Good morning, ladies and gentlemen. Thanks for standing by. As a reminder, this conference is being recorded. Its broadcast is intended exclusively for the participants of this event and may not be reproduced or retransmitted without the express authorization of Embraer. This conference call will be conducted in English, but please let me say a short announcement for Portuguese speakers. My name is Gui Paiva, and I am the head of I nvestor Relations, M&A, and the venture capital for Embraer. Welcome to Embraer's second quarter 2026 earnings conference call. The numbers in this presentation contain non-GAAP financial information to help investors reconcile Eve's financial information in GAAP standards to Embraer's IFRS. We remind you Eve's results were already discussed at the company's conference call last week. Before we begin, a legal notice to everyone. This presentation may contain forward-looking statements which involve risks and uncertainties, as detailed in the disclaimer available in the slides and in the documents filed with the Brazilian Securities Commission, CVM. At this time, all participants are in a listen-only mode. Instructions for the Q&A session will be provided later. Participants on today's conference call are Francisco Gomes Neto, President and CEO of Embraer, Felipe Santana, Chief Financial Officer, Thais Moraes, Corporate Communications Director, and myself. This conference call consists of three parts. First, we will present the results for the second quarter of 2026. Second, we will host a Q&A session exclusively for investors. Finally, we will hold a dedicated Q&A session for the press. It is my pleasure to now turn the conference call to our President and CEO, Francisco Gomes Neto. Please go ahead, Francisco. Thank you, Gui. Good morning and good afternoon, everyone. It is a pleasure to be with you today to discuss Embraer's second quarter 2026 results. We delivered the strongest second quarter revenue in our history. We achieved our highest second quarter deliveries in the past 16 years and reached a new all-time high backlog for the seventh consecutive quarter. We continue to see strong performance across all our business units, driven by our focus on sales execution, efficiency, operational discipline, and production ramp-up. Simply put, we continue executing the fundamentals exceptionally well. These results further strengthen our confidence in the outlook for our businesses and have led us to raise our 2026 guidance, also supported by favorable effects. Let me now turn to the key highlights of the quarter. In commercial aviation, Azorra placed an order for 15 E195-E2 aircraft while maintaining 15 purchase rights. During the quarter, the E2 program surpassed the milestones of 500 firm orders. In executive aviation, we achieved record second quarter revenues and deliveries, supported by strong market demand. We also received a triple certification for the Praetor 500E and Praetor 600E. In defense and security, the UAE ordered 10 C-390 aircraft with options for an additional 10 units. This marks the platform's first selection in the Middle East and the largest international order for the C-390 to date. In service and support, we continue to expand our recurring revenue base through new contracts, including support for Jazz Aviation's E175 fleet and a new maintenance agreement with the Brazilian Air Force covering its KC-390 fleet. During the quarter, we delivered 65 aircraft, 20 commercial jets, and 45 executive jets. Total company deliveries increased by nearly 7% year-over-year, with commercial aviation growing 5% and executive aviation growing 18%. In Commercial Aviation, we delivered 30 aircraft in the first half of the year, representing 36% of the midpoint of our full-year guidance, one percentage point above the five-year average. In Executive Aviation, we delivered 74 aircraft in the first half, representing 45% of the midpoint of our full-year guidance and an impressive 11 percentage above the five-year average. Our company-wide backlog reached $34.5 billion, an increase of 16% year-over-year and another all-time record for Embraer. Commercial Aviation backlog grew 15% year-over-year, supported by a 1.8 book-to-bill ratio over the last 12 months. Defense and Security backlog increased 42%, with a strong 2.6 book-to-bill ratio. Executive Aviation backlog grew 5% year-over-year, while Service and Support increased 12%, with both segments maintaining book-to-bill ratios above one. In addition, we hold approximately $21 billion in options, which could expand our backlog to more than $55 billion over time if exercised. I would also like to provide a brief update on Eve's continued progress. The flight testing campaign is advancing according to plan. Following the successful completion of hover flights, the team is now moving into transition flights, an important next step on the path toward certification. With that, I will now hand the call over to Felipe, who will walk you through our financial results. Felipe, the floor is yours. Thank you, Francisco. Good morning and good afternoon, everyone. Let me start with the results by business unit. All comparisons are year-over-year, unless otherwise noted. Starting with Commercial Aviation, revenues