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Rio Olympics set to be lost opportunity for bizav
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LATITUDE WOOS LATIN JET SET Textron Aviation’s newly certified Cessna Citation Latitude is making its first appearance in Latin America with a debut at the 2015 LABACE show.
The 2016 Olympic Games in Rio de Janeiro is poised to become another missed opportunity for business aviation, according to Brazilian general aviation industry group ABAG. At a press conference last Thursday, ABAG chairman Eduardo Marson Ferreira warned that Brazil’s authorities appear set to impose operational restrictions that will severely constrain the use of business aircraft. ABAG director general Ricardo Nogueira told reporters that the Olympic Games (August 5-21, 2016) look to be at least as much of a disappointment for the business aviation community as last year’s World Cup soccer championship. “Years ago, when I was in the air force managing air traffic, there was a controllers’ slowdown, a protest about safety, and I said ‘You’ve achieved safety. There’s nothing that makes air traffic safer than keeping all the planes on the ground,’” he said. “Well, for the World Cup there was maximization of safety, achieved by minimizing general aviation.” “It will be worse in August of next year,” he predicted, before divulging that at a recent meeting with Brazil’s SAC (Civil Aviation Secretariat) he was shown plans for air space control for the Olympics, to which he commented, “You’re taking Rio off the map!”
DAVID McINTOSH
by Ian Sheppard & Richard Pedicini
Marson added: “Three years ago, the week after the London Olympics ended, we brought specialists here to show how it’s done. It’s not lack of preparation, foresight or effort on our part.” Nogueira added that, “In London, the planning [for aviation’s role in the Games] was done seven years ahead of time. Here, the culture is seven days.” As a result, for general aviation, the authorities are
“minimizing the risk to zero, by not having any aircraft flying.” LABACE Open For Business
In any case, ABAG officials emphasized that the 2016 LABACE show will go ahead next August. One possible difficulty is that the Olympic soccer tournament is being staged here in São Paulo and airport authority Infraero has
demanded to use the show site as a business aviation terminal. This year’s event officially opens at 10:30 a.m. local time today. According to Marson, Brazil’s economic downturn has not dented what he said is Latin America’s main general aviation event. “All the big companies are here, all the manufacturers are here, all the big service providers are
Continued on page 3 u
Industry News
New Aircraft
Manufacturers
Exhibitors
Electronics
ABAG Faces Challenges Head On
Latest Falcons Gather Momentum
Embraer Preps Legacy 450 Party
Gulfstream G650ER Makes Debut Here
Satcom Direct Enhances Connectivity
Brazil’s general aviation trade association and LABACE organizer believes the quality of this year’s visitors will be an upgrade, despite economic challenges. Page 6
Dassault’s success on the military front has been further buttressed by fast development of its latest business jets, the Falcon 8X and 5X models. Page 10
Brazil’s hometown OEM has lots to celebrate, including the 10th anniversary of founding its business jet division, and maybe more. Page 22
Gulfstream is here with its flagship G650ER (extended range), making its first appearance at the show. The U.S. OEM’s latest bizjet has a 7,500-nm range. Page 30
With solutions for the cockpit and the passenger cabin, the Florida-based company is putting its best foot forward here at the LABACE show. Page 34
PHOTOS: DAVID McINTOSH
Textron Aviation went all out for LABACE, bringing its latest Citations, the CJ3+ (shown here) and the Latitude, for their Latin American debuts. The U.S. manufacturer has nine aircraft at Congonhas Airport this week.
Textron Authorizes TAM to Support King Airs Textron Aviation today appointed TAM Aviacão Executive (TAM) as an authorized service center for its Beechcraft King Air twin turboprops. TAM, which is a long-standing customer support partner for the U.S. manufacturer, will provide King Air maintenance at its facility at Jundiai in Brazil. In the next few months, Textron expects to authorize other TAM facilities to support the King Air, of which there are now more than 1,000 in operation across Latin America. Since 1982, TAM has been an authorized support partner for Cessna business jets and Beechcraft turboprops and pistons. The Textron group, which also backs the Hawker family of jets, now has 29 authorized service facilities and 6 field service engineers throughout Latin America. “Through a relationship spanning more than 30 years, TAM is a long trusted partner with a proven track record of providing quality maintenance and excellent service to our customers,” said Bob Gibbs, Textron’s sales vice president for Latin America and Caribbean. “With King Airs being the largest population of business turbine aircraft in the region and TAM’s extensive footprint in Brazil, this latest authorization provides this large customer base with an even greater level of convenience and support.” –C.A.
Cessna’s new Citations greet Latin America by Charles Alcock Textron Aviation has three Latin American debutantes among what looks to be the largest grouping of aircraft on the LABACE show static display this week. The Cessna Citation Latitude and CJ3+ are making their first appearances in this part of the world, as well as a Beechcraft King Air 250 newly equipped with Rockwell Collins’s Pro Line Fusion cockpit. The U.S. manufacturer also is displaying the Citation XLS+, the CJ4 and the M2 jets, along with the Grand Caravan EX turboprop and Beechcraft Baron and TTx pistons. According to Bob Gibbs, Textron’s sales vice president for Latin America and the Caribbean, the recently certified Latitude is well suited to operators in this part of the world,
offering an above-average combination of cabin size and mission capability in the midsize market segment. Maximum range is 2,850 nmi, allowing customers to reach North America or cross the Atlantic Ocean with a single stop from cities in Brazil, Argentina and Chile. From Mexico City, the aircraft can reach anywhere in the U.S. non-stop.
The flat-floor, six-foot-tall cabin provides a spacious and comfortable environment for passengers. For a full description of the Latitude see tomorrow’s edition of LABACE Convention News. The new Citation CJ3+ recently achieved certification in Brazil and will be conducting a sales tour of Latin America through the end of August, having visited Mexico and Colombia en route to Brazil. The new light jet offers versatile short-field performance that can be especially advantageous in this part of the world. Last week, Cessna received certification to offer TCAS II 7.1 collision-avoidance upgrades for the cockpits of earlier model Citations. The upgrade will be especially important for operations in Europe, where the new TCAS standard will be mandatory from the end of 2015. Textron believes the recently certified Pro Line Fusion cockpit upgrade option for the King Air 250 will prove popular across Latin America, where there are already more than 1,000 King Air twin turboprops in service. The avionics suite features full touch-screen flight display systems and will give operators greater flexibility in the way they fly, navigate and communicate. Textron aims to certify Pro Line Fusion-equipped versions of the larger King Air 350i/ER in the fourth quarter of this year, followed by the smaller C90GTx in the first half of 2016. o
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Textron’s Beechcraft King Air 250 has been upgraded with Rockwell Collins Pro Line Fusion touchscreen avionics, on show here in Brazil for the first time.
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2 LABACE Convention News • August 11, 2015 • www.ainonline.com
Strong sales keep Gulfstream bullish about Brazil market first aircraft in the country have already been delivered. More than 65 G280s are now in service around the world. Brazil’s share of the worldwide Gulfstream fleet has surpassed 40 aircraft, having grown by 30 percent in five years, and 10 percent in just the last 12 months. Overall, Latin America is home to more than 180 Gulfstreams, an increase of 70 percent since 2010. The majority are in Brazil, Mexico and Venezuela. Illustrating Gulfstream’s continued commitment to the region, the company has added three more field service representatives: two in São Paulo and one in Toluca, Mexico. Aerocardal has just been named as Gulfstream’s commercial and government representative in Chile. Gulfstream provides regional support through the company’s own service center at Sorocaba, Brazil, which has had its spare parts inventory raised to $9 million worth, plus authorized service centers in Caracas, Venezuela (Aerocentro de Servicios) and Toluca (Aerovics). On the question of increasing regional support further, either through new centers or expansion at Sorocaba,
Citation M2 approved for high-elevation airports by Mark Phelps Textron Aviation today announced that its Citation M2 light business jet has received certification to operate at airports with field elevations of up to 14,000 feet. The approval will be especially significant for operations in Latin America, where hot and high performance is critical. “This allows customers operating out of high-elevation airports, like many found throughout Latin America, to do more with their aircraft,” said Chris Hearne, vice president of Textron’s jet division. The improved performance
includes capability, for example, to fly non-stop from La Paz, Bolivia to Quito, Ecuador. The M2 can also now fly nonstop from La Paz to São Paulo, Brazil and Buenos Aires, Argentina. Among light jets, the M2 has shown itself to be successful in the market, on track to complete its 100th delivery in the fourth quarter of this year. First delivered in 2013, the twinjet is powered by the Williams FJ44 engine and is equipped with Garmin G3000 avionics and a redesigned interior seating as many as seven. o
DAVID McINTOSH
Cessna’s Citation M2 light jet is now approved to operate from airports with field elevations of up to 14,000 feet.
Scott Neal, Gulfstream’s senior vice president for worldwide sales and marketing, said the manufacturer is still seeing growth in Brazil, despite the country’s economic difficulties.
Neal commented, “We’ll continue to grow our network as the number of aircraft grows. We’re committed to Brazil for the long term.” New G500 and G600
Gulfstream’s flight test department is now engaged in testing the new fly-bywire G500. The prototype, T1, made its first flight on May 18 this year, and has amassed more than 15 hours in the air. So far it has been flown to a speed of Mach 0.8 and an altitude of 38,500 feet. The longest flight to date exceeded four hours and testing is progressing smoothly. The
next two prototypes, T2 and T3, are being prepared to join the test program. Meanwhile, the first prototype of the longer-range G600 is currently being built at Gulfstream’s headquarters in Savannah, Georgia. This aircraft has been designed with a 4,800-nm range at Mach 0.9, allowing it to reach New York from São Paulo at this speed. At the slightly more conservative cruising speed of Mach 0.85 the 6,200-nm range places all of the U.S. and much of Europe within range. Deliveries of the G500 are scheduled to begin in 2018, with the G600 following in 2019. o
WINTER WONDERLAND The 2015 LABACE show at São Paulo’s Congonhas Airport seems set to be blessed with excellent weather, unlike some previous years, when the Southern Hemisphere winter climate has been unkind to the annual event.
