 4.30 5.38 6.45

Rate considered

  US$/R$   3.3080  1.6500  2.4750  3.3000  4.1250  4.9500   US$/R$   4.031  2.020  3.030  4.040  5.050  6.060 

Rate considered

  LIBOR   1.1993  0.5900  0.8850  1.1800  1.4750  1.7700   LIBOR   1.121  0.560  0.840  1.120  1.400  1.680 

Rate considered

  Object - price       

 

(*)

The positive and negative variations of 25% and 50% were applied on the rates in effect at 12.31.2017

28.4.5Residual Value Guarantees

The residual value guarantees are reported in a manner similar to financial derivative instruments.

Based on residual value guarantee contracts in force, the Company ascertains any changes in values based on third party appraisals. The probable scenario is based on the Company’s expectation of recording the provisions on a statistical basis, and the positive and negative variations of 25% and 50% have been applied to the third party appraisals at the balance sheet date.

EmbraerS.A.

Embraer S.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

   Amounts   Additional variations in book balances 
   exposed at
12.31.2017
   -50%  -25%  Probable
scenario
  +25%   +50% 

Financial guarantee of residual value

   108.9    (130.6  (109.8  (1.0  79.8    87.9 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Total

   108.9    (130.6  (109.8  (1.0  79.8    87.9 
  

 

 

   

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

If a provision is considered insufficient to cover the probable execution of the guarantees, it is increased to adjust it to the Company’s exposure at the reporting period.

 

29.29

Shareholders’ equity

 

 29.1

Capital

The authorized capital is divided into 1,000,000,000 common shares. The Company’s subscribed and paid up capital atas of December 31, 20172019 was US$ 1,438.01,551.6 and was comprised of 740,465,044 common shares, without par value, of which 7,423,7054,385,218 shares were held in Treasury.treasury.

The capital is comprised entirely of common shares. As per Article 14 of the Company’s bylaws, each common share generally empowered with one vote at general shareholders’ meeting, considering that no shareholder or group of shareholders, may exercise votes representing more than 5% of the quantity of share into which our capital stock is divided. Votes that exceed this 5% threshold will not be considered.

 

 29.2

Brazilian Federal Government Golden Share

The Federal Government holds one ”golden share”golden share with the same voting rights as other holders of common shares, but which grants it certain additional rights as established in article 9 of the Embraer’s bylaws.

 

 29.3

Treasury Shares

Common shares acquired with resources from the investments and working capital reserve. This operation occurred in accordance with rules approved by the Statutory Board of Directors in a meeting held on December 7, 2007 and corresponds to 7,423,7054,385,218 common shares and US$ 51.826.5 as of December 31, 2017.2019. These shares lose voting and economic rights during the period in which they are held in Treasury. The movement is shown below:

 

   US$   Quantity   Share value
(US$)
   Net income of
uses
 

At the beggining of the year

   49.1    5,906,120    8.31    —   

Used for stock options plan (i)

   (12.3   (1,482,415   8.30    6.4 

Repurchase of shares in the period (ii)

   15.0    3,000,000    5.00    —   
  

 

 

   

 

 

   

 

 

   

 

 

 

At December 31, 2017

   51.8    7,423,705    6.98    6.4 
  

 

 

   

 

 

   

 

 

   

 

 

 
   USD   Quantity   Share value
(USD)
   Net income of
uses
 

At the beginning of the year

   31.4    4,977,698    6.3    —   

Used for stock options plan (i)

   (4.9   (592,480   8.3    2.7 
  

 

 

   

 

 

   

 

 

   

 

 

 

At December 31, 2019

   26.5    4,385,218    6.0    2.7 
  

 

 

   

 

 

   

 

 

   

 

 

 

 

(i)

The beneficiaries of the shares used in the share-based compensation plan include the Statutory Board of Directors, Executive Directors and certain employees.

(ii)Refers Refer to repurchases of shares with the objective of supporting the “Long Term Incentive (LTI)” plan for the Phantom shares plan. The repurchase was conducted in accordance with rules approved by the Board of Directors, at lowest and highest prices per share of US$ 4.6 and US$ 5.5 respectively.Note 30.

At December 31, 2017,2019, the market value of the shares held in Treasury was US$ 44.421.4 (December 31, 20162018 - US$ 28.2)27.5).

 

 29.4

Investment subsidy reserve

This reserve was formed as allowed by article195-A of Brazilian Corporate Law (as amended by Law 11.638, of 2007) and corresponds to the appropriation of the portion of retained earnings derived from government grants received by the Company, which cannot be distributed to shareholders in the form of dividends. It is recognized in the statementconsolidated statements of income in the same expense line to which the subsidy refers.

These subsidies are not included in the calculation of the minimum mandatory dividends.

 

 29.5

Legal reserve

The statutory reserve is a revenue reserve recorded annually as an appropriation of 5% of the net income for the year. The reserve may not exceed 20% of capital, or 30% of capital and capital reserves.

Embraer S.A.The reserve limit was not exceeded as of December 31, 2019 and 2018.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

 29.6

Investment and working capital reserve

The purpose of this revenue reserve is to shield funds which might otherwise be subject to distribution and are earmarked for: (i) investments in property, plant and equipment, without detriment to retained earnings, pursuant to art. 196 of Law 6.404/76; and (ii) the Company’s working capital (iii) redeem, reimburse or purchase shares of the Company and (iv) be distributed to the shareholders.

 

 29.7

Interest on own capital and dividends

Under the Company’s bylaws, shareholders are entitled to dividends or interest on own capital equivalent to 25% of net income for the year, adjusted in accordance with the bylaws. The calculation takes into account the interest on own capital net of withholding tax.

Proposed distributions of dividends to shareholders are recorded as a liability in the consolidated financial statements at the end of the year. Any amount over and above the minimum mandatory dividend is recognized in a specific account as additional dividends proposed in the revenue reserve in consolidated shareholders’ equity, until it is approved by the shareholders, at which point the reserve is reversed against a liability in the consolidated financial statements.

Interest on own capital paid or provisioned is allocatedrecorded as a financial expense for tax purposes. However, for purposes of these consolidated financial statements, the amount is recorded as dividend distribution of net income for the year, and the gross amount is reclassified to consolidated shareholders’ equity.

The Company did not distribute dividends and approved by the Statutory Board of Directors as follows:

In a meeting held on March 08, 2017, the Statutory Board of Directors approved the distribution of interest on own capital forequity during the first quarter of 2017 in the amount of US$ 9.3, corresponding to US$ 0.01 per share. Payment of interest on own capital is subject to withholding tax at 15%. The payment was made on April 13, 2017.

In a meeting held on June 02, 2017, the Statutory Board of Directors approved the distribution of US$ 8.9 as interest on own capital for the second quarter of 2017, corresponding to US$ 0.01 per share. Payment of interest on own capital is subject to income tax at 15% . The payment was made on July 13, 2017.

In a meeting held on September 06 2017, the Statutory Board of Directors approved the distribution of US$ 9.2 as interest on own capital for the third quarter of 2016, corresponding to US$ 0.01 per share. Payment of interest on own capital payment is subject to income tax at 15%. The payment was made on October 09, 2017.

In a meeting held on December 14 2017, the Statutory Board of Directors approved the distribution of US$ 19.9 as interest on own capital for the fourth quarter of 2017, corresponding to US$ 0.03 per share. Payment of interest on own capital is subject to income tax at 15%. The payment was made on January 26, 2018.

The interest on own capital is subject to 15% withholding income tax. The amount approved or paid, net of withholding income tax, is treated as an advance on the mandatory dividends.financial year 2019.

 

 29.8Proposed dividends

Determination of the annual dividends, subject to the approval of the shareholders at the Annual General Meeting, is presented in reais as Brazilian Corporate Law establishes that all dividends must be determined and paid based on actual amounts in the legal books, as shown below:

Brazilian million Reais

  12.31.2017   12.31.2016   12.31.2015 

Net income for the year

   795.8    585.4    241.6 

Investment Subsidy

   (13.3   (2.5   (2.5

Legal Reserve

   (39.8   (29.3   (12.1
  

 

 

   

 

 

   

 

 

 
   742.7    553.6    227.0 
  

 

 

   

 

 

   

 

 

 

Minimun mandatory dividend (25%)

   185.7    138.4    56.7 
  

 

 

   

 

 

   

 

 

 

Interest on own capital, net of tax

   132.8    63.5    76.5 

Proposed dividends

   52.9    75.0    —   

Interest on own capital, exceeding of the minimum required (i)

   —      —      25.5 
  

 

 

   

 

 

   

 

 

 

Total stockholder remuneration

   185.7    138.4    102.0 

Payments of the year

   (76.0   (63.5   (76.5
  

 

 

   

 

 

   

 

 

 

Total shareholders remuneration of period

   109.7    75.0    25.5 

Total shareholders remuneration of previous period

   0.1    0.1    0.1 
  

 

 

   

 

 

   

 

 

 

Total shareholders remuneration - in millions of Brazilian reais

   109.8    75.1    25.6 

Total exceeding shareholders remuneration presented in Equity

   —      —      (25.5

Total remuneration due tonon-controlling shareholders

   11.9    5.8    10.4 
  

 

 

   

 

 

   

 

 

 

Total shareholders remuneration presented in Liabilities

   121.7    80.9    10.5 
  

 

 

   

 

 

   

 

 

 

Total shareholders remuneration - in millions of US$

   36.8    24.8    2.7 

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

(i)Refers to interest on own capital for the 4th quarter of 2015, net of withholding income tax, which, since it was in excess of the mandatory minimum amount and was not paid in the period, is presented as an “additional proposed dividends” reserve in equity.

29.8.1Other Comprehensive Income

Consists of the following adjustments:

 

Cumulative translation adjustment: foreign exchange gains/losses resulting from translation of the consolidated financial statements in the functional currency to the presentation currency (Real) and foreign exchange gains/losses resulting from translation of the foreign subsidiaries’ financial statements measured in other functional currencies to the Company’s functional currency (dollar); and

 

Other comprehensive income: unrealized actuarial gains (losses) resulting from the healthcare plans sponsored by the Company and the fair value variation of financial instruments available for sale.