increased 8% to $625 million, driven by higher volumes. Adjusted EBIT totaled $18 million with a +2.9% of margin. The year-over-year decline was primarily due to customer mix. In Executive Aviation, revenues increased at 32% to $725 million, supported by higher volumes and product mix. Adjusted EBIT reached $170 million with a positive 23.4% of margin. These results include the strong operating performance and the effects of U.S. import tariffs and extraordinary tax credit. Excluding both effects, adjusted EBIT margin would have been 16.1%. In Defense and Security, revenues increased at 38%, reaching $304 million. Adjusted EBIT was $36 million, with a positive 11.9% of margin, supported by stronger KC-390 revenue recognition and operating leverage. In Service and Support, revenues increased at 24% to $565 million, driven by higher volumes. Adjusted EBIT totaled $106 million with a +18.7% of margin. These results include U.S. import tariffs and an extraordinary tax credit. Excluding both items, adjusted EBIT margin would have been 17.6%. At the consolidated level, net revenues increased at 23% to $2.2 billion in the second quarter. From business mix's perspective, Executive Aviation represented 32% of revenues, Commercial Aviation and service more than 25% each, and defense 14%. In the first half, revenues reached $3.7 billion, representing 44% of the midpoint of our full-year guidance. Adjusted EBITDA was $356 million, with a positive 15.9% of margin, while adjusted EBIT totaled $297 million with a +13.3% of margin. During the quarter, the company recorded approximately $8 million of U.S. import tariffs and an extraordinary tax credit of $68 million. Excluding both effects, adjusted EBIT margin would have been 10.6% of margin. In the first half, adjusted EBIT margin reached 10.6% or 5.5 points higher than the five-year average. Adjusted free cash flow, excluding Eve, was $401 million in the quarter. This reflects the stronger operating results, sales-related pre-down payments, and extraordinary tax credit. Investment totaled $121 million during the quarter, including $42 million in CapEx, $24 million in tangible additions, $18 million in the pool program, and $36 million in research. Research expenses include engineering service to current projects, as well as other developments technologies for future programs. Adjusted net income was $290 million in the last quarter. Adjusted net income margin was +9.8%, up 1.1 points, mainly due to operating performance and lower net financial expenses, which were partially offset by higher taxes. Earnings per ADS now stands at $2.50 on a last 12-month basis. Net debt to adjusted EBITDA, excluding Eve, improved to 0.2x in the quarter from 0.7x a year ago. Through our liability management initiatives, average debt maturity increased to 9.3 years and its average cost declined to 5.1%. During the quarter, we declared BRL 200 million in interest on equity. This corresponds to BRL 0.28 per share or approximately $0.22 per ADS. Based on the share price at the quarter end, this represents a dividend yield of approximately 0.34%. From an operational standpoint, we are maintaining our delivery guidance unchanged at 80 to 85 aircraft in commercial aviation and 160 to 170 aircraft in executive aviation. On the financial side, revenue guidance remains unchanged at $8.2 billion to $8.5 billion. We are increasing our adjusted EBIT margin guidance to between 10%-10.6%. At the midpoint, this represents an increase of approximately $110 million or 130 basis points, reflecting the extraordinary tax credit, lower U.S. tariffs, and a better business outlook. We are also increasing our adjusted free cash flow guidance to $400 million or higher, reflecting strong operational performance, progress in our production leveling initiatives, and a strong first-half cash generation. With that, I will hand it back to Francisco for his closing remarks. Thank you. Thank you, Felipe. The second quarter of 2026 reinforced our confidence in Embraer's strategic positioning and our ability to consistently execute. We have also started the third quarter with strong momentum, including the announcement of 28 additional E2 orders, and welcomed Colombia as the newest KC-390 customer. Colombia became the 13th country worldwide to select the KC-390, further expanding the aircraft's global footprint. We were also pleased to introduce the new EV edition of our best-selling Phenom 300. Strong demand across our businesses continues to support our growth trajectory. Our performance reflects the discipline, focus, commitment, and energy of our people across the organization. Their dedication enables us to deliver strong results today while continuing to invest in the technologies that will drive our future growth. Behind these achievements are the values that guide everything we do. Safety first and quality always. With that, we are now ready to take your questions. We'll now start the question- and- answer session. We remind you again that this conference is being recorded. Its broadcast is intended exclusively for the participants of this event. It may not be reproduced or retransmitted without the express authorization of Embraer. We also highlight that this conference call