DAVID McINTOSH
Coming off the back of the company’s best second-quarter results since 2008, Gulfstream Aerospace has come to the LABACE show in São Paulo having already delivered 73 aircraft in the first half of this year, and with its order backlog up by 10 percent. The company is exhibiting here at Congonhas Airport with a line-up comprising the super-midsize G280, and the large-cabin G550 and G650ER aircraft. “We’re still seeing a good level of activity in Latin America, and especially in Brazil,” Scott Neal, senior vice president for worldwide sales and marketing told a press conference on Monday. At the same time, Neal recognized that the local economy has had its difficulties lately. “Like any region, Brazil’s economy has its cycles. It goes up and down, and that impacts aircraft sales,” he added, “The good news for Gulfstream is that the fleet in Brazil continues to grow.” For the Brazilian market, the G280 is seen as particularly applicable, especially as owners of smaller aircraft look to trade up. The aircraft was certified in Brazil in the second quarter of this year, and the
DAVID McINTOSH
by David Donald
Olympic concerns uContinued from page 1
here,” he said. “Brazil is the world’s second largest GA market.” Nogueira gave provisional figures for the number of exhibitors and aircraft expected on the static display at LABACE this year: 154 brands on display (some share stands, but ABAG has to pay tax based on the number of brands exhibiting). He said 50 aircraft were scheduled to be on static display, with both fixed-wing aircraft and helicopters well represented, although he indicated that as of last week there was still some uncertainty whether all the aircraft would make it. According to ABAG, 35 percent of those attending the 2014 show were industry professionals, 6 percent were pilots, 2 percent press and 2 percent students.
These figures were far lower than at previous LABACE shows, meaning that a higher proportion of the visitors were prospective business aviation customers. Marson said that for many companies, marketing budgets have been reduced significantly. “This year was difficult for the economy and for aviation,” he commented. “Everyone knows sacrifices need to be made. But all the big manufacturers will be here, all the big service providers will be here. They may be less festive, they may be less in the mood to celebrate, but they are here.” However, the ABAG chairman insisted that not all was doom and gloom in the Brazilian business aviation community. For example, he said that Helibras has seen growth in places linked to offshore oil, such as the states of Espirito Santo and Rio de Janeiro. o
www.ainonline.com • August 11, 2015 • LABACE Convention News 3
Embraer hands over keys to landmark Legacy 500 by Chad Trautvetter
PROUD PATRIARCH
DAVID DONALD
Honda Aircraft president Michimasa Fujino is here with his groundbreaking HondaJet design for its first LABACE appearance (see page 36).
Embraer Executive Jets delivered the first Legacy 500 slated for a customer in Mexico, the manufacturer announced August 10. The midsize twinjet, which was awarded type certification from Mexico’s Civil Aviation Safety Authority in June, will be operated by Transpaís Aéreo, a subsidiary of the Lomex Group Aeronautics Division. Embraer said the Legacy 500 is well suited for the Mexican market because of its runway performance and transcontinental range. With a range of 3,125 nm, the jet can fly nonstop from Toluca to Manaus, Brazil, or from Cancun to Vancouver, Canada. Winning Attributes
PHOTOS: DAVID McINTOSH
“We have been able to differentiate ourselves from the competitors by introducing innovative products for the segments in which we compete,” said Embraer Executive Jets president and CEO Marco Túlio Pellegrini. “The delivery of the first
Legacy 500 in Mexico highlights the market trend toward business jets that combine performance, range, low-cost operation and cabin comfort.” With the second-largest fleet of business jets in the world, just behind the U.S., “Mexico’s strong business aviation culture highlights the need for a powerful tool that helps decision-makers compete in a marketplace that demands speed, flexibility, efficiency and productivity,” he added. “The Legacy 500 is the midsize jet that exceeds customer expectations.” Transpaís Aéreo, which has more than 40 years’ experience in the business aviation sector, offered preventive and corrective maintenance, aircraft management, chartering, aircraft storage and FBO services, mainly in Monterrey and Toluca. About 20 Legacy 500s are now in service since the first one was delivered late last year, an Embraer spokesman told AIN. o
ALGAR SHOWS OFF HIGH-PERFORMANCE TURBOPROPS Brazil’s Algar Aviation is at the LABACE show promoting both the Daher TBM900 (below) single turboprop and Piaggio’s Avanti II twin pusherprop (above). The company is the exclusive Brazilian distributor for both of the European manufacturers. The TBM900 can fly non-stop for up to 1,730 nmi with up to four people on board. Its standard cruise speed is 330 ktas, which Daher maintains makes the aircraft competitive with light jets, which have higher operating costs. Piaggio has introduced a new Evo version of the Avanti II. This offers a 17 percent range increase to 1,470 nmi and a 3 percent improvement in time taken to climb to 41,000 feet. Top speed is 402 kts. Algar also operates an authorized service center for Embraer’s Phenom 100 and 300 light jets. –C.A.
Embraer has delivered the first Legacy 500 destined for service in Mexico. The midsize twinjet is seen as a good match for the Central American market.
JETCRAFT OPENS REGIONAL OFFICE Aircraft broker Jetcraft has expanded its operations with the pening of a sales office in Mexico City that will serve as its Latin o American hub. “We are excited to open an office in Mexico and are seeing great demand for private aircraft in the country,” said Jetcraft president Chad Anderson. “The region as a whole is very open to business aviation and the long term prospects for growth across Latin America are extremely positive.” The office is located on Avenida Presidente Masaryk in an upscale district of the Mexican capital. Mexico saw fleet growth of nearly 5 percent last year and recent estimates put the age of 80 percent of Mexico’s business jets at more than 10 years old, indicating a growing need for newer replacement aircraft. –C.E.
4 LABACE Convention News • August 11, 2015 • www.ainonline.com
VELOCIDADE MÁX: MACH 0,925 ALCANCE MÁX: 7.000 NM ALTITUDE MÁX: 51.000 PÉS
M ENOR
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T J. ER
COLLIER TR OP
HY
intercontinentais nunca foram tão rápidas e confortáveis como são a bordo
RO B
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ABAG enfrenta desafio com economia do país A ABAG (Associação Brasileira de Aviação Geral), organizadora da LABACE, acredita que este ano a qualidade dos visitantes será melhor para os expositores, mas com o pano de fundo da crise econômica, a feira será semelhante em tamanho à do ano passado. Antes desta 12ª edição da mostra anual, AIN falou com o DiretorGeral da ABAG, Ricardo Nogueira, sobre as atividades da associação, as perspectivas para a aviação executiva na América Latina, o ambiente econômico atual e o clima de regulamentação além dos outros desafios que seus membros enfrentam. Nogueira disse que a Associação tem atualmente 74 membros (inalterado desde 2014) e que eles “representam quase todos os segmentos de aviação geral.” Ele deixou claro que os sócios são todos brasileiros e que a ABAG “não tem interesse” em representação aviação geral de toda a América Latina, embora ele claramente tenha ficado de olho deste mercado, viajando para
eventos de aviação, tendo em vista as perspectivas locais para empresas brasileiras do setor de aviação geral. Questionado sobre as suas atividades principais e novas iniciativas e programas, Nogueira explicou: “No início de cada ano, a ABAG procura obter sugestões, junta ao seus membros, sobre temas a desenvolver com as autoridades de aviação.” Temas recorrentes, ele disse, incluem o uso do espaço aéreo e restrições operacionais nos principais aeroportos. “Como a capacidade aeroportuária existente é insuficiente, o governo tem dado preferência a aviação comercial no uso dos principais aeroportos brasileiros,” disse Nogueira. “Com inúmeras restrições às operações da aviação geral, o mercado tem sido fortemente impactada no vai e vem que é natural à aviação. A ABAG, em diálogo constante com as autoridades da aviação, tem procurado preservar uma capacidade mínima para a AG. A solução é aumentar a capacidade
ABAG faces challenges from region’s economy by Richard Pedicini LABACE organizer Associ ação Brasileira de Aviação Geral (ABAG, or the Brazilian Association of General Aviation) believes that this year the quality of visitors will be better for exhib itors, but against the backdrop of the economic crisis the show will be similar in size to last year. Before this 12th edition of the annual show, AIN spoke with ABAG director general Ricardo Nogueira about the group’s activities, the prospects for business aviation in Latin America, the current economic environment and the regulatory challenges his members face. Nogueira said that the Association now has 74 mem bers (unchanged since 2014) and that they “represent nearly every segment of general avia tion.” They are all Brazilian–he made it clear that ABAG “has no interest” in representing all of Latin American business avi ation, although he has clearly been taking interest in the mar ket by traveling to aviation events with a view to the local prospects for Brazilian business aviation companies.
Asked about its core activi ties, and in particular what new initiatives and programs ABAG was introducing for its members, Nogueira explained, “At the start of every year, ABAG canvasses its members for suggestions on subjects to be developed with aviation authorities.” Recurring themes, he said, include the use of airspace and operational restric tions at major airports. “With insufficient existing air port capacity, the government has given preference to commercial aviation in the use of the major Brazilian airports,” Nogueira said. “With countless restric tions on general aviation opera tions, the market has been heavily impacted in the coming and going that is natural to aviation. ABAG, in constant dialog with the avi ation authorities, has sought to preserve a minimum capacity for GA. The solution is to increase airport capacity through the con struction of new airports.” However he did admit that the situation had eased off recently, acknowledging that, “It’s not worse, because there has been a retraction in commercial
WALDEMIR BARRETO/AGNÊCIA SENADO
por Richard Pedicini
Ricardo Nogueira, esq., diretor-geral da ABAG, disse que aeroportos para aviação geral só funcionarão em locais que servirem bem o mercado. ABAG director Ricardo Nogueira, left, said general aviation airports will only work if their locations make good business sense.
aeroportuário através da construção de novos aeroportos.” No entanto ele admitiu que a situação abrandou-se recentemente, reconhecendo que “Não é pior só porque houve uma retração na aviação comercial por causa da crise.” TAM, Gol, Azul e outras cortaram alguns voos para os principais destinos e cortaram alguns destinos. Com menos aviação comercial competindo por infraestrutura e slots limitados, a pressão foi reduzida – por enquanto.
Mas como anda o crescimento de aeroportos pequenos e o estabelecimento de novos, o que tem sido notícia de destaque em edições anteriores da LABACE? Em geral, a ABAG tem sido a favor da concessão ou venda de aeroportos para a iniciativa privada, mas há receio de que agora poderia não ser o momento adequado, de acordo com Nogueira. A situação atual não é aideal: “No governo não há ninguém que sabe como gerir um aeroporto,” disse ele.
O diretor-geral da ABAG argumentou que os aeroportos só cresceriam e funcionariam comercialmente se ficassem em locais com demanda (e alguns aparentemente não). “O que faz um aeroporto dar lucro? Alugando hangares e havendo empresas de manutenção, especialmente para a manutenção de aeronaves maiores,” afirmou. “A pista que não pode lidar com qualquer coisa muito mais pesada do que uma bicicleta é limitada aos
aviation because of the crisis.” TAM, Gol, Azul and others have all cut back flights to major destinations, and cut some des tinations. With less commercial aviation competing for limited infrastructure/slots, pressure has been reduced–for now. But what about the growth of small airports, and the need to establish new ones, that has been big news at previous LABACE shows? In general, ABAG has been in favor of the concession/ sale of airports, but there’s a fear that this may not be the proper moment, according to Nogueira. The current situation is not ideal: “In government, there’s no one who knows how to manage an airport,” he said. The ABAG leader argued that airports would only work commercially and grow if their locations made sense (and some apparently don’t). “What makes an airport pay? Renting han gars, having maintenance firms, especially for maintaining larger aircraft,” he stated. “A runway that can’t handle anything much heavier than a bicycle is limited to light aircraft, and can’t attract mechanic shops. They all want commercial aviation, because departure fees bring in money.”