 

30.30

Share-based compensation

In February 2014, the Board of Directors approved the revision of the Executive Remuneration Policy (ERP), applicable to all executive officers and other Company executives. The elements of executive compensation include the Long Term Incentives (LTI), the main objectives of which are to (i) maintain and attract highly qualified personnel for the Company, (ii) assure those who are able to contribute to improving the Company’s performance of the right to participate in the results of their contribution, and (iii) also to ensure the continuity of the Company’s management by aligning the interests of executives with those of shareholders. The Company currently has two LTI modes: stock options and virtual shares.

 

 30.1.30.1

Stock Optionoptions

Program for the granting of stock options, for the executives of the Company or its subsidiaries, who may exercise their right, is as follows: I) 33% after 3 years, II) 33% after 4 years and III) 34% after 5 years, all in relation to the grant date of each option.

The exercise price of each option is set on the grant date at the weighted average stock option price of the last sixty trading days and may be adjusted by up to 30% to offset any speculation. The participant will have a maximum exercise period of seven years, starting from the grant date.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The grants awarded are summarized below:

 

  12.31.2017
in thousands of options
   

 

   

 

 
                  Weighted   Weighted   12.31.2019 
                  average   average   in thousands of options 
  Grants   Exercised Canceled (i) Outstanding   Exercible   exercise
Price (R$)
   exercise
Price (US$)
   Grants   Exercised Canceled (i) Outstanding   Exercible 

Grants on January 23, 2012

   4,860,000    (2,893,160 (1,009,100 957,740    957,740    11.50    6.56    4,860,000    (3,850,900 (1,009,100  —      11.5 

Grants on March 20, 2013

   4,494,000    (802,135 (1,263,490 2,428,375    1,436,255    15.71    7.91    4,494,000    (2,882,882 (1,315,910 295,208    15.7 
  

 

   

 

  

 

  

 

   

 

       

 

   

 

  

 

  

 

   

 

 

At December 31, 2017

   9,354,000    (3,695,295  (2,272,590  3,386,115    2,393,995     

At December 31, 2019

   9,354,000    (6,733,782  (2,325,010  295,208    27.2 
  

 

   

 

  

 

  

 

   

 

       

 

   

 

  

 

  

 

   

 

 

 

(i)

The cancellations refer to shares granted to executives or employees who no longer work for the Company. Additionally, on April 16, 2014, there was a cancellation of the grants awarded to members of the Board of Directors, with payment of compensation to plan participants.

 

 30.2.30.2

Phantom shares plan

The plan is based on the granting of virtual shares to directors and managers and the main objective is to attract and keep highly qualified staff in the Company and its subsidiaries to ensure continuity of management and align the interests of directors and key personnel of the Company and controlled entities to those of the Company’s shareholders.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The value of the long-term incentives (“LTI”) will be converted at the average price of the Company’s shares in the last 30 trading days by determining the quantity of virtual shares allocated to each participant, divided into two classes, with 50% in the form of restricted virtual shares and 50% in the form of virtual performance shares.

The Company will pay the LTI by converting the quantity of virtual shares into reais at the average quoted price (weighted by trading volume) of the Company’s shares in the last 10 trading days, as follows:

 

restricted virtual shares: (i) 33% on the third anniversary of the grant date; (ii) 33% on the fourth anniversary of the grant date, and (iii) 34% on the fifth anniversary of the grant date; and

 

A change in the virtual performance share calculation was approved in August 2017. Virtual performance shares granted in 2015, 2016 and 2017 will be paid in 2020, while those granted in 2018 will be paid in 2021. The amounts payable will now be based on the internal cost reduction target and not on the Economic Value AddedValue-Added indicator.

The amounts resulting from conversion of virtual shares will be added to the amounts equivalent to dividends and interest on own capital effectively paid by the Company during the vesting period.

The fair value of virtual shares is determined based on the average price (weighted by trading volume) of the Company’s shares(EMBR3-R$) for the last 10 trading days prior to the close of the period, applied to the number of virtual shares assigned to each participant in proportion to the vesting period.

 

  Amount of virtual
stock
   Grant value   Amount of virtual
stock (i)
   Fair value of
shares (R$)
   Amount of
virtual stock
   Grant value   Amount of
virtual stock (i)
   Fair value of
shares (R$)
 

Grants on February 25, 2014

   1,570,698    30.4    333,161    5,460.7 

Grants on March 03, 2015

   1,237,090    30.2    446,430    7,317.2    1,237,090    30.2    650,178    12.3 

Grants on March 10, 2016

   1,095,720    31.1    386,107    6,328.5    1,095,720    31.1    685,272    13.0 

Grants on June 09, 2016

   55,994    1.1    20,293    332.6    55,994    1.1    43,325    0.8 

Grants on August 25, 2016

   70,978    1.1    33,215    544.4    70,978    1.1    59,172    1.1 

Grants on August 24, 2017

   1,925,926    30.5    476,533    7,810.6    1,930,350    30.5    1,535,154    29.1 

Grants on April 12, 2018

   1,622,986    35.2    794,616    15.0 

Grants on March 12, 2019

   964,198    18.6    234,598    4.4 
  

 

   

 

   

 

   

 

   

 

   

 

  ��

 

   

 

 

At December 31, 2017

   5,956,406    124.4    1,695,738    27,794.0 

At December 31, 2019

   6,977,316    147.8    4,002,315    75.7 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Performance shares until December 31, 2017

(i)

Virtual shares until December 31, 2019 considering the plan’s vesting period.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

31.31

Earnings per Share

 

 31.1

Basic

Basic earnings per common share is computed by dividing net income for the year by the weighted average number of shares outstanding during the period, excluding shares acquired by the Company and held in Treasury.

 

  12.31.2017   12.31.2016   12.31.2015  12.31.2019 12.31.2018 12.31.2017 

Net income attributable to owners of Embraer

   246.8    166.1    69.2 
 Continuing
operations
 Discontinued
operation
 Total Continuing
operations
 Discontinued
operation
 Total Continuing
operations
 Discontinued
operation
 Total 

Net income (loss) attributable to owners of Embraer

 (210.5 (111.8 (322.3 (268.3 90.1  (178.2 (139.3 403.3  264.0 
  

 

   

 

   

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 
   246.8    166.1    69.2   (210.5  (111.8  (322.3  (268.3  90.1   (178.2  (139.3  403.3   264.0 
  

 

   

 

   

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

  

 

 

Weighted average number of shares (in thousands)

   734,264    735,571    730,205  735,850  735,850  735,850  734,065  734,065  734,065  734,264  734,264  734,264 

Basic earnings per share - U.S. dollars

   0.3361    0.2258    0.0947  (0.29 (0.15 (0.44 (0.37 0.12  (0.24 (0.19 0.55  0.36 

 

 31.2

Diluted

Diluted earnings per share are calculated by adjusting the weighted average number of common shares outstanding to assume conversion of all potentially dilutive shares. The Company has only one category of potentially dilutive shares, namely share purchase options. A calculation is made in respect of these share purchase options to determine the number of shares that could be acquired at fair value (determined as the average market price of the Company’s share), based on the monetary value of subscription rights tied to the share purchase options in circulation. The number of shares calculated as described above is compared with the number of shares issued, assuming the exercise of share purchase options.

  12.31.2019  12.31.2018  12.31.2017 
  Continuing
operations
  Discontinued
operations
  Total  Continuing
operations
  Discontinued
operations
  Total  Continuing
operations
  Discontinued
operations
  Total 

Net income (loss) attributable to owners of Embraer

  (210.5  (111.8  (322.3  (268.3  90.1   (178.2  (139.3  403.3   264.0 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Profit used to determine diluted earnings per share

  (210.5  (111.8  (322.3  (268.3  90.1   (178.2  (139.3  403.3   264.0 
 

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

 

Weighted average number of shares (in thousands) - diluted

  735,850   735,850   735,850   734,065   734,065   734,065   734,264   734,264   734,264 

Dilution for the issuance of stock options (in thousands) (i)

  —     —     —     —     720   —     —     545   545 

Weighted average number of shares (in thousands) - diluted

  735,850   735,850   735,850   734,065   734,785   734,065   734,264   734,809   734,809 

Diluted earnings per share - U.S. dollars

  (0.29  (0.15  (0.44  (0.37  0.12   (0.24  (0.19  0.55   0.36 

Embraer S.A.

(i)

Refers to the effect of potentially dilutive shares for December 31, 2018.

At December 31, 2019, 93,025 options (719,899 in 2018) were excluded from the weighted average number of shares, since their effect would have been anti-dilutive.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

   12.31.2017   12.31.2016   12.31.2015 

Net income attributable to owners of Embraer

   246.8    166.1    69.2 
  

 

 

   

 

 

   

 

 

 
   246.8    166.1    69.2 
  

 

 

   

 

 

   

 

 

 

Weighted average number of shares (in thousands)

   734,264    735,571    730,205 

Dilution for the issuance of stock options (in thousands) (i)

   545    1,690    3,364 

Weighted average number of shares (in thousands) - diluted

   734,809    737,261    733,569 

Diluted earnings per share - U.S. dollars

   0.3359    0.2253    0.0943 

 

(i)32Refers to the effect of potentially dilutive shares for December 31, 2017.

Revenue from contracts with customers

At

a)

Revenue disaggregation:

The following tables provide disaggregated revenue by category, including main product and service lines, and main geographic areas. The Company discloses such balances reconciled to the reportable segments Note 39, being this information regularly provided and reviewed in such way by the chief operating decision-marker. Reconciliation of reportable segments to the statements of income is provided in Note 39.6.