is being conducted in English with translation to Portuguese. We request participants interested in asking questions to press the Raise a Hand button on the platform. When your name is announced, please make sure your microphone is on and start your question. To give everyone a chance to participate, we request to ask just one question per time. If you need assistance, please use the Q&A button on the platform. We'll also answer questions sent via the platform chat. The first part of the Q&A session will be exclusively for equity research analysts and investors. The second part of the Q&A will be only for the press. The first question comes from Kristine Liwag with Morgan Stanley. Please go ahead. Hey. Good morning, Francisco, Felipe, Gui, and Thais. I wanted to ask about margins. Margins were a clear standout in the quarter. Can you talk about more, and provide more detail about what drove operating leverage in executive aviation and defense? Was there anything that was one time in the quarter? Basically, how should we think about this as being structural change in your cost structure versus quarter specific? Any update regarding your Growficiency strategy would be really helpful so that we can better understand your margin trajectory from here. Hi, Kristine. Good morning, and thanks for the call. Q2 was really strong for us in executive aviation. We have done a lot of progress in our production leveling initiatives in the last two years. We're close to where we want to be. That has definitely helped the results. In the quarter, when you look at as active, obviously we have also the impact of a tax credit and the tariff payments, and that helped the results on a net basis for the division for around $54 million at the EBIT level. Great, anything about what would be structural change in your cost structure versus, and thinking about the broader Growficiency plan in the next few years. Maybe it's a little too early to look out a few years, but it seems like you're achieving some of your margin targets much earlier than expected. I just wanted to see if there's more upside from here. Yeah. Maybe I can Yeah, go ahead, Gui. Go ahead. I was just going to highlight one of the things that you're very passionate about, Francisco, which is lean operations and the fact that we do Kaizen and we do Obeya, and we do efficiency projects on a day-to-day basis. There's not a silver bullet, Kristine. This is an ongoing effort by thousands of thousands of people that do this on a regular basis. I'll pass it to Francisco because it's one of his most passionate topics. Okay. Thank you. You did answer the question. Kristine, it is true what Gui just said. We have seen our executive jets production progressing very well with the production leveling initiative. This year, we still have some issues to be fixed with a few suppliers that are still delivering parts late, forcing us to move the aircraft late in the line. It's improving. We expect that in 2027, we'll see a much better performance in terms of production leveling, which will help us to see a higher productivity and higher efficiency of our lines. Great. Thank you very much. Thank you. The next question comes from Marcelo Motta with JPMorgan. Please go ahead. Hi, everyone. Thanks for taking my question. I would like to hear more about this $4 million improvement in business outlook that you mentioned as one of the reasons to improve the adjusted EBIT margin guidance. Just wondering here, if this is related to a specific segment, if this is also a cash gain, if it's more on the accounting. Anything that you could comment about the upside and downside risks for this $4 million to be lower or higher, it would be very interesting. Thank you. Good morning, Marcelo. Felipe here. Thank you for your question. This $4 million is really connected with what Gui mentioned, and Francisco, right, on enterprise efficiency, where we focus in all business units. This $4 million is spread out among all the business unit. Of course, that we see that more on Executive Aviation, mainly because of the production leveling and all the efforts that we're doing. Here it's recurring, the way that we see this $4 million improving from all the segments that we have. Thanks. Super clear. The next question comes from Lucas Marchiori with BTG. Please go ahead. Thank you. Hey, guys. Morning. Yeah, no, I just wanted to clarify this, let's say one-off effects on the Q, of course, it calls our attention, the tax credits, right? If you could just give us some color on what's the nature of it, and if this was a cash impact already in the Q, I'm assuming it is, but just to confirm the numbers, right? Then if you guys can give us at least some more color on what's the nature of it, and if there's any other kind of a reversal coming in the second back of the year as well. Thanks for the clarification. Hey, Lucas. Good morning. Felipe, start. Thank you, Lucas, for your question. Good morning. This impact, we have both, right? We have both on cash and also on EBIT. Most of it is refund of the tariffs that we impact the company last year in the first quarter and the second quarter of this year. This what we had done. We still have some pending amount to receive on cash, but everything