LABACE event in 2014 is that Brazil’s aviation law is being reviewed. The stated goal of a newly formed government com mission is to “make the air law more modern, something that will last for another 30 years.” There are several shortcomings at present, such as there being “nothing in the current air law on the environment, whether noise, air pollution or anything else,” said Nogueira. After the first three meetings, the Brazilian Senate added rep resentatives from ABAG, from air taxi association ABTAer, and from the Brazilian Airlines Association ABEAR. Three subcommittees have been formed each with “sev eral ICAO annexes” to cover, said Nogueira, adding that ABAG was now represented on all three. He said that the meetings are held on Mondays with a full commission meet ing in the morning followed by the subcommittees in the after noon, followed a brief ses sion together to end the day. The first time he went to a sub committee meeting in the cap ital Brasilia, several working groups were formed. He was on one with an air force general, looking at the issue of control ling air space, Nogueira’s field for 26 years when he himself served in the air force.
On arriving back in São Paulo he said that he contacted the other ABAG representa tives about the other two sub committee meetings so ABAG is now apparently fully engaged with the air law revision project. He said that ABAG has been accepted by the commission as the spokesman for general avi ation in the country. Describing the working procedure to AIN, he said that there is a spreadsheet on the Senate website listing in parallel columns ICAO recom mendations, current air law (the CBA code), and equivalent law from around 15 countries. “The most important is what’s in red,” he said. “Where there is no pro vision in the CDA.”
New Air Law
Another major issue that has reared its head since the last
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Continua na página 8 u
Economic Problems
Looking back on 2014, Nogueira said GA activities had “retracted” and that after the FIFA World Cup soccer tour nament “activities didn’t start up again with the same inten sity, showing the country’s cool ing economy, with the greatest retraction being in aircraft char ter.” That is, rather than being a bonanza for business aviation, the World Cup forced a reduc tion, and demand didn’t recover when the World Cup was over. However, he noted that despite this the Brazilian business Continued on page 14 u
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ABAG enfrenta desafio uContinuação da página 6
aviões leves e não poderia atrair oficinas mecânicas. Todos querem aviação comercial porque as taxas de embarque trazerem dinheiro.” Novo Código do Ar Outra questão importante que surgiu desde a LABACE anterior de 2014 é que a lei de aviação do Brasil está sendo revista. O objetivo declarado da comissão é “tornar o código do ar mais moderno, algo que vai durar por mais 30 anos.” Há várias deficiências atualmente, tais como a inexistência, na lei atual, de “qualquer coisa sobre poluição ambiental ou sonora,” disse Nogueira. Após as três primeiras reuniões, o Senado brasileiro acrescentou representantes da ABAG, da associação de táxi aéreo ABTAer e da Associação Brazilian de Empreasa Aéreas Regulares, ABEAR. Três subcomitês foram formados cada um com “vários anexos da ICAO” para tratar disse Nogueira. Com o acréstimo de que agora a ABAG é representada em todos os três. Ele disse que as reuniões são realizadas às segunda-feiras com uma reunião da comissão completa pela manhã seguida pelos subcomitês no período da tarde, encerrando o expediente com uma breve plenária. A primeira vem em que foi à uma reunião da comissão em Brasília, foram formados vários grupos de trabalho. Ele estava em num com um brigadeiro da FAB, examinando controle de espaço aéreo, campo no qual Nogueira trabalhou por 26 anos quando ele mesmo serviu na força aérea. Ao voltar para São Paulo, disse que entrou em contato com colegas da ABAG a respeito das outras duas reuniões dos subcomitês, para que ABAG agora esteja, aparentemente, totalmente engajada com o projeto de revisão do código do ar. Ele disse que a ABAG foi aceita pela Comissão como porta-voz para a aviação geral no país. Descrevendo o processo de trabalho à AIN, ele disse que há uma planilha na website do Senado que lista, em colunas paralelas: recomendações ICAO; lei atual (o CBA); e leis equivalentes escolhidas de cerca de 15 países. “O mais importante é o que está no vermelho,” disse ele. “Onde não há nenhuma disposição no CBA.” Problemas Econômicos Revendo 2014, Nogueira disse que as atividades da AG tinham retraído e que, após a Copa do Mundo FIFA, “a atividade não foi retomada com a intensidade anterior, mostrando o resfriamento econômico do país, com a maior
retração sendo em fretamento de aeronaves.” Ou seja, ao invés de ser um estímulo para aviação executiva, a Copa do Mundo forçou uma redução e a demanda normal não se recuperou quando ela acabou. No entanto ele observou que, apesar disso, a frota de aeronaves da AG brasileira cresceu em termos absolutos durante 2014, em comparação com o tamanho da frota em 2013. Ele não fez comentários sobre tendências futuras em termos de crescimento da frota, atividade ou rentabilidade, mas ele disse que a queda global dos preços do petróleo não ajudou o setor no Brasil até mesmo por causa da crise da Petrobras. De fato, no país houve um aumento de preços em termos reais, disse ele, que tornou-se “o
para as pequenas empresas,” disse ele, dando o exemplo de uma companhia de táxi aérea com três aviões que poderia estar com apenas dois voando, o terceiro no chão com peças retiradas para manter os outros dois voando. “E depois não há dinheiro para comprar as peças para o terceiro voltar a voar.” Ele sugeriu que houve “um movimento forte para vender aviões este ano. Aeronaves mais leves, mais baratos para voar, estão sendo vendidas menos, mas também até essas voam menos.” Mercado Regional? Então quais as tendências que Nogueira prevê para a aviação geral no resto da América Latina? “Na América Latina existem movimentos para melhorar o ambiente para
foi realizado em uma base da força aérea peruana, e Nogueira conta que teve que passar por 10 postos de controle militar se identificando em casa um, além de ter que caminha cerca de 3 km do estacionamento mais próximo permitido. Ele lembrou que os visitantes pareciam ser constituídos de pessoas que tiravam “selfies” com aviões. “Para o expositor, os visitantes têm que ser qualificados,” enfatizou, sugerindo que o potencial da aviação de negócios no Peru é muito limitado. “Ninguém vai vender guarda-chuvas onde chove uma vez por ano.” A situação é semelhante para a feira de aviação em Maringá (um centro agrícola no estado de Paraná). Mais uma vez, na visão de Nogueira, não há espaço para a aviação de negócios lá, já que o
A aviação executiva tem potencial enorme no Brasil e na América Latina, como mostra essa foto de aviões em pátio no Rio de Janeiro com a Serra Atlântica ao fundo. Mas ambos os desafios de aeroportos superlotados e de uma economia em crise estão dificultando o crescimento da aviação geral. Business aircraft have great potential for Brazil and the rest of Latin America, as exhibited by this photo of aircraft on the ramp with Rio de Janeiro in the background. But issues of crowded airports and a limping economy are making it hard for general aviation to prosper.
maior fator de custo operacional – e o aumento do preço do combustível foi o principal fator na redução das operações da AG.” Sendo que o custo do combustível é 40-45 por cento dos custos de aviação, não é surpreendente que tenha favido uma queda global nos vôos da AG, sugeriu Nogueira. Ao mesmo tempo o Real, moeda brasileira, está enfraquecido. “Porque a compra de aeronaves e peças é feita em dólares norte-americanos, o aumento na taxa de câmbio impactou fortemente as empresas.” Num prazo médio, no entanto, Nogueira encontra pouca esperança de que o próximo ano será melhor. “Já se ouvia de empresas de aviação de que talvez no segundo semestre de 2016 poderia haver o início de uma recuperação. Antes disso, ninguém acredita numa melhora econômica.” No entanto Nogueira indicou que não é raro encontrar empresas brasileiras que não esperem uma recuperação antes de 2017. “É um tempo muito longo de recessão
a aviação comercial e de carga, mas não há nada semelhante para a AG fora do Brasil,” ele respondeu. “Eu não conheço qualquer associação fora do Brasil, com exceção na Argentina, aonde haja uma que inclua todos os segmentos e setores de aviação civil (comercial, de carga, AG, pilotos, MRO, mecânicos, aviação esportiva [e assim por diante]).” Há alguns eventos importantes de aviação em outros partes da América Latina. Nogueira disse que houve um este ano em Cartagena, na Colômbia, embora tenha sido focado mais na carga e na aviação comercial (companhias aéreas). Ele observou que há uma certa cooperação, na área de aviação, entre a Colômbia e o Panamá, embora de interesses da aviação focada em carga, e observou também que o aeroporto do Panamá tem conexões surpreendentes, com voos comerciais indo para todo o mundo. Houve um evento de aviação no Peru em novembro do ano passado no qual a Embraer esteve presente com um Phenom, e a Dassault também trouxe um avião. O evento
8 LABACE Convention News • August 11, 2015 • www.ainonline.com
público vai para ver aviões e não para comprá-los. Um show previsto para Punta del Este, Uruguai, em fevereiro deste ano foi cancelado, mas uma segunda tentativa está prevista para fevereiro do próximo. Para que isso aconteça, depois da LABACE Nogueira planeja ir ao Uruguai a trabalho, convencido de que há espaço para uma nova feira regional de aviação executiva, dessa vez sediada na cidade resort. O Futuro da LABACE E quais são os planos futuros para a LABACE? Nogueira (que trabalha em estreita colaboração com o presidente da ABAG, Eduardo Marson Ferreira) sugeriu que se a LABACE estivesse em outro local, diferente do atual Aeroporto de Congonhas em São Paulo, com suas graves limitações de espaço, poderia ser capaz de incluir mais segmentos da aviação que atualmente não participam, tanto de outros setores como também aviões mais leves. Ele afirmou que a proporção de visitantes de cada país para LABACE
reflete com precisão a demanda de cada país para os produtos e serviços de aviação executiva. O diretor da ABAG acrescentou que na América Latina, fora do Brasil, a aviação executiva no momento tem pouca importância para os responsáveis políticos e que a procura de produtos é mais de particulares do que das corporações. Esse poderia ser o caso em toda a América Latina, ao contrário do mercado norte-americano. Este ano a LABACE incluirá no seu primeiro dia um seminário sobre operações internacionais que está sendo realizado na forma de teste para ver se ele vai funcionar. “É um balão de ensaio, para ver o quanto de interesse existe,” disse Nogueira. Está na linha do Comitê de Operações Internacionais dos eventos da NBAA, e vai examinar viagens locais para outros países da América do Sul e também viagens globais, para fora do continente, disse ele. Ele acrescentou que seria importante para os pequenos operadores que ainda não estão familiarizados com as operações internacionais e aspectos aduaneiros. Nogueira também tem como meta melhorar a qualidade dos visitantes para que os expositores fiquem felizes em estarem receber profissionais da indústria e não apenas qualquer um que esteja interessado em coisas que voam. “O que nos interessa agora é um público qualificado,” revelou. Nos sete anos em que Nogueira está à frente da feira, a ABAG elevou a taxa de entrada de R$50 para R$370. Isso tem sido intencional, diz ele, admitindo que a torna cara para o público em geral, mudando a ênfase muito mais em direção a um evento comercial da aviação profissional. Nos últimos LABACE, houve uma conversa sobre mudar a feira para um novo local, como o aeródromo Campo de Marte, que fica ao norte do centro de São Paulo e ao lado do centro de exibições de Anhembi. Nogueira não prevê qualquer mudança desse tipo, e parece que a ABAG continuará tomando decisões ano-a-ano para ficar em Congonhas. O Papel na Segurança Finalmente, Nogueira também ressaltou que a segurança é uma questão central e a Associação encoraja os seus membros a adotar programas do IBAC, IS-BAO e IS-BAH. No entanto, enquanto havia sido planejado um curso sobre o padrão IS-BAH para a LABACE 2015, o mesmo foi cancelado quando apenas duas empresas se inscreveram (a ABAG precisava de um mínimo de seis para custear o curso). Nogueira atribuiu isso ao ambiente econômico: o dinheiro está apertado e “o cumprimento das normas vai custar alguma coisa, e ninguém tem o dinheiro para gastar.”