Revenue by category at December 31, 2019, including continuing and discontinued operations:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

Aircraft

   2,184.7    89.9    1,311.9    0.2    5.6    3,592.3 

Long-term contracts (Defense BU)

   —      397.9    —      1.2    —      399.1 

Others

   49.7    16.0    85.1    0.7    —      151.5 

Service

   —      264.2    —      618.5    0.1    882.8 

Spare Parts

   —      7.3    —      426.1    3.5    436.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,234.4    775.3    1,397.0    1,046.7    9.2    5,462.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   —      775.3    1,397.0    437.2    8.6    2,618.1 

Revenue from Discontinued operations

   2,234.4    —      —      609.5    0.6    2,844.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,234.4    775.3    1,397.0    1,046.7    9.2    5,462.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

   North
America
   Latin America   Asia Pacific   Brazil   Europe   Other   Total 

Aircraft

   2,549.0    21.3    272.0    59.1    614.3    76.6    3,592.3 

Long-term contracts (Defense BU)

   0.1    1.3    2.1    378.8    13.5    3.3    399.1 

Others

   98.6    19.2    5.7    8.6    12.5    6.9    151.5 

Service

   437.5    26.6    72.6    101.3    205.1    39.7    882.8 

Spare Parts

   260.4    8.0    24.6    55.5    78.3    10.1    436.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,345.6    76.4    377.0    603.3    923.7    136.6    5,462.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   1,601.0    46.4    59.8    570.5    297.6    42.8    2,618.1 

Revenue from Discontinued operations

   1,744.6    30.0    317.2    32.8    626.1    93.8    2,844.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,345.6    76.4    377.0    603.3    923.7    136.6    5,462.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue by category at December 31, 2018, including continuing and discontinued operations:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

Aircraft

   2,276.2    92.5    997.4    —      6.9    3,373.0 

Long-term contracts (Defense BU)

   —      267.0    —      —      —      267.0 

Others

   82.1    2.0    106.9    —      —      191.0 

Service

   —      183.2    —      622.7    0.2    806.1 

Spare Parts

   —      67.4    —      358.1    8.5    434.0 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,358.3    612.1    1,104.3    980.8    15.6    5,071.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   —      612.1    1,104.3    399.8    11.5    2,127.7 

Revenue from Discontinued operations

   2,358.3    —      —      581.0    4.1    2,943.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,358.3    612.1    1,104.3    980.8    15.6    5,071.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

   North
America
   Latin America   Asia Pacific   Brazil   Europe   Other   Total 

Aircraft

   2,253.8    87.0    318.2    40.3    644.5    29.2    3,373.0 

Long-term contracts (Defense BU)

   1.9    0.1    0.7    243.3    12.6    8.4    267.0 

Others

   66.6    11.9    5.2    74.7    8.9    23.7    191.0 

Service

   353.7    42.2    92.3    42.4    230.3    45.2    806.1 

Spare Parts

   283.0    8.8    15.6    42.3    69.7    14.6    434.0 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,959.0    150.0    432.0    443.0    966.0    121.1    5,071.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   1,245.0    120.3    42.1    367.5    327.0    25.8    2,127.7 

Revenue from Discontinued operations

   1,714.0    29.7    389.9    75.5    639.0    95.3    2,943.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,959.0    150.0    432.0    443.0    966.0    121.1    5,071.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Revenue by category at December 31, 2017, there were no anti-dilutive effects.including continuing and discontinued operations:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

Aircraft

   2,691.8    —      1,175.0    —      7.1    3,873.9 

Long-term contracts (Defense BU)

   —      651.8    —      —      —      651.8 

Others

   79.6    7.2    105.3    0.3    —      192.4 

Service

   —      177.8    —      622.2    1.0    801.0 

Spare Parts

   —      16.9    —      299.7    23.7    340.3 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,771.4    853.7    1,280.3    922.2    31.8    5,859.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   —      853.7    1,280.3    398.3    14.2    2,546.5 

Revenue from Discontinued operations

   2,771.4    —      —      523.9    17.6    3,312.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,771.4    853.7    1,280.3    922.2    31.8    5,859.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

   North
America
   Latin America    Asia Pacific   Brazil   Europe   Other   Total 

Aircraft

   2,711.5    0.2    754.0    20.0    359.3    28.9    3,873.9 

Long-term contracts (Defense BU)

   38.0    1.3    9.8    558.4    33.7    10.6    651.8 

Others

   104.1    0.2    1.7    11.9    0.3    74.2    192.4 

Service

   304.1    36.9    75.4    109.4    231.5    43.7    801.0 

Spare Parts

   180.2    13.0    18.6    49.2    66.8    12.5    340.3 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,337.9    51.6    859.5    748.9    691.6    169.9    5,859.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Revenue from Continuing operations

   1,266.1    28.1    141.3    700.0    377.1    33.9    2,546.5 

Revenue from Discontinued operations

   2,071.8    23.5    718.2    48.9    314.5    136.0    3,312.9 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,337.9    51.6    859.5    748.9    691.6    169.9    5,859.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

The contracts are grouped in the categories above as they are affected similarly by economic factors.

 

32.b)

Contract balances, including contract costs:

   Note   12.31.2019   12.31.2018 

Contract assets

     461.9    358.0 

Contract costs (Other assets)

     9.1    9.1 

Contract liabilities

     683.4    1,243.6 
    

 

 

   

 

 

 

Advances from customers

     435.4    1,057.4 

Deferred revenue

     248.0    186.2 

Financial Guarantee

   25    —      11.6 

As of December 31, 2019, and December 31, 2018, there were no losses recognized for contract assets. Losses recognized on trade accounts receivable balances are presented in Note 8.

Out of the total revenues recognized for the year ended December 31, 2019, US$ 822.6 were included in the contract liabilities at the beginning of the period (US$ 785.9 for the year ended December 31, 2018).

The amount of revenue recognized as of December 31, 2019 related to performance obligations achieved in prior years (or partially achieved) is US$ 57.4, which refers mainly to change orders approved in the year without changes in goods or services to be delivered.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

The Company had the following amounts in other assets related to costs to obtain contracts:

   Sales
commissions
   Bank
guarantees
   Total 

At December 31, 2018

   0.6    8.4    9.0 
  

 

 

   

 

 

   

 

 

 

Additions

   3.0    0.8    3.8 

Disposals

   (2.5   (1.2   (3.7

Exchange rate variation

   —      —      —   
  

 

 

   

 

 

   

 

 

 

At December 31, 2019

   1.1    8.0    9.1 
  

 

 

   

 

 

   

 

 

 

There were no impairment losses recognized for costs to obtain contracts.

Assets for obtaining contracts are amortized when (or as and when) the revenue is recognized.

c)

Performance obligations:

The Company has a portfolio of firm orders, whose performance obligations are unsatisfied or partially satisfied. The amount of revenue allocated to performance obligations not yet satisfied (or partially satisfied) as of December 31, 2019 is US$ 16.8 billion, of which US$ 13.3 billion is expected to be satisfied in the next 5 years, as estimated by the Company.

33

Revenue (expenses) by type

The Company opted to present the consolidated statements of income by function. The table below shows the detailed costs and expenses by nature:

 

  12.31.2017   12.31.2016   12.31.2015   12.31.2019   12.31.2018   12.31.2017 

As presented as statements of Income:

      

As presented in the statements of income:

      

Revenue

   5,839.3    6,217.5    5,928.1    2,618.1    2,127.7    2,546.5 

Cost of sales and services

   (4,773.4   (4,980.7   (4,816.8   (2,259.9   (1,929.6   (2,248.6

Administrative

   (179.1   (164.3   (182.0   (136.7   (136.1   (138.9

Selling

   (307.0   (368.6   (361.6   (148.2   (151.4   (169.9

Research

   (49.2   (47.6   (41.7   (19.7   (19.5   (22.2

Other income (expenses), net

   (202.5   (450.0   (194.2   (215.8   (173.8   (163.9

Equity in losses on associates

   1.2    (0.3   (0.3   (0.2   (0.4   1.2 
  

 

   

 

   

 

   

 

   

 

   

 

 

Operating profit before financial income

   329.3    206.0    331.5    (162.4   (283.1   (195.8
  

 

   

 

   

 

   

 

   

 

   

 

 

Revenue (expenses) by nature:

            

Revenue from sales of goods

   5,026.0    5,402.6    5,268.5    2,207.0    1,797.1    2,011.2 

Revenue from sales of services

   905.8    889.1    769.4    462.8    365.1    600.3 

Sales deductions and tax on revenue(i)

   (92.5   (74.2   (109.8   (51.7   (34.5   (65.0

General manufacturing costs (i)

   (4,430.7   (4,612.3   (4,500.0

General manufacturing costs (ii)

   (2,104.3   (1,788.2   (2,016.5

Depreciation

   (196.5   (194.5   (161.9   (90.6   (74.0   (131.5

Amortization

   (146.2   (173.9   (154.9   (65.0   (67.4   (100.6

Personnel expenses

   (245.4   (261.6   (294.9   (146.2   (158.5   (156.0

Selling expenses

   (53.8   (83.6   (66.4   (37.5   (39.1   (33.0

Provision for penalties

   (10.1   (228.0   —   

Restructuring expenses

   (6.4   (117.3   —   

Other income (expense)

   (420.9   (340.3   (418.5

Miscellaneous

   (336.9   (283.6   (304.7
  

 

   

 

   

 

   

 

   

 

   

 

 

Operating profit before financial income

   329.3    206.0    331.5    (162.4   (283.1   (195.8
  

 

   

 

   

 

   

 

   

 

   

 

 

 

(i)

Refers to sales taxes and other deductions.

(ii)

Refers to costs of materials, direct labor and general manufacturing expenses.

