$EMBJ Embraer Tape Reports
Per Ticker.id: $EMBJ Embraer Tape Reports — timestamped podcast mentions, volume, and share of voice. Latest 2026-07-27 08:00 UTC.
Do you think that this China anxiety that's so prevalent in the US, Europe, maybe Japan and Korea, et cetera, do you think it will spread further and become a thing in the actual poorer parts of the world who presumably have industrial ambitions of their own? I mean, Brazil has a planemaker. They presumably— the Comac is going to compete with Embraer, etc. Like, could China find itself in a situation in, in which there was recently a story, Malaysia specifically limiting the number of imports of low-end Chinese EVs? Like, could what— okay, it started in the US with Trump, spread to Europe over the last several years. Could it spread further?
Joe Weisenthal — Odd Lots · Branko Milanovic on What Comes After Globalization · 2026-07-27Welcome to Seeking Alpha's Wall Street Brunch, our Sunday look ahead to this week's market-moving events along with the weekend's top news and analysis. Hello, today is Sunday, July 19th, and I'm your host, Kim Kong. With earnings season in full swing, Tesla is set to report on Wednesday. Analysts expect Tesla to report revenue of $26.4 billion, EPS of 54 cents,, and an automotive gross margin excluding credits of slightly above 18%. Tesla has already disclosed Q2 deliveries of 480,126 vehicles and production of 451,758. Beyond those core numbers, investor attention will be once again focused on updates on autonomy, software, the Robotaxi rollout, and AI 4 and AI 5 chips, as well as the capital spending needed for the company to become a leader in physical AI. Seeking Alpha analyst Yanis Zoumpanos says Tesla enters earnings with momentum on its side. The improvement in demand, rising analyst expectations, and strong execution show that the market could be undervaluing the stock's potential earnings performance, he said. But Agar Capital cautions that a great company does not necessarily make a great stock. The firm argues Tesla's $1.5 trillion market cap overvalues the company by roughly $1 trillion, citing businesses that still lack commercial scale, complete authorizations, verifiable unit economics, and significant free cash flow. Here's how the rest of the earnings calendar shapes up. Domino's Pizza and AMC Entertainment report on Monday. Novartis, 3M, GM, and Halliburton are due Tuesday. Alphabet, Texas Instruments, IBM, AT&T, ServiceNow, Philip Morris, and Kinder Morgan join Tesla on Wednesday. Thursday brings reports from Intel, T-Mobile, Lockheed Martin, Union Pacific, and Comcast. American Express, Verizon, and Charter Communications wrap up the week on Friday. The economic calendar is light this week, but there's still a few notable events. AMD's Advancing AI event will take place in San Francisco on Wednesday, where CEO Lisa Su is expected to outline the chipmaker's latest AI strategy. The biannual Farnborough International Air Show begins Monday, with Boeing, Airbus, Embraer, and other industry leaders expected to announce aircraft orders and showcase new technologies. And San Diego Comic-Con kicks off on Thursday, with Disney, Warner Bros., and Apple among the media companies expected to preview upcoming films and streaming content.