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Novos Falcons da Dassault ganham ímpeto Os últimos 12 meses foram excepcionalmente movimentados para a Dassault em termos tanto de vendas militares importantes para seu caça Rafale quanto para o desenvolvimento de seus novos jatos executivos Falcon 8X e 5X. Dando seguimento a um primeiro voo no dia 6 de fevereiro, há no momento quatro aeronaves 8X dedicadas a testes de voo, com certificação aguardada para a metade de 2016. O primeiro exemplar do 5X foi apresentado em junho, com um primeiro voo aguardado para antes do final do verão e certificação para 2017. Contudo, as vendas mundiais do Falcon se desaceleraram na primeira metade de 2015, com a Dassault no mês passado reportando 25 pedidos e 20 cancelamentos, trazendo o total líquido a apenas cinco. Todos os cancelamentos são referentes ao grupo de propriedade fracionada NetJets, que retirou uma encomenda de longa data de 20 Falcon 2000. Porém, a entrada de pedidos em geral para os primeiros seis meses deste ano somaram €610 milhões (US$670 milhões), e é esperado que as entregas do ano todo se mantenham estáveis, em 65 jatos. Dezoito Falcons que valem €919 milhões (US$ 1 bilhão) foram entregues nos primeiros seis meses de 2015. “O início do ano é sempre mais lento,” observou o CEO da Dassault Eric Trappier numa coletiva de imprensa em 23 de julho. Em 30 de junho, as encomendas de Falcon somavam 108 aeronaves.
A Dassault atribui em parte as vendas morosas a um mercado global mais fraco. “Após um bom 2014, o início de 2015 não foi muito notável,” disse Trappier. Ele mencionou grandes países emergentes – especialmente o Brasil – como mercados particularmente difíceis no atual clima econômico. “A competição é extremamente intensa, enquanto o ambiente político e econômico permanece incerto,” a empresa incluiu em um comunicado financeiro. Mas ele se mantém otimista para a segunda metade do ano, que geralmente é mais ativa. Os EUA e o norte da Europa estão indo bem, de acordo com Trappier. Além disso, ele observou um “ativo” mercado de segunda mão, um “bom sinal” para o mercado de aeronaves novas. Além dos quatro 8X envolvidos em testes de voo, outro protótipo está atualmente sendo equipado com seu interior. Os engenheiros da Dassault o utilizarão para avaliar conforto, sistemas de cabine e isolamento acústico. Outro protótipo também receberá um interior de cabine e será parte de um programa de resistência assim como aeronave de certificação. Falcon 5X A Dassault revelou o primeiro protótipo do Falcon 5X bimotor 5.200 nm, em sua fábrica em Bordeaux, sudoeste da França, em 2 de junho e está preparando para fazer a aeronave voar nas próximas semanas. Apesar de algumas complicações com o motor Silvercrest da Snecma, a certificação do novo turbofan ainda
A FalconResponse tem dois Falcon 900, um no aeroporto Paris Le Bourget e o outro em Teterboro. A Dassault agora produz o Falcon 7X, 2000 EASy, 900 EASy e 2000, com o 8X e o 5X entrando em linha nos próximos 2-3 anos. Ainda dá suporte a cerca de 150 Falcons anteriores que ainda estão em operação: o 10, 20, 50 e 900. FalconReponse has two Falcon 900s, one at Paris Le Bourget and the other at Teterboro, NJ. Dassault now produces the Falcon 7X, 2000 EASy, 900 EASy and 2000, with the 8X and 5X coming on line over the next 2-3 years. It still supports around 150 legacy Falcons that are still operating: the 10, 20, 50 and 900.
PHILIPPE STROPPA
por Ian Sheppard
A Dassault apresentou o novo modelo Falcon 5X em 2 de junho e ele está agora sendo preparado para um primeiro voo. Dassault rolled out the new Falcon 5X model on June 2 and it is now being prepared for a first flight.
é aguardada para meados de 2016. A Dassault reconheceu que está avaliando o progresso com o trabalho de certificação do Silvercrest para estar ciente de possíveis atrasos. O cockpit do 5X inclui o primeiro sistema de visão combinada, em que a fornecedora Elbit associa visão sintética e do “mundo real” para reconhecimento situacional reforçado em tempo ruim e à noite. O sistema tem voado em um outro modelo de Falcon no centro de voos teste da Dassault em Istres, no sudeste da França. As janelas do cockpit do 5X são 30 por cento maiores que as do Falcon anterior. “Isto fornece visibilidade reforçada numa abordagem visual e te permite antecipar melhor sua rota de voo,” o piloto de testes chefe
Philippe Deleume disse à AIN. Superfícies de controle de voo incluem flaperons, flaps combinados e ailerons. Numa abordagem acentuada, eles permitem que o piloto voe a atitude independente do ângulo da inclinação, explicou Olivier Villa, vice-presidente sênior para aeronaves civis. A CAE está construindo simuladores (dois inicialmente) para treinamento de pilotos. Eles utilizarão tecnologia 7000XR, que entrou em operação recentemente em um simulador Airbus A320. Os dispositivos nível D utilizarão um sistema de movimento totalmente elétrico. O 5X tem um alcance projetado de 5.200 nm em Mach 0,80 e velocidade máxima de Mach 0,90. O principal novo produto da Dassault, o Falcon 8X de 6.450 nm,
Dassault’s latest Falcons gather momentum by Ian Sheppard The past 12 months have been exceptionally busy for Dassault in terms of both important military sales for its Rafale fighter and the development of its new Falcon 8X and 5X business jets. Following a first flight on February 6, there are now four 8X aircraft engaged in flight testing, with certification anticipated in mid 2016. The first example of the 5X rolled out in June, with a first flight anticipated before the end of the summer and certification in 2017. Nonetheless, worldwide Falcon sales slowed down in the first half of 2015, with Dassault last month reporting 25 orders and 20 cancellations, bringing the net total to five. All of the cancellations are down to fractional ownership group NetJets, which withdrew a long-standing order for 20 Falcon 2000s. The overall order intake for the first
10 LABACE Convention News • August 11, 2015 • www.ainonline.com
six months of this year amounted to €610 million ($670 million), however, and deliveries for the entire year are expected to remain steady, at 65 jets. Eighteen Falcons worth €919 million ($1 billion) were delivered in the first six months of 2015. “The beginning of the year is always slower,” noted Dassault CEO Eric Trappier in a July 23 press conference. As of June 30, the Falcon backlog stood at 108 aircraft. Dassault partly attributes the slowing sales to a weaker global market. “After a good 2014, the beginning of 2015 has not been very impressive,” said Trappier. He mentioned large emerging countries–especially Brazil–as particularly difficult markets in the current economic climate. “Competition is extremely fierce, while the political and economic environment remains
fez seu voo inaugural com os pilotos de teste Eric Gérard e Hervé Laverne no controle. Durante esse primeiro voo, o trijato nivelou a 5.000 pés e levantou seu trem de pouso antes do início das manobras de voo e dos testes de sistema a 15.000 pés. Depois subiu para 40.000 pés, acelerando a Mach 0,80. “Nós alcançamos cada um dos objetivos de performance calculados para a primeira missão e, em alguns casos, superamos as metas,” disse Gérard. É esperado que o programa de voos teste dure cerca de 500 horas de voo e já está no caminho. O terceiro 8X será o primeiro do novo modelo a ser equipado com um interior de cabine, na unidade de finalização da Dassault em Little Rock, Arkansas. uContinuação da página 12
uncertain,” the firm added in a financial release. But he remains hopeful for the second half of the year, which is usually more active. The U.S. and Northern Europe are doing well, according to Trappier. Moreover, he noted an “active” second-hand market, a “good sign” for the new aircraft market. In addition to the four 8Xs involved in test flights, another prototype is currently being outfitted with its interior. Dassault’s engineers will use it to evaluate comfort, cabin systems and soundproofing. Another prototype will also receive a cabin interior and will be part of an endurance program as well as a certification aircraft. Falcon 5X
Dassault unveiled the first prototype of the 5,200-nm Falcon 5X twinjet at its factory in Bordeaux, southwest France, on June 2 and is preparing to fly the aircraft in the next few weeks. Despite some complications with Snecma’s Silvercrest Continued on page 12 u
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Falcons ganham ímpeto uContinuação da página 10
Com oito passageiros e três membros da tripulação, o 8X será capaz de voar 6.450 nm em velocidade Mach 0,80. Contudo, irá manter os recursos de área curta que fizeram a fama dos Falcon: capacidade de abordagem acentuada em seis graus, um comprimento de área equilibrado de cerca de 6.000 pés e velocidade de abordagem de 107 nós. Suporte ao Falcon Aprimorado A Dassault tem focado recentemente no suporte ao cliente em todo o mundo e tem estado empenhada em não deixar brechas, para que as aeronaves sejam mais atraentes aos clientes onde quer que sejam suas bases. Por exemplo, ela tem Suporte ao Falcon Airborne e programas FalconResponse instalados, por meio dos quais pode responder rapidamente a situações de ‘aeronave no solo’ (AOG, na sigla em inglês) utilizando-se de dois Falcon 900 – um com base no aeroporto Paris Le Bourget e outro em Teterboro, próximo a Nova Iorque. FalconSpares, FalconBroadcast e Falcon Operational Support são outras iniciativas que marcam a Dassault como uma empresa que está realmente dando a seus clientes muito mais que aeronaves para voar. A Dassault Aircraft Services no aeroporto de Sorocaba (oeste de São Paulo) é conhecida como a “Falcon no Brasil,” com a unidade de 23.000 pés quadrados (7.010 m²) que foi aberta em 2009. No ano passado a Dassault lançou uma “grande expansão” de seus serviços no Brasil, com foco em Sorocaba, “para melhor atender às exigências de clientes brasileiros e de outros países da América do Sul.” O que incluiu acrescentar mais 10.000 pés quadrados (3.048 m²) ao espaço do hangar. Foi dito que Sorocaba seria “fundamental” para seu sucesso na América do Sul, com linhas de atuação em manutenção e inspeções à célula da aeronave em todos os modelos de Falcon (exceto o Falcon 20 e o Falcon 100). A unidade também é autorizada a executar manutenção em motores dos modelos General Electric CFE-738, Honeywell série TFE731 e os Pratt & Whitney Canada PW307A e PW308C. No início deste ano a AIN visitou o centro de comando do Falcon da Dassault na área St. Cloud de Paris. É onde lidam com todas as ligações de clientes e coordenam os ‘Go Teams’ do Falcon para apoiar clientes. Pierre Thiélin, vice-presidente de suporte ao cliente, explicou que a empresa faz “o que for preciso” para recuperar uma situação para seus clientes. “Os compradores exigem credibilidade, portanto a
Com os pilotos de teste Hervé Laverne e Etienne Faurdessus no controle, o Falcon 8X S/N 02 decolou da unidade da Dassault Aviation em Bordeaux-Mérignac em 30 de março às 15:24 hora local. With test pilots Hervé Laverne and Etienne Faurdessus at the controls, Falcon 8X S/N 02 lifted off from Dassault Aviation’s Bordeaux-Mérignac facility on March 30 at 3:24 p.m. local time.