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

34    Other operating income (expense), net

 

33.Other operating income (expense), net
   12.31.2019   12.31.2018   12.31.2017 

Corporate projects

   (123.3   (72.6   (33.0

Impairment of assets

   (71.6   (61.3   (64.8

Taxes on other outputs

   (24.4   (21.6   (15.3

Expenses system project

   (9.3   (13.1   (15.4

Training and development

   (5.1   (7.8   (8.6

Provision for contingencies

   (4.3   (11.1   (6.7

Flight safety standards

   (3.7   (4.0   (4.1

Aircraft maintenance and flights costs - fleet

   (1.7   (2.6   (1.9

Product modifications

   (0.6   —      —   

Recovery of expenses

   2.2    9.4    3.5 

Royalties

   2.9    4.4    2.8 

Other sales

   4.2    5.0    8.6 

Contractual fines revenue (expenses)

   5.7    8.3    (0.5

Others

   13.2    (6.8   (28.5
  

 

 

   

 

 

   

 

 

 
   (215.8   (173.8   (163.9
  

 

 

   

 

 

   

 

 

 

35    Financial income (expense), net

 

   12.31.2017   12.31.2016   12.31.2015 

Extemporaneous credits (i)

   10.8    16.0    8.4 

Contractual fines revenue (ii)

   10.3    16.8    17.3 

Financial guarantee (iii)

   9.6    8.5    (100.9

Contractual fines (iv)

   6.6    (7.7   (11.5

Aircraft maintenance and flights costs - fleet

   (2.3   (3.4   (4.7

Flight safety standards

   (4.8   (4.6   (4.4

Restructuring expenses (v)

   (6.4   (117.3   —   

Provision for contingencies

   (8.0   (1.3   0.6 

Training and development

   (10.0   (10.9   (10.8

Accounts payable for penalties (vi)

   (10.1   (228.0   —   

Taxes on other outputs

   (25.1   (36.7   (33.5

Expenses system project

   (27.7   (16.4   (9.5

Corporate projects

   (33.0   (21.4   (52.4

Assets devaluation (vii)

   (109.1   (77.3   (44.4

Others

   (3.3   33.7    51.6 
  

 

 

   

 

 

   

 

 

 
   (202.5   (450.0   (194.2
  

 

 

   

 

 

   

 

 

 
   12.31.2019   12.31.2018   12.31.2017 

Financial income:

      

Interest on cash and cash equivalents and financial investments

   54.6    80.3    122.6 

Interest on receivables

   36.8    3.6    24.5 

Taxes over financial revenue

   (7.0   (9.4   (13.4

Other

   0.2    —      2.4 
  

 

 

   

 

 

   

 

 

 

Total financial income

   84.6    74.5    136.1 
  

 

 

   

 

 

   

 

 

 

Financial expenses:

      

IOF - (tax on financial transactions)

   (1.5   (1.4   (3.6

Interest on taxes, social charges and contributions

   (6.0   (5.2   (3.6

Residual value guarantee

   —      —      —   

Interest on loans and financing

   (9.5   (39.7   (37.5

Other

   (12.4   (13.2   (4.0
  

 

 

   

 

 

   

 

 

 

Total financial expenses

   (29.4   (59.5   (48.7
  

 

 

   

 

 

   

 

 

 

Derivative financial instruments

   6.3    (8.9   7.6 
  

 

 

   

 

 

   

 

 

 

Financial income (expenses), net

   61.5    6.1    95.0 
  

 

 

   

 

 

   

 

 

 

36    Foreign exchange gain (loss), net

 

(i)Refers to extemporaneus PIS and COFINS tax credits recognized whenever the Company has a legal and documentary basis for such credits;

(ii)Substantially fines charged to customers for cancellation of sales contracts, mainly in the executive segment, in accordance with the contract terms;

(iii)Refers to adjustment of the estimate for the provisions for financial guarantees in accordance with the progress of negotiations with the client Republic Airways Holding;

(iv)Refers to contractual penalties to be paid to customers and received from suppliers due to failure to comply with contractual conditions;

(v)Refers to the provision for penalties recognized by the Company;

(vi)Refers to amounts resulting from the penalties imposed by the US authorities for the settlement of criminal and civil violations of the U.S. Foreign Corrupt Practices Act of 1977, as amended (“FCPA”) , as well as by the Brazilian authorities for the settlement ofnon-compliance with certain laws, as described in Notes 21 and 26.2 .7.

(vii)Impairment of assets related to certain aircraft held in fixed assets and devaluation of the residual value related to assets attached to structured operations recorded in collateralized accounts receivable.

Embraer S.A.
   12.31.2019   12.31.2018   12.31.2017 

Monetary and foreign exchange variations

      

Assets:

      

Advances to suppliers

   —      —      (1.3

Tax credits

   (8.6   (26.8   (2.5

Trade accounts receivable and contract assets

   (8.1   (25.7   (18.2

Cash and cash equivalents and financial investments

   (16.9   (63.9   (0.6

Other

   11.1    (15.8   (0.7
  

 

 

   

 

 

   

 

 

 
   (22.5   (132.2   (23.3
  

 

 

   

 

 

   

 

 

 

Liabilities:

      

Loans and financing

   7.5    81.2    5.4 

Advances from customers

   —      —      7.2 

Provisions

   4.2    14.3    2.9 

Taxes and charges payable

   0.8    6.3    0.8 

Other payables

   (9.2   10.6    3.1 

Suppliers

   15.2    (1.5   0.4 

Provisions for contingencies

   5.4    3.1    (1.3

Other

   2.4    (3.8   (1.6
  

 

 

   

 

 

   

 

 

 
   26.3    110.2    16.9 
  

 

 

   

 

 

   

 

 

 

Net monetary and foreign exchange variations

   3.8    (22.0   (6.4
  

 

 

   

 

 

   

 

 

 

Derivative financial instruments

   (4.1   17.0    12.1 
  

 

 

   

 

 

   

 

 

 

Foreign exchange gain (loss), net

   (0.3   (5.0   5.7 
  

 

 

   

 

 

   

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

34.Financial income (expense), net

   12.31.2017   12.31.2016   12.31.2015 

Financial income:

      

Interest on cash and cash equivalents and financial investments

   131.8    193.6    146.9 

Interest on receivables

   26.0    31.9    38.5 

Residual value guarantee

   9.6    —      —   

Taxes over financial revenue

   8.0    (17.0   (6.6

Other

   0.3    4.9    2.0 
  

 

 

   

 

 

   

 

 

 

Total financial income

   175.7    213.4    180.8 
  

 

 

   

 

 

   

 

 

 

Financial expenses:

      

Financial restructuring costs

   (1.5   (0.5   (0.7

IOF - (tax on financial transactions)

   (3.7   (2.9   (2.0

Interest on taxes, social charges and contributions

   (2.2   (26.0   (12.4

Residual value guarantee

   —      (32.6   (13.6

Interest on loans and financing

   (215.2   (182.6   (164.6

Other

   (8.5   (11.9   (10.6
  

 

 

   

 

 

   

 

 

 

Total financial expenses

   (231.1   (256.5   (203.9
  

 

 

   

 

 

   

 

 

 

Derivative instruments

   7.8    (8.3   0.2 
  

 

 

   

 

 

   

 

 

 

Financial income (expenses), net

   (47.6   (51.4   (22.9
  

 

 

   

 

 

   

 

 

 

35.Foreign exchange gains (losses), net

   12.31.2017   12.31.2016   12.31.2015 

Monetary and foreign exchange variations

      

Assets:

      

Advances to suppliers

   (1.3   —      —   

Tax credits

   (2.2   28.5    (67.9

Trade accounts receivable

   (38.8   14.6    (13.8

Cash and cash equivalents and financial investments

   (4.0   204.2    (374.0

Other

   (0.4   47.5    (54.7
  

 

 

   

 

 

   

 

 

 
   (46.7   294.8    (510.4
  

 

 

   

 

 

   

 

 

 

Liabilities:

      

Loans and financing

   6.0    (153.3   278.9 

Advances from customers

   25.1    (46.3   63.9 

Provisions

   3.8    (27.6   59.4 

Taxes and charges payable

   1.6    (21.2   71.8 

Accounts payable

   6.8    (18.8   39.3 

Suppliers

   0.1    (11.7   20.5 

Provisions for contingencies

   (1.3   (3.2   8.8 

Deferred taxes

   (1.4   0.4    (0.1

Other

   —      (0.4   (0.8
  

 

 

   

 

 

   

 

 

 
   40.7    (282.1   541.7 
  

 

 

   

 

 

   

 

 

 

Net monetary and foreign exchange variations

   (6.0   12.7    31.3 
  

 

 

   

 

 

   

 

 

 

Derivative instruments

   12.6    (8.2   (3.7
  

 

 

   

 

 

   

 

 

 

Foreign exchange gain (loss), net

   6.6    4.5    27.6 
  

 

 

   

 

 

   

 

 

 

36.37    Responsibilities and Commitments

36.1Trade-ins

The Company has offered 11 aircrafttrade-in options.Trade-in transactions are directly tied to contractual obligations with the customer and the purchase of new aircraft. Exercise of thetrade-in option is tied to compliance by the customer with all the contractual clauses. These options establish that the price of the asset given in payment may be put towards the purchase price of a new and moreup-to-date aircraft model produced by the Company. The Company continuously monitors alltrade-in commitments in order to anticipate any adverse economic impact.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

 36.237.1Leases

Operating leases refer to buildings, machinery, vehicles and computer equipment. At December 31, 2017 the amounts recognized totaled US$ 11.0, at December 31, 2016 US$ 15.6 and at December 31, 2015 US$ 17.3. These leases expire at various dates through 2040.

The following table shows the payment schedule for the Company’s operating leases at December 31, 2017:

Year

    

2018

   6.7 

2019

   4.5 

2020

   3.5 

2021

   3.1 

After 2021

   20.0 
  

 

 

 

Total

   37.8 
  

 

 

 

36.3Financial Guarantees

The table below provides quantitative data on the financial guarantees provided by the Company to third parties. The maximum potential payments (off balance sheet exposure) represent the worst-case scenario and do not necessarily reflect the results expected by the Company. Estimated proceeds from performance guarantees and underlying assets represent the anticipated values of assets the Company could liquidate or receive from other parties to offset its payments under guarantees.