was already recognized on the EBIT margin of the company. Going forward, we don't going to have any more direct tariffs to the company, but we also going to have indirect tariffs to the company impacting especially service support. Around $12 million annually basis. Great. That's clear. Thank you, Felipe. The next question comes from Louis Raffetto with Wolfe Research. Please go ahead. Yes. Hey, good morning, guys. Morning, Louis. I think you just actually answered the question I had, whether that $60 million was the tariff refund or not. Seems like it is. Just to be clear, the $12 million that you still have indirect, basically expect $6 million in the back half and primarily in services. Yeah. That's it. Total, Louis. Okay. Are we done with going through the tariff cost from the backlog or from inventory, excuse me? Yes, we are. Okay. Maybe just, I know you mentioned the 28 orders, just can you expand on any additional pipeline opportunities this year or skyline opportunities? Yeah. Louis Francisco speaking. Thanks for the question. Yes, we are happy with this last announcement we did in Farnborough with these 28 orders. Yes, we are working in other campaigns, but they are still need to do some work to cross the finish line. Yes, we are positive with more sales of our products until the end of the year. Thank you very much. You are welcome. The next question comes from Alberto Valerio with UBS. Please go ahead. Good morning, Francisco, Felipe, and Gui. Thank you for giving the opportunity to do my questions here. I have two on my side. The first one, really strong margins on the executive jets. You mentioned the Kaizen model of Embraer and so forth. Can we consider that it's any different mix for this quarter for looking forward? We used to have 12% margins on business jets. It's coming ex-tariff at 16%. Should we consider for the future something between, or you think it's more toward to the 16%? My second one on backlog. I think you guys are very comfortable for the guidance of long term on 2030 for the commercial with 1.6, if I'm not mistake. Times what we have the book-to-bill of this year, with more than two times, 2.6, the defense and 1.1 for the business jet. The business jet, it's one that I'm talking about to see if you guys are comfortable with the long term. It's the only one that the book-to-bill, it's a little bit below the long-term goals. Thank you very much. Hi, Alberto, good morning. Thanks for the question. On Executive Aviation, I guess we continue to see a gradual improvement in our operations Despite having a product and client mix which has provided a little bit of headwinds. That is just a testament to the efficiency gains that the company has been able to generate to offset the slight headwinds that I alluded to. When you look through the rest of the company, we continue to be really optimistic. We have seen defense margins continue to improve on a steady basis, you obviously saw the order that we were able to obtain from the UAE in Q2. We do expect the success of the KC platform to continue in the next few years. We have continued to expand the backlog in services also, which provide us with a steady stream of value for the company. We have continued to work, and we should continue to see improvements in the second half, and most importantly, in the next few years for the profitability that we have in our commercial aviation as well. Right now, with a record backlog for the company, we are able to produce at the target levels that we have for 2030, which is going to be our capacity. We remain very upbeat about the outlook for the company in the next few years. Fantastic. Very clear, Gui. Congrats on the result. The next question is from Lucas Barbosa with Santander. Please go ahead. Good morning, Francisco, Felipe, and Gui. Congratulations on the results, and thanks for taking my question. My question is on commercial aviation. This quarter, the margin saw a slight drop due to client mix. I wanted to understand what are the expectations in terms of customer mix and margins for the second half 2026 or 2026 as a whole. In other words, could we see a year-over-year expansion in margins for second half or for 2026 as a whole? Should we see this drop that we saw in second quarter persisting throughout the year? Thank you very much. Thank you, Lucas, for your question. Felipe here. When we look to the results of second quarter commercial aviation, as we mentioned, we had an impact of customer mix and driven by legacy contracts. When you look for the full year of commercial aviation should be in line from what it was last year. We're going to see some improvements going forward on EBIT and also customer mix on commercial aviation. Perfect. Super clear. Thank you very much. The next question comes from Lucas Laghi with XP. Please go ahead. Hi, everyone. Good morning. I have a follow-up question on profitability, but we saw this very strong performance on Executive, but also in services. Almost 18% of recurring EBIT margin services division. My question is how to think of the structurally levels for services going forward. I guess that this performance was slightly above what we saw as a reference current share conversations with market participants. When