expectativa que temos é de mais de 99,7 por cento – são três voos atrasadas ou cancelados em cada 1.000 tentativas.” Jacques Chauvet, vice-presidente sênior mundial de atendimento ao cliente, acrescentou que, “O que é mais importante é o pessoal da linha de frente, os CSMs (gerentes de atendimento ao cliente, na sigla em inglês)…de cada 17 CSMs, sete têm base próxima a de seus clientes e 10 têm base em St. Cloud e estão viajando.” Os operadores podem relatar para todo o sistema através do envolvimento no conselho dos operadores. Eles têm uma reunião principal a cada ano (a mais recente em fevereiro deste ano), mas têm dez grupos de trabalho muito ativos que envolvem mais de 120 clientes. Outro aspecto importante é ter peças sobressalentes disponíveis no curto prazo. “Dez anos atrás, a Dassault tinha depósitos apenas em Teterboro e Le Bourget, mas agora há 13 centros por todo o mundo e o inventário total de peças sobressalentes subiu de US$ 300 milhões para US$778 milhões – naquele tempo,” disse Chauvet. Em breve Cingapura se tornará o terceiro principal inventário de peças sobressalentes e em 2015 mais duas unidades serão acrescentadas, em Lagos, Nigéria e uma na área de Atlanta. A rede de centros de serviços por enquanto tem 45 unidades incluindo os de propriedade da Dassault no Le Bourget, Wilmington, Little Rock e São Paulo, Brasil. “A quantidade de centros independentes caiu, pois preferimos nos concentrar nos próprios,” disse Chauvet. Além disso, uma nova e grande unidade de manutenção está sendo construída adjacente à fábrica de Bordeaux. A nova unidade Dassault Falcon Service Merignac complementará a unidade de Le Bourget utilizando um hangar duplo que tem espaço para seis aeronaves do
tamanho de um Falcon 7X (o primeiro 7X agendado para checagem C foi finalizado em março no Le Bourget, portanto há necessidade crescente de capacidade de espaço). A nova unidade abrirá em meados de 2016 e ajudará a Dassault a atender uma frota de Falcon em serviço que hoje totaliza cerca de 200 aeronaves. “Bordeaux será um centro de excelência,” disse Chauvet. Falcon Broadcast Thiélin deu uma visão geral do monitoramento da situação da aeronave utilizando o FalconBroadcast. “Estamos sempre procurando saber o que podemos fazer com as informações,” as quais
Falcons gather momentum uContinued from page 10
engine, certification of the new turbofan is still anticipated in mid 2016. Dassault has acknowledged that it is evaluating progress with the Silvercrest certification work to be mindful of possible knock-on delays. The 5X cockpit features the first-ever combined vision system, in which supplier Elbit merges synthetic and “real world” vision for enhanced situational awareness in poor weather and at night. The system has been flying on another Falcon type at Dassault’s flighttest center in Istres, in southeastern France. The 5X’s cockpit windows are 30 percent larger than those on previous Falcons. “This provides enhanced visibility on a visual approach and allows you to better anticipate your flight path,” chief test pilot Philippe Deleume told AIN. Flight control surfaces include
12 LABACE Convention News • August 11, 2015 • www.ainonline.com
podem ser coletadas/monitoradas com a aprovação do cliente. “Nos aviões Easy [Falcons com aviônica da Easy] temos ECAM e podemos receber mensagens de manutenção – para podermos fornecer ao cliente um diagnóstico na forma de um email de alerta. O cliente também pode acessar o @FalconPortal para ver todas suas mensagens.” Ele acrescentou que é um sistema que está “evoluindo constantemente… para as novas aeronaves [8X/5X] estamos desenvolvendo um novo sistema de algoritmos.” A nova aeronave também terá redes acopladas permitindo a coleta de cerca de 17.000 parâmetros. “Estamos pensando agora sobre o
flaperons, combining flaps and ailerons. On a steep approach, they allow the pilot to fly the attitude independent from the slope angle, explained Olivier Villa, Dassault’s senior v-p for civil aircraft. CAE is building simulators (two initially) for pilot training. They will use 7000XR technology, which recently entered service on an Airbus A320 simulator. The level-D devices will use a full-electric motion system. The Falcon 5X has a projected range of 5,200 nm at Mach 0.80 and a top speed of Mach 0.90. Dassault’s new flagship, the 6,450-nm Falcon 8X, made its maiden flight with test pilots Eric Gérard and Hervé Laverne at the controls. During the inaugural flight, the trijet leveled off at 5,000 feet and raised its landing gear before beginning flight handling maneuvers and system tests at 15,000 feet. It later climbed to 40,000 feet, accelerating to Mach 0.80. “We reached each of the performance objectives set for the first
que fazer com toda essa informação – são 20 Gb por voo!” Finalmente, boa parte dela pode ser baixada enquanto o voo segue por meio de sitcom links. “Queremos dar melhores diagnósticos, e prever problemas se possível,” disse Thiélin. Até o momento cerca de 130 aeronaves têm o FalconBroadcast “equipado e ativado,” concluiu Thiélin, que também mencionou a FalconCare, o programa de manutenção garantida da empresa. “Ele cobre a aeronave, mas não o motor ou o APU, com uma taxa mensal que é paga por voo, uma taxa por horas de voo e uma taxa baseada na quantidade de pousos.” Ele disse que era “muito popular,” com “200 contratos ativos; metade da frota do 7X está inscrita, por exemplo,” ele disse. O serviço foi apresentado em 2004 e neste ano verá a incorporação do FalconSmart, um pacote de serviços incluindo atualizações do EFB cobrindo cálculos de performance e ferramentas. Enquanto isso, a Dassault está se preparando para fornecer treinamento para a tripulação de voo operando os novos Falcons. Dois simuladores de voo completo Falcon 8X FlightSafety Level D estão agora na linha no aeroporto Teterboro, em Nova Jersey, e no centro do Le Bourget. Estão equipados com sistemas visuais Vital 1100, controle de movimento e sistema de localização inteligente (cueing) elétricos, e elementos de treinamento Matrix, a tecnologia integrada de treinamento da FlightSafety que inclui simuladores de desktop e simulao dores de flight-deck.
mission and, in a few cases, surpassed goals,” Gérard said. The flight-test program is expected to last some 500 flight hours and is now well under way. The third 8X will be the first of the new model to be outfitted with a cabin interior, at Dassault’s Little Rock, Arkansas completion facility. With eight passengers and three crew members, the 8X will be able to fly 6,450 nm at Mach 0.80. Meanwhile, it will retain the short-field capabilities that Falcons are famous for: six-degree steep approach capability, a balanced field length of about 6,000 feet and an approach speed of 107 knots. Improved Falcon Support
Dassault has focused hard recently on customer support around the world and has been keen to leave no gaps, so its aircraft are more appealing to customers wherever they are based. For example it has Falcon Airborne Support and FalconResponse programs in place
Continued on page 18 u
ABAG faces challenges uContinued from page 6
aircraft fleet grew in absolute terms during 2014, compared to the size of the fleet in 2013. He did not comment on trends going forward in terms
of fleet growth, flying activity or profitability but he said that the global drop in oil prices did not feed through to the sector because of the Petrobras crisis–where there has been a government clamp down after the corruption scandal. In fact there was a price increase in real terms, he said, it became “the largest factor in operational
cost–and the increase in the price of fuel was the major factor in the reduction of GA operations.” Given that 40-45 percent of the cost of aviation is fuel it was not surprising that there was a drop in GA flying activity overall, suggested Nogueira. At the same time the Brazilian currency, the Real, weakened.
“Because the purchase of aircraft and parts are made in U.S. dollars, the increase in the exchange rate heavily impacted companies [as well].” For the longer term, however, Nogueira holds little hope that next year will be better. “One formerly heard from aviation businesses that perhaps in the second half of 2016 there
could be the start of a recovery. Before that, no one believes in an economic recovery.” However, Nogueira indicated that it is not unusual to find Brazilian businesses that do not expect a recovery before 2017. “It’s a very long recession for small companies,” he said, giving an example of a charter company with three planes that might be flying only two, the third having had parts taken out to keep the others flying. “And then there’s no money for parts to get the third back in the air.” He suggested that there was “a strong movement to sell aircraft this year. Lighter, cheaper aircraft are being sold less, but also flown less.” Wider Market?