   12.31.2017   12.31.2016 

Maximum financial guarantees

   107.7    191.2 

Maximum residual value guarantees

   267.4    286.1 

Mutually exclusive exposure (i)

   (29.0   (32.1

Provisions and liabilities recorded

   (126.0   (144.9
  

 

 

   

 

 

 

Off-balance sheet exposure

   220.1    300.3 
  

 

 

   

 

 

 

Estimated proceeds from financial guarantees and underlying assets

   266.9    504.4 
  

 

 

   

 

 

 

(i)When an underlying asset is covered by mutually exclusive financial and residual value guarantees, the residual value guarantee may only be exercised if the financial guarantee has expired without having been exercised. On the other hand, if the financial guarantee is exercised, the residual value guarantee is automatically terminated.

This exposure is reduced by the fact that, to benefit from the guarantee, the counterparty must ensure that the aircraft complies with rigid conditions for its return.

36.4Insurance cover

The Company contracts different types of insurance policies to protect assets in the event of any accident that might cause significant losses. Policies are also contracted for risks subject to compulsory insurance, either legally or contractually.

The Company and its subsidiaries have civil liability insurance for their operations in Brazil and abroad, with coverage and conditions that management considers appropriate to the risks involved.

To cover substantial damage to assets and loss of earnings of its operations in Brazil and abroad, the Company has insured an amount of US$ 7.97.8 billion.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

37.Supplemental Cash Flow information

 

 37.137.2

Financial guarantees (Commercial Aviation)

The table below provides quantitative data on the financial guarantees provided by the Company to third parties in the Commercial Aviation business unit (discontinued operations). The maximum potential payments (off balance sheet exposure) represent the worst-case scenario and do not necessarily reflect the results expected by the Company. Estimated proceeds from performance guarantees and underlying assets represent the anticipated values of assets the Company could liquidate or receive from other parties to offset its payments under guarantees.

   12.31.2019   12.31.2018 

Maximum financial guarantees

   35.9    66.6 

Maximum residual value guarantees

   204.3    253.1 

Mutually exclusive exposure (i)

   (12.5   (26.9

Provisions and liabilities recorded

   (140.3   (137.0
  

 

 

   

 

 

 

Off-balance sheet exposure

   87.4    155.8 
  

 

 

   

 

 

 

Estimated proceeds from financial guarantees and underlying assets

   86.9    177.6 

(i)

When an underlying asset is covered by mutually exclusive financial and residual value guarantees, the residual value guarantee may only be exercised if the financial guarantee has expired without having been exercised. On the other hand, if the financial guarantee is exercised, the residual value guarantee is automatically terminated.

This exposure is reduced by the fact that, to benefit from the guarantee, the counterparty must ensure that the aircraft complies with rigid conditions for its return.

38    Supplemental Cash Flow information

38.1

Payments made during the year and transactions not affecting cash and cash equivalents

 

   12.31.2017   12.31.2016   12.31.2015 

Payments made during the period:

      

Interest

   186.4    175.0    153.7 

Income tax and social contribution

   28.6    153.9    33.4 

Non-cash financing and investing transactions

      

Additions to property, plant and equipment, with transfer to pool parts inventory

   —      2.5    —   

Additions to property, plant and equipment, with transfer to financial guarantees

   —      45.7    —   

Additions to property, plant and equipment, with transfer from intangible assets

   —      7.5    —   

Write off on Property, Plant and Equipment by transfer to pool parts inventory

   (21.6   —      (5.8

Disposals property, plant and equipment for providing for the sale of inventory

   (100.8   (34.8   (45.9

Impairment of assets

   (58.4   —      —   

Government grants (i)

   (4.3   (51.5   (55.3
   12.31.2019   12.31.2018   12.31.2017 

Payments made during the period:

      

Interest

   184.2    200.6    186.4 

Income tax and social contribution

   42.3    23.3    28.6 

Non-cash financing and investing transactions

      

Property, plant and equipment, transfer to pool parts inventory

   —      (29.5   (21.6

Write off on Property, plant and equipment by transfer to pool parts inventory

   (21.6   —      —   

Property, plant and equipment, transfer for providing for the sale of inventory

   (38.5   (112.7   (100.8

Impairment of assets

   —      (55.2   (58.4

Government grants

   —      —      (4.3

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

(i)Refers to the grant received by subsidiaries of the group, initially recognized as debts until such time as the conditions set by the grantor are met, at which point they are reclassified to deferred revenue.

 

38.Segment information

39    Segment information

Management defined the Company’s operating segments based on the reports used for strategic decision making, reviewed by the chief operating decision-maker.

The chief operating decision-maker analyzedevaluates the business,businesses based on its consolidated operating results, dividing it geographically and in terms of markets for specific products. From a geographic perspective, Management considers the performance of the operations in Brazil, North America, Europe, Latin America and Asia Pacific, EuropePacific.

The Company discloses the results of discontinued operation (Note 4) related to the Commercial Aviation business unit and Others.

From a product perspective,part of related results from Services & Support business unit as separated reportable segments and with equivalent composition as presented in the analysis considerscomparative consolidated financial statements as of December 31, 2018, since the following market segments:chief operating decision-maker continues to review and evaluates these segments results in the same format until the completion of disposal. Note 39.6 provides reconciliation of reportable segments to the statements of income.

 

 38.139.1

Commercial aviation business

The Commercial Aviation business mainly involves the development, production and sale of commercial jets and rendering of support services, particularly in the regional aviation segment and aircraft leases.

 

ERJ 145 family, comprising the ERJ 135, ERJ 140 and ERJ 145 jets, certified to operate with 37, 44 and 50 seats, respectively.

 

EMBRAER 170/190 family, comprising the EMBRAER 170, a70-seat jet, EMBRAER 175, a76-seat jet, EMBRAER 190, a100-seat jet and the EMBRAER 195, a108-seat jet. The EMBRAER 170 model has been operating commercially since 2004, the EMBRAER 175 and EMBRAER 190 models started commercial operations in 2006, and the EMBRAER 195 model in 2007.

 

E-Jets E2, the second generation of theE-Jets family of commercial aircraft, consists of three new aircraft -aircraft—E175-E2 with capacity of up to 88 seats,E190-E2 with up to 106 seats andE195-E2, with up to 132 seats in a typical single-class configuration. TheE190-E2 will enter servicestarted commercial operations in the first half of 2018. TheE195-E2 is scheduled to enter service in 2019 and theE175-E2 in 2020.2021.

 

 38.239.2

Defense and security business

The defense and security business operations mainly involve research, development, production, modification and support for military defense and security aircraft, as well as a wide range of products and integrated solutions that include radars, special space systems (satellites) and advanced information and communications systems, such as Command, Control, Communications, Computer, Intelligence, Surveillance and Reconnaissance, or C4ISR systems.

The expansion and diversification of the portfolio, previously focused on military aircraft, was facilitated by a strategy of partnerships, acquisitions and organic growth.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

The Company’s principal customer is currently the Brazilian Defense Ministry and, in particular, the Brazilian Air Force, although the diversification of the portfolio has resulted in a corresponding diversification of customers: the Brazilian Army and Navy and the Communications Ministry, as well as a growing international presence of our products and solutions.

The main products of the Defense and Security portfolio are as follows:follows

 

Light Attack and Advanced Training Aircraft (Super Tucano) – the Super Tucano is a military turboprop that combines training and operational capacities with low acquisition and operating costs. The Super Tucano has the operational capacities for frontier surveillance, proximity aerial support and counter insurgence missions (COIN).

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

Aircraft Modernization – The Company offers aircraft upgrade services and currently operates four contracted programs. The first, known asF-5BR, is focused on the structural and electronic upgrading of the Brazilian Air Force’sF-5 jet. The second,A-1M, concerns upgrading of the AMX, an advanced ground attack jet, for the Brazilian Air Force. The third program, contracted by the Brazilian Navy, is for the revitalization and incorporation of new technologies to theA-4 Skyhawk aircraft (denominatedAF-1 by the customer). In the fourth program, with the Brazilian Air Force, the Company was contracted to upgrade the EMB 145 AEW&C aircraft.

 

The ISR family (Intelligence, Surveillance and Reconnaissance), based on the ERJ 145 platform, includes the EMB 145 AEW&C – Anticipated Aerial Alert and Control, EMB 145 Multi Intel – Remote Sensing andAir-Ground Surveillance and EMB 145 MP – Sea Patrol and Anti Submarine War models. Originally developed to serve the SIVAM program, versions have been ordered by the Greek, Mexican and Indian governments.

 

KC-390C-390 Millennium is a joint project between the Brazilian Air Force and Embraer to develop and produce tactical military transportation and aerial refueling and represents a significant advance in terms of technology and innovation for the airspace industry. The aircraft is designed to establish new standards in its category, with lower operating costs and the flexibility to execute a variety of missions, including troop carriage and transportation, air delivery, aerial refueling, search and rescue and aerial fire-fighting and combat.

 

Transportation of Authorities and Special Missions – Derived from the commercial and executive aircraft platforms, these are aircraft used to transport government authorities or to carry out special missions.

 

Radars – solutions offered through Bradar, a technology-based industry specialized in developing and producing radars for Remote Sensing and Defense, include radar for anti-aircraft artillery, surveillance of terrestrial activity, military and civil air traffic control, a communications intelligence system and synthetic aperture radar for cartography and precision monitoring services.

 

Software and Systems Development – combining the expertise of Atech – Negócios em Tecnologia S.A. and investments by Embraer in system development and integration, provides specialized engineering services for the development, installation, revitalization and maintenance of critical control, defense and monitoring systems, as well as the machinery and equipment required for the services.