it's interesting that gross margin decline and EBIT margin increased, I'm not sure about the effects of operating leverage that you still have to capture going forward. If you could also comment on the nature and the profile of the revenues this quarter, thinking of these different components that you have in services, and how to think of this going forward. If you should see some more upside or downside considering this 18% return levels that you saw in second quarter going forward? Thank you very much. Felipe here. Thank you for your question. As we mentioned, we do not just do efficiency on the business unit aircraft, but also on certain support. When we look to the 17%, almost 18% of margin on service support on the second quarter, really believe that should be the way that we could do for the next quarters. Especially mainly because of the scale that we have and also all these new deals that we've been signing on pool agreements and everything with the customers on Commercial Aviation and also on Defense and Executive, is also helping us to see better margins going forward on service support. And- Of course, we do have OGMA as well, that is also improving, especially on the GTF engines. Also for the coming years, we're going to see better margins coming also from OGMA. Felipe, if you allow me to complement your explanation. We have been pushing for efficiency gains in the entire organization. We need to make sure that we have the right cost structure, the right expenditure to support the business, the right level of investment, and continuous productivity gains. This is for us to enjoy the growth we are planning for the future, improving more than proportional the profitability. That's why we are doing this very strongly in the entire organization. We should see the profitability growing more than the revenues in the coming years. Perfect. Thank you very much, Francisco and Felipe. Have a great day. You too. Thank you. The next question comes from Ron Epstein with Bank of America. Please go ahead, sir. Yeah. Hey, good morning, guys. Can you speak about your investment in Eve? How are you thinking about that? Is that something that should be 100% part of Embraer, or is that something that should be cut loose? When you think about the engineering cost of that, should those engineers be deployed on something else? It seems like you are halfway in, halfway out. How are you thinking about that? Hi, Ron. Francisco here. Thank you very much for your question. We are very confident about Eve's contribution to the Embraer growth, especially now beyond the 2029, 2030, to complement our growth strategy at the beginning of the next decade. We had more than 60 flights, vertical flights. We completed recently our first partial transition to horizontal flight. We have, yes, hundreds of engineers supporting Eve, but we expect to certify an entry into service of the eVTOLs by the end of 2028. In parallel, we are working to improve current products, and also supporting new sales of our KC-390. New sales mean new configurations that requires a lot of engineering support. Also invest in new technologies to support a new cycle of products. As I had mentioned, we continue evaluating emerging technologies and product opportunities to support a longer-term growth strategy. This can be commercial aviation, executive aviation, or even defense. Got it. Have you seen any impact, and forgive me if you already answered this, I might have missed it, any impact on sales campaigns from what's been going on in the Middle East? Well, in defense, yes. Because of the geopolitical situation, we have seen countries accelerating sales campaigns. You saw the recent announcement after the UAE, we announced Colombia recently. You saw Greece also mentioning a potential deal through Portugal of KC-390. We are working on other campaigns as well that I cannot disclose at this point of time. Yes, Ron, the geopolitical situation is helping the defense business. I think not only for us, for the market. Yes, Embraer is benefiting because we have a great product that transport the military aircraft segment. How about on the commercial side, what's the impact been? Well, commercial, actually, what we see is that the air transportation industry has been extremely resilient despite the higher costs of the tickets. People are still flying, and this creates an increasing demand in the market for new planes. Ron, as there is a huge backlog for bigger aircraft, now the customers, the airlines, they have to wait many years to receive a new aircraft. Combine it with a better understanding of the benefits of the small narrow body to their fleets, we see a lot of opportunities for our E2s with the new orders in the future. Last year was great. This year also, we are doing very well, and we are still working a lot of new campaigns for the E2s as well. I think all this environment has been beneficial for Embraer. For defense, for commercial jets, we keep selling jets as well. Yeah, we are in a good momento, I would say. Got it. Great. Thank you very much. You are very welcome, Ron. The next question comes from Daniel Gasparete with Itaú BBA. Please go ahead. Good morning, guys. Thank you very much for the opportunity, congrats