So what trends does Nogueira predict for business aviation in the rest of Latin America? “There are movements to improve the environment for commercial and cargo aviation, but there is nothing similar for GA beyond Brazil,” he replied. “I don’t know of any association outside Brazil, with the exception of Argentina where there is one that includes all civil aviation segments and sectors–commercial, cargo, general, pilots, MRO, mechanics, sport flying [and so on].” There are few significant aviation events in other parts of Latin America. Nogueira said there was one this year in Cartagena in Colombia, although it was focused more on cargo and commercial aviation. He noted that there was quite a bit of cooperation in aviation between Colombia and Panama although the aviation interests there are focused on cargo, but he noted that Panama’s airport had amazing connections, with flights going all over the world. There was an aviation event in Peru in November last year where Embraer was present with a Phenom, and Dassault took an aircraft there also, according to Nogueira, who attended. It was held at a Peruvian air force base so he had to go through 10 military checkpoints, identifying himself at each, and walk around three km from the closest permitted parking. He recalled that the visitors seemed to consist of people taking “selfies” with airplanes. “For the exhibitor, the visitors have to be qualified,” he emphasized, suggesting that business aviation potential in Peru is pretty limited. “No one
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Continued on page 16 u
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ABAG faces challenges uContinued from page 14
goes to sell umbrellas where it rains once a year.” The situation is similar for the aviation fair in Maringá (an agricultural center in the
Brazilian state of Paraná). Again, in Nogueira’s view, there is no scope for business aviation there, as the public goes to see airplanes, not buy them. A show scheduled for Punta del Este, Uruguay, this February was cancelled, but a second attempt is scheduled for next February. After LABACE, Nogueira plans to go to Uruguay to work
to make it happen, convinced there is scope for a new regional business aviation fair hosted in the resort city. LABACE’s Future
And what of future plans for the LABACE show? Nogueira (who works closely with ABAG president Eduardo Marson Ferreira) suggested that if
LABACE were at another location, other than São Paulo’s Congonhas Airport with its serious space constraints, it might be able to include more aviation stakeholders that don’t currently participate, both from other sectors and also including more light aviation. He claimed that the proportion of visitors from each
country to LABACE does reflect accurately the demand from each country for business aviation products and services. The ABAG leader added that in Latin America outside Brazil business aviation at present has little importance for policymakers and the demand for products is more from private individuals than from corporations. This could be the case throughout Latin America, unlike the U.S. market. This year LABACE will include a seminar on the first day of the event on international operations, being run on a trial basis to see if it will work. “It’s a trial balloon, to see how much interest there is,” said Nogueira. It is along the lines of the NBAA’s International Operations committee events and will look at local travel to other South American countries, and global travel beyond the continent, he said. He added that it would be important for small operators who are not yet familiar with international operations and customs aspects. He has also targeted the quality of visitors so exhibitors are happy that they are getting industry professionals, not just anybody that is interested in things that fly. “What interests us now is a qualified public [i.e. show visitors],” he revealed. In the seven years Nogueira has run the fair, ABAG has raised the entrance fee from R$50 to R$370. This has been intentional, he says, admitting that it makes the fair expensive for the general public and shifting the emphasis much more toward a professional aviation trade event. At the last couple of LABACE shows there has been talk of a new venue, such as Campo de Marte airfield to the north of São Paulo city center. Nogueira did not predict any such move, and it appears that ABAG will continue making year-to-year decisions to stay at Congonhas. Safety Role
Finally, Nogueira also stressed that safety is a central issue and the association urges its members to adopt the IBAC IS-BAO and IS-BAH programs. However the IS-BAH ground handing standard course that had been planned for LABACE 2015 was dropped as only two participants signed up (and ABAG needed a minimum of six to break even). Nogueira ascribed this to the economic environment: money is tight, and “meeting the standards will cost something, and no one has money to spend.” o
16 LABACE Convention News • August 11, 2015 • www.ainonline.com
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Falcons gather momentm uContinued from page 12
through which it can respond quickly to ‘aircraft on ground’ (AOG) situations using two Falcon 900s–one based at Paris Le Bourget and another at Teterboro, near New York City. FalconSpares, FalconBroadcast and Falcon Operational Support are other initiatives that mark Dassault as a company that is really giving its customers far more than just aircraft to fly. Dassault Aircraft Services at Sorocaba Airport (west of São Paulo) is known as “Falcon do Brasil,” with the 23,000 sq ft facility having been opened in 2009. Last year Dassault launched a “major expansion” of its services in Brazil, focused at Sorocaba, “to better accommodate the demands of Brazilian and other South American customers.” This included adding another 10,000-sq-ft of hangar space. It said that Sorocaba would be “pivotal” to its success in South America, performing line maintenance and airframe inspections on all Falcon models (except the Falcon 20 and Falcon 100). The facility is also authorized to carry out engine maintenance on the General Electric CFE-738, Honeywell TFE731 series and the Pratt & Whitney Canada PW307A and PW308C models. Earlier this year AIN visited Dassault’s Falcon Command Centre in St. Cloud area of Paris. It handles all customer calls and coordinates Falcon ‘Go Teams’ to support customers. Pierre Thiélin, v-p of customer support explained that the company does “whatever it takes” to rescue a situation for its clients. “Customers expect reliability so the expectation we have is for more than 99.7 percent–that’s three delayed or cancelled flights per 1,000 attempted.” Jacques Chauvet, senior v-p worldwide customer service, added that, “What is most important is the front line people, the CSMs [customer service managers]…out of 17 CSMs, seven are based near customers and 10 are based at St. Cloud and are traveling.” Operators can feed back into the whole system via involvement in the operator advisory board. This has one main meeting each year (most recently in February this year) but has ten very active working groups involving more than 120 customers. Another aspect is having spares available at short notice. Ten years ago, Dassault only had parts warehouses in Teterboro and Le Bourget but now there are 13 centers around the world and the total spares inventory has increased from $300 million to $778 million [in that time],” said Chauvet. Soon Singapore will become the third main spare parts inventory and in 2015 two more facilities will be added, in Lagos, Nigeria and one in the Atlanta area. The service center network meanwhile has 45 sites including the Dassaultowned ones at Le Bourget, Wilmington, Little Rock and São Paulo, Brazil. “The number of independent centers has decreased as we prefer to concentrate
on our own,” said Chauvet. In addition a major new maintenance facility is being built adjacent to its Bordeaux plant. The new Dassault Falcon Service Merignac facility will complement the Le Bourget facility using a dual hangar that has space for six Falcon 7X-size aircraft (the first 7X scheduled C-check was completed in March at Le Bourget so there is a growing need for capacity now). The new facility will open in mid-2016 and will help Dassault serve an in-service Falcon fleet that now totals some 2000 aircraft. “Bordeaux will be a center of excellence,” said Chauvet. Falcon Broadcast
Thiélin gave an overview of aircraft health monitoring using FalconBroadcast. “We are always looking at what we can do with the data,” which it can gather/monitor with the customer’s agreement. “On the EASy aeroplanes [Falcons with EASy avionics] we have ECAM an can receive maintenance messages–so we can provide the customer with a diagnostic on e-mail alert. The customer can also go to the @FalconPortal to see all their messages.” He added that it is a system that is “constantly evolving…for the new aircraft [8X/5X] we are developing a new algorithmic system.” The new aircraft will also have builtin networks allowing the collection of some 17,000 parameters. “We are thinking now about what to do with all that data–20Gb per flight!” Ultimately much of this can be downloaded as the flight proceeds via satcom links. “We want to give better diagnostics, and predict problems if possible,” said Thiélin. So far some 130 aircraft have FalconBroadcast “equipped and activated,” concluded Thiélin, who also mentioned FalconCare, the company’s guaranteed maintenance program. “This covers the aircraft but not the engine or APU, with a pay-as-you-fly monthly fee, a flight-hours fee and a fee based on number of landings.” He said it was “very popular,” with “200 active contracts; half of the 7X fleet is subscribed, for example,” he said. The service was introduced in 2004 and this year will see the incorporation of FalconSmart, a bundle of services including EFB updates covering performance calculations and tools. Meanwhile, Dassault is preparing to provide training for flight crew operating the new Falcons. Two Falcon 8X FlightSafety level D full-flight simulators are now on line at Teterboro Airport, New Jersey, and at the Le Bourget center. They are equipped with Vital 1100 visual systems, electric motion control and cueing, and training features Matrix, FlightSafety’s integrated training technology that includes desktop simulators and flight-deck simulators. o
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Embraer está pronta para saudar a certificação de segurança do Legacy 450 latino-americano é ‘a aviação executiva dá melhor acesso que as companhias aéreas.” Ainda, a Embraer enfrenta os mesmos desafios que todos os negócios da região. A economia não tem sido favorável ao crescimento, e a incerteza torna difícil fazer planejamentos firmes. Pellegrini disse, “Tem sido um desafio a todos fazer previsões. Infelizmente, não temos uma bola de cristal. A confiança exerce um papel importante. As taxas de câmbio comprometem a capacidade de vender produtos com preços baseados no dólar americano. Mas é uma questão de tempo. 2015 tem sido um desafio, mas cresceremos de novo. Quando? Não posso prever, mas o mercado irá voltar ao normal.” É interessante notar que segundo Pellegrini, o baixo preço do petróleo tem apenas um “efeito secundário” nos operadores de aeronaves executivas. O principal impacto do preço do petróleo é na economia em geral e ela deixa sua marca na aviação executiva. Na próxima década, a Embraer prospecta uma demanda por 850
DAVID McINTOSH
A Embraer Executive Jets tem comemoração planejada para a LABACE este ano. A edição de 2015 da mostra marca o 10º aniversário de formação da Embraer Executive Jets, uma “organização dedicada ao mercado da aviação executiva.” A empresa, liderada pelo CEO Marco Tulio Pellegrini, tem prosperado, e agora abriga uma frota de aeronaves executivas da série leve Phenom até o bizliner Lineage 1000. E claro, o mais novo membro da família, o Legacy 450 bimotor “meio leve” também está aqui. Definido para entrar em operação antes do final do ano, o Legacy 450 está fazendo sua estreia ao público latino-americano na LABACE e está à mostra com um interior pela primeira vez. Ele esteve na EBACE em Genebra em maio, mas não estava equipado com o interior de passageiros. A Embraer adota sua “abordagem de mercado inovadora” com o primeiro jato executivo meio leve fly-bywire. Sua campanha de voos teste tem mostrado que a performance do Legacy 450 é comparável à do Legacy 500 (que entrou em operação um ano antes), tendo alcançado ou excedido suas metas de design. O 450 esteve na EBACE em Genebra em maio, mas não estava equipado com o interior de passageiros. A Embraer abraça sua “abordagem de mercado inusitada” com o primeiro jato executivo meio leve flyby-wire. Programado para entrar em operação antes do final do ano, a campanha de voos teste tem demonstrado que a performance do Legacy 450 é comparável à do Legacy 500 (que entrou em operação um ano antes), tendo alcançado ou até excedido as metas de design. Falando de mercados, como o “time da casa” aqui na LABACE, A Embraer vê o panorama da aviação executiva na América Latina com uma perspectiva interessante. “México e Brasil abrigam a segunda e terceira maior frota de jatos executivos no mundo (890 e 840 respectivamente),” disse o porta-voz da Embraer, que também notou que a frota brasileira dobrou de tamanho em dez anos desde a criação da Embraer Executive Jets. E já que São Paulo é o centro comercial da economia do Mercosul, a LABACE é uma excelente oportunidade para expor a frota de jatos executivos da Embraer para a região. “A LABACE sempre tem visitantes do Peru, Colômbia, Panamá, Chile e de outros países sulamericanos,” Pellegrini disse à AIN. “Nossa mensagem para o mercado
CEO da Embraer Executive Jets Marco Túlio Pellegrini Embraer Executive Jets CEO Marco Tulio Pellegrini
novos jatos executivos na América Latina com o valor de $16 bilhões de dólares. Com um total próximo de 900 de seus jatos em operação no mundo todo, a Embraer possui mais de 200 aeronaves voando na região. Mudar parte de sua fabricação para os Estados Unidos tem dado uma “grande contribuição” ao sucesso da Embraer no mercado da aviação executiva, disse Pellegrini. Com sinais de recuperação na economia americana, a Embraer prevê que esse mercado representará metade das vendas de jatos executivos nos próximos 10 anos. Pellegrini disse que a unidade de Melbourne, na Flórida é chave para suprir essa demanda. E uma grande parte da equação é melhorar o que ele
O jato executivo da Embraer Legacy 450 marcou presença na EBACE em Genebra no início do ano, mas aqui na LABACE está equipado com um completo interior para passageiros.
