Political Turbulence Over Portugal’s KC-390 Threatens Firefighting, Jobs

An unexpected war of words over Portugal’s ambitious new air-lifters is rippling far beyond military circles. Opposition lawmakers say the KC-390 procurement story isn’t as transparent as the government claims, and that could influence everything from summer wildfire readiness to the number of aerospace jobs available to international engineers in Évora and Alverca.

Why the KC-390 matters beyond the barracks

For most foreigners who settle in Portugal, the term KC-390 Millennium surfaces only when smoke plumes rise over the Serra da Estrela or when a humanitarian flight lands in the Azores after an Atlantic storm. The twin-jet cargo aircraft—built by Brazil’s Embraer with extensive Portuguese manufacturing input—can haul troops, evacuate patients, drop paratroopers and, crucially, hold a roll-on firefighting kit that dumps 36,000 litres of water or retardant in a single pass. Portugal has spent years branding itself as both a NATO logistics hub and a Southern European wildfire laboratory, so an aircraft that can refuel F-16s by day and fight flames at dusk fits the national narrative. That dual-use promise helped Lisbon defend a contract now valued at roughly €1.1 B once options are factored in—a sum that ultimately derives from the same tax base foreigners contribute to when they pay IVA or buy a home.

The political clash: what exactly was said—and disputed?

Tempers flared in early August when José Luís Carneiro, leader of the centre-left PS, accused Defence Minister Nuno Melo of “failing to tell the truth” about aerial firefighting capacity. Melo had told reporters the new jets would bolster this year’s anti-fire arsenal, suggesting Portugal had already secured the necessary modular tanks. Carneiro countered that the previous government merely built a provision into the 2019 purchase contract—nothing more—because Embraer had stopped producing the kits and would only restart if several European customers ordered together. By the time Melo doubled down on his remarks in Parliament, the national broadcaster RTP aired documents showing the first two Portuguese KC-390s arrived without the firefighting hardware, reinforcing the opposition’s claim of ministerial spin.

Firefighting capability: marketing spin or technical hurdle?

Technically, the KC-390 can switch from tanker to “water bomber” in under 2 hours, but only if the proprietary Modular Airborne Fire Fighting System (MAFFS-II) is on hand. Embraer paused production in 2022 when Brazil’s own air force chose not to fit the kit. Industry executives now say a joint NATO purchase would trim unit cost to €20 M, yet no country has signed on the dotted line. While Melo argues Portugal “secured a slot” for four kits, defence aides concede that final negotiations have not begun. In other words, the jets parked at Beja Air Base could remain spectators during peak fire season until at least 2027—unless Brussels underwrites a fast-tracked order.

Delivery schedule: where the fleet stands today

Portugal currently fields three KC-390s, delivered in 2023, 2024 and July 2025. Two more are scheduled to arrive by March 2027, while the sixth—announced at the Paris Air Show this June—will be ferried over in 2029. The aircraft leave Embraer’s São Paulo plant in a standard NATO configuration, then stop in Alverca for encrypted comms upgrades before joining Squadron 506 “Rinocerontes”. Flight-test reports cite 95 % mission-completion rates, and no certification glitches have surfaced. Still, until the firefighting pods materialise, the planes’ most visible civilian role will be medical evacuation and humanitarian air-bridge operations that rarely make the evening news.

Economic stakes for Évora, OGMA and the wider expat workforce

Every fuselage panel that rolls out of Embraer Portugal in Évora carries direct implications for the 6,000-strong aerospace community—many of whom are non-Portuguese engineers and technicians drawn by the country’s competitive salaries and sunny climate. If Lisbon ever scales back its order, Évora’s composite wing line and OGMA’s Alverca plant, which builds sponsons and tail units, could see a sharp drop-off in workload. Analysts estimate Portugal nets €10 M in exports per aircraft thanks to its share of production. A renegotiation would jeopardise that revenue, dent supplier confidence and, perhaps worst of all, diminish Portugal’s stature inside Embraer’s global supply chain, affecting everything from work visas to the demand for international schools around Lisbon.

What this means for taxpayers and residents

Beyond the parliamentary theatrics, the real question is whether Portugal can afford both the aircraft and the promised enhancements. The 2025 state budget earmarks €220 M for KC-390 payments—more than the entire national housing renovation credit. Delays to the firefighting rollout could nudge regional governments to keep leasing older Canadair CL-415s at premium summer rates, while Lisbon still writes cheques to Embraer. For expatriates paying property tax in wildfire-prone districts, that translates into a curious paradox: higher local levies to fund seasonal water bombers, plus a national bill for brand-new jets that cannot yet douse flames.

Looking ahead: key dates to watch

October will see the first Dutch air-crew class graduate from Portugal’s KC-390 training syllabus, a milestone meant to showcase interoperability. In December, the defence ministry must submit a multi-year spending plan to Brussels, detailing how it will finance the sixth aircraft and any firefighting kits. If Melo can present a signed European letter of intent by then, political heat may cool. If not, expect the opposition to reopen the debate just as the 2026 budget makes its way through Parliament—and just as another drought-fuelling summer edges closer.