on the results. The first question, please, will be regarding if you could provide us with an update on India, both from commercial and defense aviation. That would be great. Thank you very much. The second question will be a follow-up on the previous question. When do you guys feel that Eve is going to be de-risked, I would say, operationally? Do you feel like it's going to be only after the total certification by the end of 2028? Or do you feel that when you have enough flights or you're comfortable enough with the envelope of tests, there could be a threshold of comfort, please? Just one confirmation, Francisco, you said about a new venture, you said about commercial and executive aviation, as we have discussed in the past, you mentioned defense, if I'm not mistaken. Just to clarify that, please. Thank you very much. That would be all. All right, Daniel, thanks for your question. Let's try to share this in parts. Gui, maybe you start, then you- Sure address to me. Good morning, Gasparete, and thanks for the question. Let me tackle the Eve question, and Francisco can complement on India. On Eve, I think the project will be the risk when we kind of achieve the major milestones that we have in the project. That would include at least, a full transition flight and reversal to landing. As we progress in the campaign through the rest of the year and into early 2027, we do expect this material progress to play out. Francisco? Yeah. Daniel, thanks for the question. About India. In India, we have two fronts of opportunities. By the way, good opportunities. The first one in defense with the MTA, Middle Transport Aircraft. That is an opportunity between 60-80 KC-290s. We believe we have the best product for that application, but it's a bit. We have signed an MOU with Mahindra, our partner, and we are just waiting for the customer, the Indian Air Force, to issue the RFP for us to present our proposal with the localization strategy. In parallel, we have been working in the civil aviation as well, with an opportunity to introduce our E-Jets, E1s and E2s, to help India to improve their connectivity between smaller city and taking advantage of the Make in India initiative. In that sense, we have signed an MOU with the Adani Group, and we are in close conversation with them to find the best way to explore that opportunity. Both are great opportunity for us, for Embraer, to grow and expand our production capabilities outside Brazil. Thank you, Francisco. Thank you, Gui. Just one follow-up on the question that I made. On the previous answer that you gave, you mentioned about looking about new ventures. You mentioned commercial and executive aviation, as we have always been discussing, but you also mentioned defense. I would just like to clarify that, if I understood that correctly, that will be something that you're going to be considering as well, or it'll be only on commercial and executive aviation, please? Well, in defense, we have two main products, right? The KC-390 and the Super Tucano. We recently announced an upgrade in the Super Tucano with the new cockpit and the new features to detect and eliminate drones, and we expect that will help us to increase sales of Super Tucano as well. Okay, great. Thank you very much. You are welcome, Daniel. The next question comes from Andre Mazzini with Citi. Please go ahead. Yes. Hi Francisco, Felipe, Gui, and Thais. Thanks for the question. We see a couple of large airlines bringing engine MRO in-house this year. There was news of Ryanair announcing they would do this, bring it in-house. Do you think this may be a trend for E-Jet operators as well, or this will probably be contained to larger jets and very large fleets, right? 600, 737 in the case of this particular airline. Thank you. Thank you so much. Thank you, Andre. Good question. That's my opinion. I think this makes sense only for large volumes, right? Airlines that operate, I mean, a sizable fleet, that this maybe makes sense because the investments are huge. Also, the main purpose of the airline should be flying, right? Anyway, maybe with big fleets, this makes sense, and we don't see this as a trend for all the markets. Great, Francisco. If I may, a quick follow-up. If you could remind us the breakdown in the service revenue between Embraer airplanes and other OEMs airplanes. We understand OGMA, for instance, they also do larger narrow bodies. I would imagine, of course, the bulk of it is Embraer, but what's the share currently between Embraer and non-Embraer in the service revenue? Thank you so much. Hi. Good morning. In terms of our service division, OGMA should be running something close to $350 million to $400 million of revenues this year. The bulk of that is going to be non-Embraer fleets, and that is the agnostic part of the business. The balance of that, which should be about $1.5 billion to $1.6 billion, will be our Embraer or fleet-related business. Super interesting. Thank you, Francisco and Gui. Thank you, ladies and gentlemen. We will start a Q&A session dedicated to the press. We'll answer questions in English. Then we'll be answering questions in Portuguese. We will also answer questions sent via the platform chat. Please hold while we compile the questions. The