Embraer Executive Jets’ Legacy 450 made an appearance at the EBACE show in Geneva earlier this year, but is here at LABACE fitted with a full passenger interior.
DAVID McINTOSH
por Mark Phelps
De acordo com a Embraer, a cabine do Legacy 450 é a maior em sua categoria e a primeira a incluir uma cabine de seis pés de altura com piso plano. According to Embraer, the Legacy 450 cabin is the largest in its class and the first to feature a six-foot tall cabin with a flat floor.
chama de “experiência do cliente.” Ele descreveu uma visita de cliente a Melbourne: “Em um sábado, ele veio fazer um voo teste no Phenom 300. Trouxe a esposa, a família toda e o piloto. Ele viu uma das melhores montadoras do mundo, com tecnologia moderna – uma tela de computador touchscreen onde ele podia checar status da produção. Eles experimentaram um centro de clientes agradavelmente elegante; e visitaram nosso centro de engenharia onde 100 engenheiros se dedicam a interiores, STCs [certificados de tipo suplementar, na sigla em inglês] e melhorias nos modelos já existentes. Mas o ponto principal é, foi uma experiência muito prazerosa.” Pellegrini disse que o foco numa “experiência de cliente prazerosa” se estende a tudo que a Embraer Executive Jets faz, incluindo ligações de vendas, visitas ao website, e até mesmo presenciando mostras de aviação executiva como a LABACE. “Nós investimos pesado na experiência fundamental do cliente,” ele continuou. “Melhorando nosso rastro ecológico, expandindo a disponibilidade de peças, tentando – não, não tentando, fazendo – melhorando não apenas o serviço ao cliente, mas todos os pontos de contato da experiência do cliente. Pense na compra de um carro. É fundamental ser bem recebido, de todas as maneiras e em todas as etapas do processo. É fácil falar, mas muito difícil executar. Nosso objetivo é superar as expectativas dos clientes de todas as formas possíveis.” Pellegrini tem orgulho do que a Embraer Executive Jets alcançou em 10 anos. Ele cita o Phenom 300 como um exemplo. “Nós começamos em 2005 com uma folha de papel em branco. Entregamos o primeiro Phenom 300 em 2009 e agora ele lidera todos os jatos executivos em entregas.” “É uma jornada. Gostaríamos de estar na mesma boa forma com o [Legacy] 450 e 500. Essa é a nossa visão.” o
22 LABACE Convention News • August 11, 2015 • www.ainonline.com
Embraer is ready to celebrate certification of the Legacy 450 by Mark Phelps Embraer Executive Jets has some celebrating planned for LABACE this year. For one thing, the 2015 edition of the show marks the 10th anniversary of the formation of Embraer Executive Jets, a “dedicated organization for the business aviation market.” The company, led by CEO Marco Tulio Pellegrini, has prospered, and now fields a fleet of business aircraft from the light Phenom series to the bizliner Lineage 1000. Of course, the newest of the family, the Legacy 450 “mid-light” twinjet is also here. Set to enter service before year end, the Legacy 450 is making its Latin American public debut at LABACE and is on display with an interior for the first time. It appeared at the EBACE show in Geneva in May, but was not outfitted with a passenger interior. Embraer embraces its “disruptive market approach” as the first fly-by-wire mid-light business jet. Its flight test campaign has shown the Legacy 450’s performance to be comparable to that of the Legacy 500 (which entered service a year earlier), having met or exceeded its design goals. The 450 appeared at the EBACE show in Geneva in May, but was not outfitted with
a passenger interior. Embraer embraces its “disruptive market approach” as the first fly-bywire mid-light business jet. Set to enter service before year-end, the flight test campaign has shown the Legacy 450’s performance to be comparable to that of the Legacy 500 (which entered service a year earlier), having met or exceeded its design goals. Speaking of markets, as the “home team” here at LABACE, Embraer views the Latin American business aviation landscape with an interesting perspective. “Mexico and Brazil are home to the second- and third-largest business jet fleets in the world (890 and 840 respectively),” said an Embraer spokesman, who also noted that the Brazilian fleet has doubled in size in the 10 years since the inception of Embraer Executive Jets. And since São Paulo is the business center of the Mercosur economy, LABACE is an excellent opportunity to showcase Embraer’s business jet fleet for the region. “LABACE always has visitors from Peru, Colombia, Panama, Chile and other South American countries,” Pellegrini told AIN. “Our message to the
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Global Jet Capital offers more flexible finance options by Charles Alcock Global Jet Capital (GJC) has passed for aircraft has come to the LABACE in these categories. One show (Booth 1012) to offer factor, beyond current the Latin American market aircraft values, is the access to its leasing and lendapparent recovery in flying options for business jet ing activity. transactions. The U.S. based “In the operating lease company was launched in business, residual vallate 2014 with an initial $2 ues of aircraft is critical billion of funding with the over periods of 5 to 10 backing of three investyears, and so it has been ment firms, GSO Capital our policy to be very Vick, executive director, Partners, The Carlyle Group Shawn prudent and thoughtful Global Jet Capital and AE Industrial Partners. [over which transactions The company offers a range of operat- to support],” Vick explained. ing and interim leases, finance leases and That said, GJC considers more than mortgage loans, progress payments just the residual values of aircraft when and mezzanine financing (a mix of evaluating prospective deals. “We are debt and equity financing) for both new quite confident in our understanding and previously owned business jets. Its of the asset and market and where we target market is aircraft valued at $30 are in the cycle,” he told AIN. “It is also million and higher, including pre-owned important to understand the jurisdicaircraft around three-to-five years old. tional issues you are going into, thinkAccording to executive director Shawn ing about the care, custody and control Vick, GJC’s main focus is transactions of the aircraft, and who is going to maninvolving midsized, super-midsized, large- age it. These are the things we have to cabin and long-range jets. While recent be thoughtful about.” years have been challenging times for Since GJC’s launch it has put the values of pre-owned aircraft, Vick in place lease agreements for sevbelieves that the low-point in the market eral Gulfstream G650 jets. It is now
evaluating potential deals involving various Embraer, Bombardier, Dassault Falcon and Airbus aircraft with clients across different regions of the world. “By leasing the aircraft they want, clients can put the money [they would have allocated to buy them outright] back into their businesses,” explained Vick, pointing out the benefits of keeping aircraft off company balance sheets. The company’s executive committee boasts a wealth of business aviation experience. In addition to Vick, who has formerly held senior positions with various companies including Hawker Beechcraft, Gulfstream, Bombardier, GJC also has Bill Boisture, formerly with Hawker Beechcraft, Gulfstream and NetJets, is an executive director. Also on the committee is David Rowe, founder and managing partner at AE Industrial Partners and formerly an executive vice president with Gulfstream Financial Services and GE Capital. “We see an opportunity in the market because the traditional sources of financing such as the banks [have taken] a step back, and others have placed significant hurdles in the lending process, so the provision of lease financing or debt financing has proved to be challenging,” Vick said. Last December GJC signed an MOU with the African Business Aviation Association (AfBAA) under which it became “a preferred provider of finance solutions for AfBAA members seeking financing for private aircraft.” o
JSSI PRESENTS HOURLY COST MAINTENANCE SEMINARS U.S.-based hourly-cost maintenance provider Jet Support Services (JSSI–Stand 3002) recently presented an educational seminar to local turbine aircraft owners and operators based in South America, and has more planned. The first was held July 15 at Helipark in Brazil, just outside São Paulo. Tony Gilbert, vice president of business development in South America for JSSI, and Aroldo Rovero, JSSI’s director of business development, presented detailed information about hourly cost maintenance programs, how they work and how they can increase the aircraft’s value while lowering overall maintenance costs. The seminar was presented in Portuguese. On August 27, JSSI will be conducting a seminar in Chile hosted by JSSI Alliance member Aerocardal in Santiago. “Some aircraft operators in this region might not be familiar with JSSI programs or how they allow an operator to stabilize and reduce their maintenance budgets while improving the value of the asset,” said Gilbert. “We feel it is important to offer these enlightening sessions on how JSSI protects owners from unexpected maintenance expenses and enhances the OEM warranty.” JSSI offers more than 340 different programs, including the comprehensive Tip-to-Tail Program covering engines, airframes and APUs for business jets, turboprops and helicopters. –D.A.L.