 

Frontier monitoring and protection of strategic structures – Based on its experience in systems integration, and through its wholly owned subsidiary Savis, Embraer is dedicated to developing, designing, certifying, producing, integrating and implementing systems and services in the field of frontier monitoring and control and protection of critical infra-structures.

Embraer S.A.

Notes to the Consolidated Financial Statements

In millions of U.S. dollar, unless otherwise stated

 

Satellites - Visiona Space Technology, a joint venture between Embraer and Telebrás, was hired to provide and integrate the Brazilian Geostationary Defense and Communications Satellite system (SGDC), to meet the satellite communications requirements of the Brazilian government, including the National Broadband Program and a wide range of strategic defense transmissions, as well as the assimilation of technologies, marking Embraer’s presence in this market. Also provides services of supply and analysis of satellite images with the objective of developing major sensing projects in Brazil and neighboring countries.

Support Services - in addition to its experience in proposing support solutions to customers for products developed by Embraer, Ogma (Embraer’s subsidiary in Portugal) offers MRO (Maintenance, Repair and Overhaul) services for a wide range of commercial, executive and defense aircraft, aircraft components and engines. It is also a significant supplier of steel and composite aviation structures to several aircraft manufacturers.

 

 38.339.3

Executive Jet business

Executive Jets market operations comprise the development, production and sale of executive jets and the provision of support services, and leases of the following product lines:

 

Legacy 600 and Legacy 650 - executive jets in the super midsize and large categories, deliveries of which started in 2002 and 2010, respectively.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

Legacy 450 and Legacy500- executive jets in the Midlight and Midsize categories, deliveries of which started in 2014 and 2015, respectively.

 

Phenom family - executive jets in the Entry Jet and Light Jet categories, respectively. The first deliveries of the Phenom 100 were made in 2008, and deliveries of the Phenom 300 started in 2009.

 

Lineage 1000 - an ultra-large executive jet. Deliveries of this model started in 2009.

Praetor 500 and Praetor 600 - most disruptive executive jets in the Midsize and Super Midsize categories, introduced in Q4 2018 with deliveries starting in 2nd half 2019.

 

 38.439.4

Service & Support

Segment created to strengthen Embraer’sknow-how and provide the best after-service solutions and support to its customers through a comprehensive portfolio of innovative and competitive solutions to ensure operational efficiency of products manufactured by Embraer and by other aircraft manufacturers, extending the useful life of commercial, executive and defense aircraft.

In addition to its experience in proposing support solutions to customers, OGMA (Embraer’s subsidiary in Portugal) offers MRO (Maintenance, Repair and Overhaul) services for a wide range of commercial, executive and defense aircraft, aircraft components and engines and also it is a significant supplier of steel and composite aviation structures to several aircraft manufacturers.

The Services and Support segment consist of 6 macro processes:

Capture customer needs and develop integrated support and services solutions: To develop integrated and competitive support solutions, technical services, materials, or MRO activities that meet the needs and expectations of Embraer customers.

Sell and administrate support and services solution: To sell integrated and competitive technical support, service solutions, materials, or MRO activities, and administer support and service contracts.

Deliver Material Solutions: To provide parts to customers, by direct sale or availability through special programs, manage component repair, provide inventory management services and advice on inventory formation, etc.

Deliver Technical Solutions: To provide technical, operational and maintenance support to customers fleets with services such as providing training for pilots and commissioners, aircraft modification and enhancement projects, review of technical, operational and maintenance publications, and sustaining digital solutions.

Deliver MRO Solutions: To provide maintenance services for aircraft, engines and landing gear (scheduled and unscheduled), aircraft modernization and component repair.

Monitor and ensure operational excellence and customer relationship excellence:

To guarantee the operational excellence of Materials, Technique and MRO Solutions, through maintaining accountability of the operational leadership and the support areas, consistent monitoring of operational KPIs, reviewing customer satisfaction through MFA practices, maintaining customer relationships with CRM and operational areas that directly interface with the customers.

39.5

Other

Operations in this segmentreported as others relate to the supply of structural parts and mechanical and hydraulic systems, and production of agricultural crop-spraying aircraft.

Statement

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Consolidated statements of income data by operating segment – year ended December 31, 2019:

   Commercial 
Aviation
  Defense and
Security (i)
  Executive
Jets
  Service and
Support
  Other  Total
reportable
Segments
  Unallocated  Total 

Revenue

   2,234.4   775.3   1,397.0   1,046.7   9.2   5,462.6   —     5,462.6 

Cost of sales and services

   (1,971.2  (711.4  (1,211.2  (755.5  (17.8  (4,667.1  —     (4,667.1

Gross profit

   263.2   63.9   185.8   291.2   (8.6  795.5   —     795.5 

Gross profit %

   11.8  8.2  13.3  27.8  -93.5  14.6   14.6

Operating income (expense)

   (332.3  (110.4  (235.2  (176.5  (18.1  (872.5  —     (872.5

Operating profit before financial income (expense)

   (69.1  (46.5  (49.4  114.7   (26.7  (77.0  —     (77.0

Financial income (expense), net

         (116.1  (116.1

Foreign exchange gain (loss), net

         6.9   6.9 

Loss before taxes on income

          (186.2

Income tax expense

         (130.3  (130.3
         

 

 

 

Net income

          (316.5
         

 

 

 

Revenue by geographic area – year ended December 31, 2019:

   Commercial 
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

North America

   1,399.8    202.8    1,181.6    560.7    0.7    3,345.6 

Europe

   508.2    96.7    118.8    200.0    —      923.7 

Asia Pacific

   256.9    4.3    20.3    95.5    —      377.0 

Latin America, except Brazil

   17.0    2.7    21.6    35.1    —      76.4 

Brazil

   0.7    431.8    54.7    107.6    8.5    603.3 

Other

   51.8    37.0    —      47.8    —      136.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,234.4    775.3    1,397.0    1,046.7    9.2    5,462.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Assets by operating segment - year ended December 31, 2019:

   Commercial 
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total
reportable
Segments
   Unallocated   Total 

Trade accounts receivable

   4.7    62.0    15.2    208.6    3.7    294.2    —      294.2 

Property, plant and equipment

   859.5    261.6    456.6    480.9    —      2,058.6    —      2,058.6 

Intangible assets

   1,048.8    16.5    750.5    —      113.8    1,929.6    122.1    2,051.7 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   1,913.0    340.1    1,222.3    689.5    117.5    4,282.4    122.1    4,404.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Assets by geographic area - year ended December 31, 2019:

   North
America
   Europe   Asia Pacific   Brazil   Total 

Trade accounts receivable

   101.5    89.8    5.9    97.0    294.2 

Property, plant and equipment

   371.5    556.9    48.3    1,081.9    2,058.6 

Intangible assets

   79.5    10.4    —      1,961.8    2,051.7 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   552.5    657.1    54.2    3,140.7    4,404.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Consolidated statements of income data by operating segment – year ended December 31, 2018:

   Commercial 
Aviation
  Defense and
Security
  Executive
Jets
  Service and
Support
  Other  Total
reportable
Segments
  Unallocated  Total 

Revenue

   2,358.3   612.1   1,104.3   980.8   15.6   5,071.1   —     5,071.1 

Cost of sales and services

   (1,976.7  (702.3  (914.0  (689.0  (21.1  (4,303.1  —     (4,303.1

Gross profit

   381.6   (90.2  190.3   291.8   (5.5  768.0   —     768.0 

Gross profit %

   16.2  -14.7  17.2  29.8  -35.3  15.1   15.1

Operating income (expense)

   (229.1  (93.0  (235.0  (168.7  (6.9  (732.7  —     (732.7

Operating profit before financial income (expense)

   152.5   (183.2  (44.7  123.1   (12.4  35.3   —     35.3 

Financial income (expense), net

         (171.5  (171.5

Foreign exchange gain (loss), net

         —     —   

Loss before taxes on income

          (136.2

Income tax expense

         (35.0  (35.0
         

 

 

 

Net income

          (171.2
         

 

 

 

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

Revenue by geographic area – year ended December 31, 2018:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

North America

   1,449.4    145.7    936.7    422.2    5.0    2,959.0 

Europe

   519.1    122.8    127.4    196.7    —      966.0 

Asia Pacific

   324.1    1.6    1.6    104.7    —      432.0 

Latin America, except Brazil

   11.9    68.3    22.5    47.3    —      150.0 

Brazil

   0.2    258.9    16.1    157.2    10.6    443.0 

Other

   53.6    14.8    —      52.7    —      121.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   2,358.3    612.1    1,104.3    980.8    15.6    5,071.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Assets by operating segment - year ended December 31, 2018:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total
reportable
Segments
   Unallocated   Total 

Trade accounts receivable

   5.8    111.2    1.3    192.2    7.5    318.0    —      318.0 

Property, plant and equipment

   688.8    295.6    544.0    435.6    0.7    1,964.7    —      1,964.7 

Intangible assets

   862.5    11.0    829.0    —      78.4    1,780.9    117.9    1,898.8 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   1,557.1    417.8    1,374.3    627.8    86.6    4,063.6    117.9    4,181.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Assets by geographic area - year ended December 31, 2018:

   North
America
   Europe   Asia Pacific   Brazil   Total 

Trade accounts receivable

   83.9    106.4    8.8    118.9    318.0 

Property, plant and equipment

   351.1    501.6    57.1    1,054.9    1,964.7 

Intangible assets

   53.6    5.7    —      1,839.5    1,898.8 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   488.6    613.7    65.9    3,013.3    4,181.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Consolidated statements of income data by operating segment – year ended December 31, 2017:

 

  Commercial
Aviation
 Defense and
Security
 Executive
Jets
 Other Total
reportable
Segments
 Unallocated Total   Commercial
Aviation
 Defense and
Security
 Executive
Jets
 Service and
Support
 Other Total
reportable
Segments
 Unallocated Total 

Revenue

   3,371.9  950.7  1,484.9  31.8  5,839.3   —    5,839.3    2,771.4  853.7  1,280.3  922.2  31.8  5,859.4   —    5,859.4 