Kim Kong — Wall Street Breakfast · Tesla reports as earnings season revs up · 2026-07-19Yeah, you know, it's just reflecting on that comment, like aerospace engineering. And I'll get back to the Manufacturing is technologically unforgiving in a way that all of the systems have to work together in harmony. What's interesting about that is when you move to electrification from fuel Burning engines. The fundamental architecture of the airplane has to change because the existing aircraft are built around their engines. They have to aspirate, they have to breathe, they have to carry fuel, they have to produce a ton of cooling to cool down the inefficiency of converting that fuel to thrust. And you architect the entire airplane around this philosophy. Electric airplanes, they don't need much cooling, they certainly don't need to breathe, they don't carry any fuel, they have a battery that doesn't change its mass over the course of the flight. And so the rules of the game change. And people ask me, why did you design a pusher aircraft with twin V tails and a wing that looks like the gull of a bird or the wing of a bird? And the answer is because the center of mass is different. You don't pump fuel anywhere. Your engine doesn't need cooling. So we're gonna take advantage of things like boundary layer ingestion and wake filling, which basically improves the efficiency by replacing the air behind the airplane. All these little aerodynamic tricks that are only enabled by electrification allow us to set the world record in the longest range electric aircraft. And that's like just to break into the market to say we can do something utilitarian for the UPSS and the Amazons and the Bristows, you have to go out and show that things are technologically sound. So pulling that all together, you actually start to think about the manufacturing differently. And you go from a traditional manufacturer like a Boeing and Airbus and Embraer, which says, I'm going to build the airframe and I'm going to buy all these legacy pieces and shove them into the tube in the wing and have a beautiful machine. We said electric motors don't exist, fly by wire systems or computer. Flown aircraft don't exist for small aircraft. Certainly batteries that propel aircraft at high voltages don't exist. So we ended up completely vertically integrating. We wind right down the hallway here in the clean rooms. We wind our own motors, we build our own inverters, we make our own computers. We have no operating system on that computer because it's called a safety critical device, a design assurance level. A computer, it can't fail. It's like going to the moon, right? And, and you put all these things together and at the end of the day, like we buy raw materials and push an electric airplane out the other side. Very few things do do we buy as completed assemblies. And it's because the rules and the physics change when you move from fuel burning aircraft to electric aircraft. So Thus the manufacturing has to change drastically. And like we, we built this facility, I'm sitting in it's, it is to my knowledge the largest net zero building east of the Mississippi, which is important to the philosophy of how we're building things. But also it looks like no other manufacturing facility for aerospace. You don't have clean rooms, you don't have winding machines and vacuum pressure impregnation tanks for dipping high voltage coils and battery lines and power electronic lines. All these things coming together to the airplane in a traditional production facility. So you had to rethink how you do this and, and then you got to work in this regulated space of the FAA for part 21 for production and part 23 for certification. And you're making new rules. You're literally writing new rules, putting them into the Federal Register, getting public comment on it while you're working physics and technology and regulation all at once. It's a pretty awesome space to work in, but it is really, really codependent, interdependent, and it's all burdened by regulation.
Kyle Clark — Money Maze Podcast · The Future of Flight? Building an Electric Aviation Business with the Man in the Pilot’s Seat - Kyle Clark, CEO & Founder, BETA Technologies · 2026-06-25Yeah, it's interesting. Like our. We have like the formal competition, we got a couple of people doing air taxis. Really solid companies, thoughtful, high technology. Joby's, Archers, Embraer, Eve, who's also one of our customers, they buy motors from us. A company in the UK called Vertical, you know, about, I would say, seven, eight years ago, there were 300 companies in this space because everybody realized we had crossed the threshold of a electric propulsion, energy storage to create flight and do something commercially viable. We're down to like five or six viable companies now. That's a pretty, pretty high attrition rate. Right? And several public companies went upside down because it's a hard task. Now, some of the differences in the way that Beta went about it versus those companies have failed and versus our competition is that we have an extremely simple design. We didn't do liquid cooling, no gearboxes, no thrust vectoring like the V22 Osprey, where the propellers start up and go forward. We have what we call a lift plus cruise, where the airplane lifts itself up with one set of propellers and then they shut off and then you cruise. And so, sorry, if you hear that, that's the F35s launching in front of me here. So it's a very simple, simple aircraft. And the software control algorithms are very simple. This is kind of at the Core of our business. I'm an engineer. We have a lot of engineers here at the company. As