first question comes from Ioannis Rekas with Flight.com.gr. Please go ahead. Good afternoon from Greece. Can you hear me? Yes, we can. Go ahead. Great. I would like to congratulate you, first of all, for these exceptional results. My question has, of course, to do with the potential of Greece's requirement for C390. It is a program that was passed from the parliament. We're expecting a cost of EUR 600 million. I would like if you can share with us some more updates regarding that. Then the comment, of course, in the difference of the cost between Colombia's and Greece's program per unit. Thank you very much. Thank you for your question. This opportunity is being discussed between Greece and Portugal. That's why there is an opportunity for short deliveries to Greece. We don't know the details about commercial conditions. We can't disclose your price because every aircraft is different, every aircraft has a different specification, and this means different costs for each program. Great. Thank you very much. You are welcome. Once again, if you would like to ask a question, please click Raise Hand at this time. Ladies and gentlemen, please hold while we compile the questions. The next question comes from Edgardo Gimenez from Aviacionline. Please go ahead. Mr. Gimenez, your mic is Sir? Hi. Can you hear me now? Yes? Yes. Yes, we can. Go ahead. Sorry. My question was, with recent E2 orders from LATAM and Abra Group, do you see the E2 family as a potential good fit for low-cost carriers in the region, such as JetSMART, Volaris, or Viva? Have you actively pitched business cases to these kind of low-cost carriers in Latin America? Edgardo, thanks for the question. Absolutely. We see the E2 as a perfect fit for this kind of application. We see now Azul doing very well in Brazil, now coming LATAM. The Abra Group, we don't know yet where they will fly the E2s. The idea is the same, to improve connectivity between smaller cities. Mexico is another opportunity. Avianca, of course, in Colombia under the Abra Group. Mexico, for sure. We have, I think over 60 Embraer E1s flying Mexico with different Aeroméxico and other airlines. Now Mexicana introducing the E2s with a success operation. Yes, we hope the other airlines will look at the E2 as well as an opportunity to complement the operation for large and narrow-body in a very efficient way. Thank you very much. Ladies and gentlemen, once again, if you would like to pose a question, please click Raise Hand at this time. Please hold while we compile the questions. The next question was sent from the chat, and is from Robert Wall with Aviation Week. On C-390 rates, given the recent orders and what you were seeing in potential opportunities, what is your thinking to go higher than 10 aircraft per year in 2030? Well, an opportunity we are working on is with India. This will allow us to implement a second assembling line outside Brazil and go to production levels above 10 per year. Another opportunity we are working on is with the United States. That will also allow us, if things go well, and depending on the size of the order, to implement a third assembly line that will allow us to increase even further the production of KC-390. I believe Bosco, our VP of Defense, is with us. Bosco, do you want to add anything on this? I think he's not here. Yes. Okay. That's it. Thank you very much, sir. This concludes the question- and- answer session in English for the press. This question and answer session is now being conducted in Portuguese. To switch to English, please press the interpretation button on the platform and then select English. [Non-English content] Now we will initiate the Q&A session in Portuguese. [Non-English content] Next question is from Marcelo Rocha with CBN Vale. You may proceed, sir [Non-English content] Sir, Mr. Marcelo Rocha with CBN Vale, you may proceed. [Non-English content] Ladies and gentlemen, I believe Marcelo Rocha's microphone is on mute. I'll jump to the next question from Karen Salomon with Seu Dinheiro. You may proceed, ma'am. [Non-English content] Good morning. [Non-English content] [Non-English content] [Non-English content]] Embraer's backlog continues to hit record numbers. Is there any ceiling to how much Embraer can invest? What are the investments to increase production going forward? Or whether the efficiency gains you mentioned are just enough to keep up with the speed of deliveries? Oi, Karen, this is a very good question. It's a combination of both things. One, we will continue to invest in efficiency, and this is something that we've been mentioning frequently with Praetors. For instance, in 2021, it used to take us 18 months to produce Praetor, and today we can produce the same plane at eight and a half months. We are doing the same thing with all the other aircrafts. With that, we can produce more aircraft with the same structure. At the same time, we're also investing to increase our production capacity. We believe that by 2030, our production capacity, we reach 120-130 commercial jets a year, plus 200 executive planes and 10 KCs in Brazil. The KC, as I said in a previous question, we still there have the opportunity to have new production lines, and this is to India is a possibility, the U.S. is another