Cost of sales and services

   (2,574.9 (895.2 (1,276.9 (26.4 (4,773.4  —    (4,773.4   (2,178.1 (792.9 (1,126.4 (640.3 (26.4 (4,764.1  —    (4,764.1

Gross profit

   797.0   55.5   208.0   5.4   1,065.9   —     1,065.9    593.3   60.8   153.9   281.9   5.4   1,095.3   —     1,095.3 

Gross profit %

   23.6 5.8 14.0 17.0  18.3  18.3   21.4 7.1 12.0 30.6 17.0 18.7 0.0 18.7

Operating income (expense)

   (328.6 (109.0 (266.4 (16.1 (720.1 (16.5 (736.6   (230.5 (109.5 (206.0 (177.0 (13.9 (736.9 (16.5 (753.4

Operating profit before financial income (expense)

   468.4   (53.5  (58.4  (10.7  345.8   (16.5  329.3    362.8   (48.7  (52.1  104.9   (8.5  358.4   (16.5  341.9 

Financial income (expense), net

       (47.6 (47.6        (40.6 (40.6

Foreign exchange gain (loss), net

       6.6  6.6         6.6  6.6 

Profit before taxes on income

         288.3           307.9 

Income tax expense

       (25.5 (25.5        (27.9 (27.9
        

 

          

 

 

Net income

         262.8           280.0 
        

 

          

 

 

In the Commercial Aviation segment, one customer individually contributed a 16.8% share of net revenue in 2017 with an approximate value of US$ 982.6.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

 

Revenue by geographic area – year ended December 31, 2017:

 

  Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Other   Total   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Service and
Support
   Other   Total 

North America

   2,077.6    117.6    1,123.9    21.3    3,340.4    1,795.5    93.3    1,006.8    421.0    21.3    3,337.9 

Europe

   354.0    144.1    194.3    —      692.4    200.1    133.5    161.7    196.3    —      691.6 

Asia Pacific

   723.7    11.1    118.2    —      853.0    670.3    13.7    94.1    81.4    —      859.5 

Latin America, except Brazil

   23.5    20.7    6.1    —      50.3    0.5    5.4    0.6    45.1    —      51.6 

Brazil

   53.9    630.4    38.4    10.5    733.2    0.9    587.1    17.1    133.3    10.5    748.9 

Other

   139.2    26.8    4.0    —      170.0    104.1    20.7    —      45.1    —      169.9 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Total

   3,371.9    950.7    1,484.9    31.8    5,839.3    2,771.4    853.7    1,280.3    922.2    31.8    5,859.4 
  

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

   

 

 

Assets

39.6

Reconciliation of reportable segments and statements of income

The table below presents portion of revenues, costs and expenses of the Commercial Aviation and Services & Support segments that will be discontinued by the Company under the sale of control of related assets to Boeing (Note 4). Operating expenses presented in the column corporate expenses represent expenses with central overheads and other operating expenses (such as corporate projects) allocated on apro-rata basis for segment - year ended December 31, 2017:information (Note 39), using revenue from each segment as an allocation factor, however fully reported as results of continuing operations (Note 4.3).

 

                   Total         
   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Other   reportable
Segments
   Unallocated   Total 

Trade accounts receivable

   166.4    491.3    52.3    7.1    717.1    —      717.1 

Property, plant and equipment

   986.3    404.0    695.8    18.8    2,104.9    —      2,104.9 

Intangible assets

   793.1    5.7    881.9    64.9    1,745.6    136.8    1,882.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   1,945.8    901.0    1,630.0    90.8    4,567.6    136.8    4,704.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Assets by geographic area - year ended December 31, 2017:

   12.31.2019 
      (-) Elimination of discontinued operations        
   Total
reportable
segments
  Commercial
Aviation
  Service and
Support
  Other  Corporate
expenses
   Results of
continuing
operations
 

Revenue

   5,462.6   2,234.4   609.5   0.6   —      2,618.1 

Cost of sales and services

   (4,667.1  (1,971.2  (429.7  (6.3  —      (2,259.9
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Gross profit

   795.5   263.2   179.8   (5.7  —      358.2 

Gross profit %

   14.6       13.7

Operating income (expense)

   (872.5  (332.3  (101.1  —     81.5    (520.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Operating profit before financial income (expense)

   (77.0  (69.1  78.7   (5.7  81.5    (162.4

Operating margin %

   -1.4       -6.2

 

   North                 
   America   Europe   Asia Pacific   Brazil   Total 

Trade accounts receivable

   80.2    372.6    18.2    246.1    717.1 

Property, plant and equipment

   378.1    555.4    56.3    1,115.1    2,104.9 

Intangible assets

   31.2    6.8    —      1,844.4    1,882.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   489.5    934.8    74.5    3,205.6    4,704.4 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Statement of income data by operating segment – year ended December 31, 2016:

   12.31.2018 
      (-) Elimination of discontinued operations        
   Total
reportable
segments
  Commercial
Aviation
  Service and
Support
  Other  Corporate
expenses
   Results of
continuing
operations
 

Revenue

   5,071.1   2,358.3   581.0   4.1   —      2,127.7 

Cost of sales and services

   (4,303.1  (1,976.7  (389.4  (7.4  —      (1,929.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Gross profit

   768.0   381.6   191.6   (3.3  —      198.1 

Gross profit %

   15.1       9.3

Operating income (expense)

   (732.7  (229.1  (99.7  —     77.3    (481.2
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Operating profit before financial income (expense)

   35.3   152.2   91.9   (3.3  77.3    (283.1

Operating margin %

   0.7       -13.3

 

   Commercial
Aviation
  Defense and
Security
  Executive
Jets
  Other  Total
reportable
Segments
  Unallocated  Total 

Revenue

   3,527.0   932.7   1,730.5   27.3   6,217.5   —     6,217.5 

Cost of sales and services

   (2,719.1  (780.3  (1,463.6  (17.7  (4,980.7  —     (4,980.7

Gross profit

   807.9   152.4   266.9   9.6   1,236.8   —     1,236.8 

Gross profit %

   22.9  16.3  15.4  35.2  19.9   19.9

Operating income (expense)

   (322.8  (114.6  (243.6  (4.5  (685.5  (345.3  (1,030.8

Operating profit before financial income (expense)

   485.1   37.8   23.3   5.1   551.3   (345.3  206.0 

Financial income (expense), net

        (51.4  (51.4

Foreign exchange gain (loss), net

        4.5   4.5 

Loss before taxes on income

         159.1 

Income tax expense

        8.7   8.7 
        

 

 

 

Net income

         167.8 
        

 

 

 

Revenue by geographic area – year ended December 31, 2016:

   12.31.2017 
      (-) Elimination of discontinued operations        
   Total
reportable
segments
  Commercial
Aviation
  Service and
Support
  Other  Corporate
expenses
   Results of
continuing
operations
 

Revenue

   5,859.4   2,771.4   523.9   17.6   —      2,546.5 

Cost of sales and services

   (4,764.1  (2,178.1  (326.3  (11.1  —      (2,248.6
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Gross profit

   1,095.3   593.3   197.6   6.5   —      297.9 

Gross profit %

   18.7       11.7

Operating income (expense)

   (753.4  (230.5  (101.3  —     72.1    (493.7
  

 

 

  

 

 

  

 

 

  

 

 

  

 

 

   

 

 

 

Operating profit before financial income (expense)

   341.9   362.8   96.3   6.5   72.1    (195.8

Operating margin %

   5.8       -7.7

 

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Other   Total 

North America

   2,461.7    179.1    1,247.2    22.8    3,910.8 

Europe

   230.8    103.6    184.3    0.6    519.3 

Asia Pacific

   641.1    27.7    118.3    —      787.1 

Latin America, except Brazil

   87.3    17.7    107.9    —      212.9 

Brazil

   57.6    543.6    68.8    3.9    673.9 

Other

   48.5    61.0    4.0    —      113.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,527.0    932.7    1,730.5    27.3    6,217.5 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Embraer S.A.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

 

40

Subsequent events

Information on the subsequent event that occurred in transaction between Embraer and Boeing are disclosed in Notes 1.1, 3.4, 4 and 40.3 of the consolidated financial statements.

40.1

New financing for working capital purposes of US$ 600.0

On March 13, 2020, Embraer Aviation Netherlands B.V. entered into a loan credit and guarantee agreement with Citibank, N.A., J.P. Morgan Chase Bank, N.A. and Banco Santander, S.A. in the amount of US$ 600.0, accruing interest at three months LIBORplus 1.5% per year, maturing on December 15, 2020.

EmbraerS.A.

Notes to the Consolidated FinancialStatements

In millions of U.S. dollar, unless otherwise stated

 

Assets

40.2

Impacts of the COVID-19 pandemic

Embraer has been monitoring the COVID-19 pandemic situation and its impacts on its employees, operations, the global economy, the supply and the demand for its products and services. The Company’s Crisis Committee monitors on a daily basis the development of the pandemic situation and it has implemented contingency plans to act as quickly as necessary as the current situation continues to unfold.

As a result of COVID-19 pandemic, on March 17, 2020, our Brazilian corporate employees responsible for critical functions started to work from home and, on March 22, 2020, we decided to put our Brazilian employees that could not work remotely on paid leave until March 31, 2020. Until March 31, 2020, we were only carrying out essential activities at our facilities, including customer support, aircraft maintenance and manufacturing. On March 30, 2020, we further decided to put our Brazilian employees responsible for non-critical functions on collective vacation from April 1 to April 9, 2020. During this temporary shutdown of our facilities, we implemented safety measures to adapt our facilities to the World Health Organization guidelines. On April 10, 2020, we implemented a job preservation plan that included temporary furloughs, reduction in working hours and pay cuts to certain of our employees, as a means of guaranteeing their employment upon completion of the plan. This plan started on April 13, 2020 and will last between 60 and 90 days. On April 13, 2020, all of our Brazilian employees that could not work remotely and were not included in the job preservation plan returned to work at our adapted facilities. Our or other companies’ operations may be suspended again or remain suspended for a longer time.