you know, I'm a flight test pilot, a flight instructor, and fly electric airplanes and all kinds of airplanes all the time. Simplicity and reliability are king in aerospace. And when you get at it with this move fast and break things kind of Silicon Valley mentality, it doesn't always work. And if you try to shove every latest technology into it without saying aerospace is interesting, it creates a strategic moat to all your competition to get in, because it's a highly regulated environment. But that moat also demands that the technology you introduce has to be really, really valuable. The juice has to be worth the squeeze. That means you don't get to shove in every latest blue LED to the cockpit and say, hey, it looks cool, let's put it in. It's got to have a definitive, actual practical purpose. Our company has taken that to the extreme. And we have a simple, reliable aircraft. And what's interesting, what's come over the last decade is that that simplicity actually equals performance. Because when you add complexity, it snowballs into this impossibly complex system of redundancy. Like if you have a system on an airplane, you usually need a second system to back up that system. And then you got to bring both of those systems to the air, which means you got to have the structure to carry both those systems, and it starts snowballing. So the simplicity is how we've differentiated the technical aspects of our. And we've mirrored that on our market entry strategy where we said our biggest orders with UPS cargo, medical, logistics first and then passenger. Why? Because people are problems like picking up passengers, people poking windows, pulling on door handles. Packages are along for the ride. Right. So our first version of our aircraft was a cargo and logistics aircraft. And then we built a passenger aircraft and we are certifying and commercializing in that order as well. And I could go on and on about the simplicity of the way that we introduce market, but it's really the fundamental design of our physical airplane and our software dead simple. And our market entry strategy is extremely thoughtful, I think. And, and it doesn't mean we're not about passenger, urban air mobility or air taxis. I happen to believe that flying thousands of airplanes, millions of flight hours with packages on it will give the confidence to the flying public to fly in our airplane at a higher rate. And we will win at that game as well over the people who try to jump to the top of the stairs in one leap. We're taking it step by step.
Kyle Clark — Money Maze Podcast · The Future of Flight? Building an Electric Aviation Business with the Man in the Pilot’s Seat - Kyle Clark, CEO & Founder, BETA Technologies · 2026-06-25So that's very clear. Now, when I met you at that dinner, there was a former senior partner from Goldman's who's obviously been involved with you, and I might be chair of your board. And when I was doing my research, I went on to have a look at your board, and I spent quite a lot of time on that board because I was struck by what an extraordinary collection of people who have run Embraer and GE and Boston Scientific and the rest of it. But I was reminded by a former colleague who said I'd never want Henry Kissinger on board my board because the board needs to really have time, capacity, capability to help. So how do you think about that board working for Beta?
Simon Brewer — Money Maze Podcast · The Future of Flight? Building an Electric Aviation Business with the Man in the Pilot’s Seat - Kyle Clark, CEO & Founder, BETA Technologies · 2026-06-25Yeah. Well, so everybody on the board cares deeply about Beta. Everybody shows up to the board meetings. People on the board have bought houses in Vermont because they love this company. They also fly. And like Martine Rothblatt is one of the most busy people in the world. I could pick up my phone right now and said, martine, I need to see you tonight. And she'd say, we're on. I'm in. Wherever. I'll fly to you, you fly to me. They make the time for Beta. They care deeply about it. Chuck Davis, the gentleman from Goldman that you mentioned, he is one of the. He is extremely successful. His company, Stone Point, owns tons of companies, but he loves Beta. He also restarted flying. He started flying in the 70s. Now he's flying again. He just. Just bought another seaplane and he's flying. He loves it. I gotta tell you, Simon, there's a magnetism about aviation. When people love it, they just gravitate to it. And even John Ably, he's got an airstrip at his house, and I fly down there to meet him. The founder of Boston Scientific. He is a wealth of knowledge in a highly regulated environment, introducing technical things. And he loves Beta and he loves aviation. We are so fortunate and lucky with the people who have stepped into this company, on the board, in the company and the board meetings like we introduced John Slattery for example, the gentleman who was running Embraer commercial and prior to that, GE commercial engines or no after that, GE commercial engines. And he comes into the first board meeting, he's like, I have never seen anything like this. And, and the board was both critical and real and invested. They weren't there by obligation. They're there cause they love it and they want to be there. And this is a guy who has presented to many, many, many, many, many boards. I get a high talking about the board just because they care so much. It kind of blows me away, man.
Kyle Clark — Money Maze Podcast · The Future of Flight? Building an Electric Aviation Business with the Man in the Pilot’s Seat - Kyle Clark, CEO & Founder, BETA Technologies · 2026-06-25