possibility, and the commercial jets. If our project with India moves forward, we might even have a second production line of commercial jets. The outlook is very good, we are doing that in a very responsible way, while at the same time we increase our backlog. Production capacity will not be a limiting factor to our future growth. [Foreign language] Thank you very much. [Non-English content] Next question comes from Cristian Favaro at Valor Econômico. You may proceed. [Non-English content] Hi, thank you for taking my question. Congrats for your results. My question is, I would like to hear a bit more from you about the guidance update. I thought productivity gain was an interesting aspect, especially in regards to executive jets. Just to make sure I understood, this is basically due to the fine-tuning you did on the side of vendors and whether your outlook is quite positive. My other question relates to guidance update, mainly due to U.S. tariffs. If I'm not wrong, if I'm not mistaking, the tariffs were down. You did not update your guidance. My question is, do you see any room for new updates given this current scenario? There is also the fact that you have a spare parts residual, and that's why they were subject to tariffs. Do you think this will persist going forward? I would just like to get a better understanding about that issue and if you see further possibilities of making adjustments going forward. Cristian, good morning. This is Gui. Thank you for your question. The guidance adjustment, as you mentioned, involves a combination of factors. One, tax credits or tariff credits of all of the tariffs that we received this quarter. The other issue is that we are no longer being directly taxed, giving all the most recent decisions taken by the country. The third aspect refers to the improvement of our business outlook. The performance is better than what we anticipated in previous quarters. About reviewing the business plan on a regular basis, when we publish our results every quarter, this is a moment where we can reiterate the previous guidance, or we can update it as we did it for this quarter. [Non-English content] Perfect. Thank you. [Non-English content] Next question is from Marcelo Rocha with CBN Vale. You may proceed, sir [Non-English content] Mr. Rocha, you are good to go. [Non-English content] Your microphone is on mute. Could you please check that? Because we cannot hear you. [Non-English content] Thank you. Next question. In writing, from Nelson Düring with DefesaNet. [Non-English content] First question is: what is the projected share for defense in your total P&L? Now is at 14%. Well, thank you for your question, Nelson. Historically, defense has always been in the range between 14% and 15% in our total P&L. Now, since revenue is growing, there is a dollar-denominated amount, and so this grows as well. We estimate that at least by 2030, the defense sector should be around this range between 12%-14% in terms of total revenue share. With growing profitability, this is quite important. [Non-English content] Thank you. [Non-English content] We also have a second question on the chat from Marcelo Rocha, with CBN Vale. Question is addressed to Francisco. You mentioned that the forecast for eVTOL from Eve should start commercial operation by the end of 2028. How many units should be in the market for this period, and what would be the first anticipated commercial flight in Brazil and abroad? Thank you for your question. Well, yes, our expectation in terms of Eve starting operation by the end of 2028. Today we have about 3,000 letter of intent for purchases. Some are firm orders for eVTOL. Entry into operation should probably occur in Brazil and in the U.S., just as an entry level, probably simultaneously in Brazil for engineering possibilities, and in the U.S. for the opportunities we see in several municipalities. In terms of production, we will start our production in Taubaté, as previously announced. In Taubaté, the top capacity will be close to 480 units per year, and the reassembling of these aircraft close to where they should be operating in the future, because the range of the aircraft is small. With that, we will just get a feeling of the market, and after that, we will decide about other eVTOL plans. We don't have anything defined at the moment, but we just want to support the eVTOL entering into operation starting in 2028. [Non-English content] Thank you. [Non-English content] Next question. [Non-English content] In writing from Nelson Düring with DefesaNet. What versions are being projected for KC-390? KC-390 MPA, or Maritime Patrol Aircraft, is that moving forward? [Foreign language] I don't have detailed information on these versions, but the versions we sell today is C-390 and KC-390. The difference between the two is the refueling is on air, and every business has its different specs. We don't have yet a version for MPA, as far as I know, until up to now. We are focusing on C-390 and KC-390 with the different specs depending on customer request. Thank you. [Non-English content] Thank you. With that, we conclude the Q&A session, and also this earnings release presentation from Embraer. Thank you very much for joining us, and have a very good day