Due to the uncertainty related to the spread of COVID-19, on March 26, 2020, we also suspended the projections relating to our expected results for 2020, dated as of November 12, 2019. We will issue updated projections for 2020 when we conclude the assessment of the effects that the COVID-19 pandemic will cause to our business.

We expect that 2020 will be a distinct year in terms of orders and deliveries due to the impacts of the COVID-19 pandemic. The airline business has been adversely affected due to COVID-19, and we will have to review our production chain in order to reflect the new and uncertain demand scenario.

As a result of the COVID-19, on April 6, 2020, Standard & Poor’s downgraded our rating by operating segment -one notch to BBB- with a negative outlook, due to expectations that many airlines will delay new deliveries at least until the end of the third quarter of 2020. On April 28, 2020, Fitch also downgraded our rating from BBB- to BB+ as a result of the negative expectations relating to the commercial aviation industry due to the COVID-19 pandemic. On April 29, 2020, Moody’s also downgraded our rating from Ba1 to Ba2 with a negative outlook.

In the Defense and Security business unit, as of the date of this annual report, we cannot fully predict the impact that theCOVID-19 outbreak will have on our Defense and Security business. However, we are facing difficulties to deliver products to international customers due to border and quarantine controls.

In the Executive Jets business unit, restrictions on travel and emergency quarantine have posed some challenges for aircraft deliveries to international customers. As of the date of this annual report, production lines of our business aviation products are abreast for attending planed supply levels, with no major supply shortages. We are supervising the risks and controlling the supply chain and postponements in demand in order to prevent obstacles that may arise from this global crisis. As a result of COVID-19, as of the date of this annual report, one of our executive jets customers cancelled its firm orders and some of our executive jet customers postponed their scheduled aircraft deliveries. Although we cannot fully predict the impact of theCOVID-19 outbreak in the short-to-medium term on our business, we expect that some customers will continue to postpone their scheduled aircraft deliveries and will continue to cancel their orders.

In the Commercial Aviation business unit (recorded and presented as discontinued operations for the financial statements as of and for the year ended December 31, 2016:2019), due to extensive traffic disruption affecting our customer’s operations throughout the world, as a result of the COVID-19, it is reasonable to expect a material impact on our 2020 deliveries. According to Cirium, a data analytics and consulting company, as of May 2020, 60% of the global fleet has been placed into storage, and the International Air Transport Association - IATA projects a decline of 50% in commercial traffic for 2020 in year-over-year terms. As a result of COVID-19, some of our customers rescheduled their aircraft deliveries carrying them over to 2021 and beyond, which has affected our 2020 projected deliveries. As of the date of this annual report, no cancellation has occurred. The recovery pace is difficult to predict since this outbreak has no precedent in history. Although we cannot fully yet determine the impact of the COVID-19 outbreak in the short-to-medium term on our business, we expect that customers will continue to postpone their scheduled aircraft deliveries and will cancel their orders.

As a result of the COVID-19 pandemic, the Company has taken measures to preserve cash flow, including (i)) reductions in working hours and pay cuts; (ii)) extension of payments terms relating to our suppliers; (iii)) extension of tax payment deadlines; (iv)) negotiation of new credit lines; and (v)) adjustment of production chain.

As of March 31, 2020, the Company has already recognized the following impacts in profit or loss as result of the COVID-19 pandemic:

 

                   Total         
   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Other   reportable
Segments
   Unallocated   Total 

Trade accounts receivable

   154.2    460.7    43.6    6.9    665.4    —      665.4 

Property, plant and equipment

   1,090.8    427.4    598.7    37.3    2,154.2    —      2,154.2 

Intangible assets

   522.6    5.3    895.2    109.6    1,532.7    131.9    1,664.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   1,767.6    893.4    1,537.5    153.8    4,352.3    131.9    4,484.2 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

AssetsNegative changes in the fair value of Republic Airways shares held as financial investments (Note 7) impacting the Company’s 2020 operating results in the amount of US$22.2.

Additional provision for expected credit losses over trade accounts receivable, contract assets and customer financing as result of increase in credit risks of the Company’s customers during the pandemic in the amount of US$33.4.

As of March 31, 2020, the Company had a trigger event related to impairment of assets in our Executive Aviation and Defense & Security business units due to the impacts of the COVID-19 pandemic and its impact on our market capitalization devaluation in the period. Based on our best estimate using certain assumptions for short-medium term impacts on deliveries of Executive Aviation and Defense & Security business units, at this time have not identified additional impairment charges to be recognized in addition to the charges described in Note 19. The depreciation of Brazilian Reais vs. U.S. Dollars in the period of 29% has a positive impact in future cash flows for that base date due to reduction of cash outflows indexed in Brazilian Reais (costs of goods sold and general expenses). However, an improvement in the currency exchange rate in the future may result in a future impairment charge.

40.3

Impairment losses – Commercial Aviation business unit

Due to the unexpected and wrongful termination of the strategic partnership by geographic area - year endedBoeing on April 25, 2020, from this date forward the Company will stop designating and measuring the assets and liabilities associated with the Commercial Aviation Business and related services as “held for sale” and its generated results as “discontinued operations,” which are to be reclassified as “held for continuous use” and “continuing operations.”

The change in designation requires the remeasurement of the long-lived assets held for sale (fixed assets, intangibles, and rights-of-use) for the lower value between the book value, adjusted for accumulated depreciation and amortization not recognized while classified as held for sale in the amount of US$83.5 (Note 3.4) that will be recorded in the second quarter of 2020, and the recoverable value determined by the highest amount between the value-in-use of these assets and the fair value minus expenses that would be incurred by sale. During the term described in Note 3.4, the long-lived assets held for sale were listed at the recoverable value by the lesser value between the book value and the fair value based on the purchase price set forth in the MTA minus the incremental costs incurred to close the transaction.

In line with the Company’s practice as shown in Note 19, the recoverable value of these assets will be measured based on the approach of value-in-use using the discounted cash flow method, which is not substantially different from fair value under current market conditions. The discount rate applied in this case is based on the rate of the weighted average cost of capital for the Company, reconciled with the estimated discount rate before taxes of 10.6%. That rate differs from the discount rate applied to the December 31, 2016:2019 calculation as result of the Company’s increased risk diversification and due to increased funding costs as a result of not concluding the transaction with Boeing.

The future cash flows utilized in the determination of the value-in-use account for significant economic environment impacts resulting from the COVID-19 pandemic on the commercial aviation market in accordance with the best estimate of the Management up to the present date.

As a result of the measurement of the recoverable value of the assets of the Commercial Aviation Business, including fixed assets, intangibles and rights-of-use, the Company expects to recognize in the second quarter of 2020 losses due to impairment charges relating to these assets which will impact the operating results for the year. Based on preliminary calculations, these losses are estimated to be in the range of US$153.0 to US$526.0 taking into account Management’s current estimates of potential projected scenarios of future deliveries of commercial jets and market share development in the coming years post COVID-19, based on currently available information. The estimated losses were calculated based on carrying amounts of CGUs and foreign exchange rate observed as of March 31, 2020. The amount to be recorded as of June 30, 2020 is subject to revision and update based on certain assumptions and factors that are subject to change, including without limitation the foreign exchange rate and discount rate on that date, and may vary materially from the estimates above. Because a substantial portion of the cost of goods sold is indexed in Brazilian Reais, positive or negative fluctuations of 10% in the Brazilian Reais to U.S. dollar foreign exchange rate impact the mid-range of estimated impairment charges by approximately US$163.0 and US$201.0, respectively.

* * *

 

   North
America
   Europe   Asia Pacific   Brazil   Total 

Trade accounts receivable

   84.9    380.9    11.5    188.1    665.4 

Property, plant and equipment

   364.4    585.2    60.7    1,143.9    2,154.2 

Intangible assets

   22.9    7.0    0.1    1,634.6    1,664.6 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   472.2    973.1    72.3    2,966.6    4,484.2 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Statement of income data by operating segment – year ended December 31, 2015:F-90

               Total       
   Commercial  Defense and  Executive     reportable       
   Aviation  Security  Jets  Other  Segments  Unallocated  Total 

Revenue

   3,348.7   811.1   1,718.6   49.7   5,928.1   —     5,928.1 

Cost of sales and services

   (2,565.7  (785.4  (1,440.3  (25.4  (4,816.8  —     (4,816.8

Gross profit

   783.0   25.7   278.3   24.3   1,111.3   —     1,111.3 

Gross profit %

   23.4  3.2  16.2  48.9  18.7   18.7

Operating income ( expense )

   (434.9  (119.1  (220.2  (5.6  (779.8  —     (779.8

Operating profit before financial income (expense)

   348.1   (93.4  58.1   18.7   331.5   —     331.5 

Financial income (expense), net

        (22.9  (22.9

Foreign exchange gain (loss), net

        27.6   27.6 

Profit before taxes on income

         336.2 

Income tax expense

        (255.4  (255.4
        

 

 

 

Net income

         80.8 
        

 

 

 

Revenue by geographic area – year ended December 31, 2015:

   Commercial
Aviation
   Defense and
Security
   Executive
Jets
   Other   Total 

North America

   2,452.7    177.2    1,226.6    30.1    3,886.6 

Europe

   316.5    84.8    218.3    7.3    626.9 

Asia Pacific

   307.8    33.2    149.2    —      490.2 

Latin America, except Brazil

   89.8    21.7    38.7    —      150.2 

Brazil

   145.3    479.3    72.6    12.3    709.5 

Other

   36.6    14.9    13.2    —      64.7 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

Total

   3,348.7    811.1    1,718.6    49.7    5,928.1 
  

 

 

   

 

 

   

 

 

   

 

 

   

 

 

 

F-78