Legacy 450 certification uContinued from page 22
Latin American market is ‘business aviation gives much better access than the airlines.’” Still, Embraer faces the same challenges all businesses face in the region. The economy has not been conducive to growth, and the uncertainty makes it difficult to set firm plans. Pellegrini said, “It has been a challenge for everyone to make predictions. Unfortunately, we do not have a crystal ball. Confidence plays an important role. Exchange rates compromise the ability to sell products with U.S.-dollar-based pricing. But it’s a matter of time. 2015 has been a challenge, but it will grow again. When? I cannot predict, but the natural market will be back.” Market Condition
Interestingly, Pellegrini said low oil prices have only a “marginal effect” on business aircraft operators. The main impact of oil pricing is on the overall economy and that leaves its imprint on business aviation. Over the next decade, Embraer envisions demand for 850 new business jets
O cockpit do Legacy 450 é equipado com aviônica Pro Line Fusion da Rockwell Collins e controles fly-by-wire.
in Latin America with a value of $16 billion. With a total of close to 900 of its jets in operation worldwide, Embraer has more than 200 aircraft flying in the region. Moving much of its manufacturing to the U.S. has made a “large contribution” to Embraer’s success in the business aviation market, said Pellegrini. With signs of recovery in the U.S. economy, Embraer predicts that market will
The Legacy 450 cockpit is equipped with Rockwell Collins Pro Line Fusion avionics and fly-by-wire controls.
represent half of business jet sales over the next 10 years. Pellegrini said the Melbourne, Florida Embraer facility is key to tapping that demand. And a large part of the equation is enhancing what he calls the “customer experience.” He described a customer visit to Melbourne: “On a Saturday, he came to test fly a Phenom 300. He brought his wife, his whole family and his
24 LABACE Convention News • August 11, 2015 • www.ainonline.com
pilot. He saw one of the best final assembly plants in the world, with modern technology–a touch computer screen where he could track production status. They experienced a delightfully elegant customer center; and visited our engineering center where 100 engineers are dedicated to interiors, STCs [supplemental type certificates] and enhancements for existing
models. But the main point is, it was a very pleasant experience.” Pellegrini said that focus on a “pleasant customer experience” extends across the board to everything Embraer Executive Jets does, including sales calls, website visits, and even attending business aviation shows such as LABACE. “We’ve invested heavily in the fundamental customer experience,” he continued. “Improving our footprint, expanding parts availability, trying–no, not trying, doing– improving not just customer support, but all touch-points of the customer experience. Think car buying. It’s fundamental that you are well received, by all means and at all steps of the process. I can tell you, it’s easy to say, but very tough to implement. Our goal is to exceed customer expectations in every way possible.” Pellegrini is proud of what Embraer Executive Jets has achieved in 10 years. He cites the Phenom 300 as an example. “We started in 2005 with a clean sheet of paper. We delivered the first Phenom 300 in 2009 and it now leads all business jets in deliveries. “It’s a journey. We’d like to be in the same shape with the [Legacy] 450 and 500. That’s our vision.” o
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Slowing economy stifles São Paulo airport projects by Richard Pedicini As commercial and business aviation grow in Brazil, and especially in São Paulo, they compete for limited airport infrastructure. The populist federal government has explicitly stated that commercial aviation has priority for airport real estate and slots at the large airports of Guarulhos, Campinas and Congonhas. Several new dedicated business airports (Aerovale, Catarina and Rodoanel/Harpia/Aeroparque) and one privately owned commercial airport (Caieras) have been announced in recent years, and the Sorocaba airport, owned by the state rather the federal government, has broken ground on a new control tower. Various of the São Paulo business airport projects have exhibited at LABACE in recent years, including the World Way Aviation hangar at Sorocaba; a smaller private hangar at São José dos Campos; Catarina; and Aerovale. Of those, only Catarina is exhibiting at LABACE 2015, and only Catarina appears to be moving forward at full speed (see below). However, Brazil’s current economic crisis has slowed all aviation growth, and slowed or stopped many of the airport projects. Guarulhos International Airport - GRU
Guarulhos (or Cumbica) airport carries more passengers than any other airport in the country. Built in 1985 and two years ago ceded to private management, the airport has since then added a new passenger terminal, parking garage and other improvements. Also, at last, in June it received
approval for a CAT 3A ILS from civil aviation agency ANAC, the country’s first such system. A GRU spokesman told AIN, “At the moment, we have no new plans for business aviation,” and he noted that, “In airports which operate mostly commercial flights, as is Guarulhos’s case, with a large passenger volume, attention is more focused on facilitating the flow of people, safely and efficiently.” GRU has ramp space with 20 positions for business aviation (4 for helicopters and 16 for fixed-wing aircraft). Campinas Viracopos Airport
One of the first airports to be privatized, along with Guarulhos, Viracopos for many years focused on freight and regional traffic. Then in 2008 upstart airline Azul picked Viracopos for its hub, and the airport has never looked back–it should handle more than 10 million passengers this year. Ambitious expansion plans call for new terminals, runways and parking garages, but published plans include no specific provisions for business aviation. Caieiras
To meet future metropolitan aviation needs, a proposal was floated to build a new commercial airport with R$9 billion (US$2.7 billion) in private capital in Caieíra, 35 km to the northwest of São Paulo. To start with, the operators of the privatized Guarulhos and Viracopos airports put in bids for the concessions without any hint of a new competitor being
Private business aircraft compete for ramp and runway space with commercial airlines serving São Paulo. While airline traffic has diminished during the economic downturn, the congestion problem is feared likely to resurface following recovery.
allowed to enter the metropolitan market. Backing the proposal was a partnership between two major construction firms and major corporate political contributors, Andrade Gutierrez and Camargo Corrêa. However, the bill that permitted privately owned airports was vetoed by the president in January this year. In June the president of Andrade Gutierrez was arrested in a corruption scandal, and in July executives of Camargo Corrêa were found guilty in a related scandal. Newspaper O Globo’s political gossip column said in July that both firms are now celebrating the veto as the economic situation has soured. Harpia/Rodoanel/Aeroparque
Of all proposals, the Rodoanel business airport is the closest to São Paulo’s business center, and actually within the city limits in the Paralheiros
neighborhood, located southwest of Congonhas. The project was launched with fanfare, in the auditorium of the president of the republic’s offices in São Paulo, with a battery of political and aviation luminaries. However, the project met with environmental opposition. The project is now being pitched as nature sensitive (the site changed its name from “aerodromo-harpia” to www. aeroparque.com.br), emphasizing that the construction will occupy only 15 percent of the site. Nothing has been built yet, but the site, a Facebook page, a YouTube channel and some beautiful brochures and animations have been created. AIN was told soon after the launch that the project partners had not purchased the land but only had an option to buy. Before LABACE, an industry executive diagnosed the project’s problems as “political in nature” and said, “It’s not going to happen at this time.” Aerovale
Construction of the dedicated business aviation Aerovale Airport in Caçapava, between São José dos Campos and Rio de Janeiro, began in 2012. Current plans call for completion of the runway by June 2016 and full operation of the building lots by year-end 2017.
26 LABACE Convention News • August 11, 2015 • www.ainonline.com
Aerovale in Caçapava, be yond São José dos Campos toward Rio de Janeiro, predates all other business aviation proposals in the São Paulo r egion, having begun the regulatory process in 2009 and started construction in 2012. The airport was planned to be viable as a business condominium with an airstrip serving tenants. Owner and sole investor Roger Penido claimed that when the new law passed allowing private business airports to charge landing fees, “the Secretary of Civil Aviation called and asked if we’d like a permit.”
Aerovale exhibited at LABACE 2014 but is absent this year after several setbacks. While construction has proceeded with paving of the 1,550 x 30 meter (5,085 x 98.5 ft) runway and heliport–and in January the airport projected a June opening–in March a federal prosecutor alleging environmental and wetlands violations persuaded a judge to freeze construction. News accounts in April said the firm had filed for protection from its creditors, although its debts in question are said to be small in comparison to the investment in the Aerovale project. The airport’s marketing director, Noeli Penido told AIN before LABACE, “The project is going ahead and we project that everything [runway and business building lots] will be ready by the end of 2017. We hope to ask for certification of the runway by June 2016.” Currently 69 percent of the work is finished, and the runway is in the completion stage. Catarina Business Airport
The São Paulo Catarina Aeroporto Executivo is part of a development that already includes an operating retail outlet mall and a projected highrise office park and residential condominium. Project developer JHSF is a listed public company focused on the luxury sector, and has been untouched by the scandals that have beleaguered many other large construction firms over the past year. The chosen location avoided most environmental
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São Paulo airport projects uContinued from page 26
concerns by being located in reforested eucalyptus, not a protected native species. The Catarina development is located on the 60th kilometer of the Castello Branco highway, in São Paulo’s neighbor city of São Roque (on the way to Sorocaba). The airport will occupy 1,285 acres of the 1,730 acre site. The plans call for moving 14 million cubic meters of earth to create the airport, with earthmoving more than half done by July. The work is due to be completed by November. JHSF assured AIN that “work is on schedule” for inauguration of the first phase of the airport, including the main runway, in the first half of 2016. The licenses Catarina needs and has obtained include permission to charge fees for airport operations, obtained from the federal Civil Aviation Secretariat; construction permits, from civil aviation agency ANAC; air space circulation
permission, from air space authority DECEA; environmental licensing, from state environmental agency CETESB; plus other state and city authorizations. Catarina developers hope it will become an “international business airport” and its 8,103ft main runway will enable international operations. But it’s a long road to obtain permissions from agencies such as the tax authorities and the federal police. At Brazilian international airports, private jet passengers are bused to the main terminal to get in line for
immigration along with commercial passengers, an attitude that predates the current populist administration. JHSF’s affirmation that it “maintains a permanent dialogue with airport regulatory authorities” for international licensing and on-site customs and immigration underlines the size of the challenge. The Catarina Business Airport project includes space for MRO facilities, FBOs and leased hangars. JHSF told AIN that the firm “has conversed with various global companies interested in the
project,” but the company denied rumors that an international aviation school has taken space at the facility. Sorocaba
Sorocaba Airport’s proximity to São Paulo (a little over an hour by car); its 4,859-foot runway; and a business-friendly local government (the mayor was at the opening of LABACE 2014) have attracted major business aviation facilities. Pratt & Whitney Canada, Gulfstream and Dassault Fal con have MRO facilities at the airport, and Embraer
The site of São Paulo’s Catarina Aeroporto Executivo is adjacent to a current retail mall. A high-rise office park is planned as well as a residential condo complex.
this year inaugurated a new MRO facility and its first branded FBO there. Next to Embraer’s facility, similarly sized and privately owned WWA (World Way Aviation), with a hangar and FBO, plans to hold its inauguration in the coming months. Ground was broken on the airport’s control tower in April, financed by state airport authority DAESP after funds weren’t forthcoming from the federal government’s regional aviation program. A second bidding process is needed to equip the tower, which is expected to start operating in October 2016. Plans to make the airport international remain nebulous. Despite the increased presence of the aircraft manufacturers, in the first five months of 2015 there were 24,229 operations at Sorocaba, down from 27,100 for the same period in 2014. The state-owned airport doesn’t appear in the ABAG Yearbook of General Aviation, and the DECEA figures the Yearbook relies on omit Sorocaba but include much less busy, federally-operated aerodromes. o
SISTEMAS DE CONFORTO DAS CABINES MAG O Estúdio de Design MAG (Grupo de Aviação Mecaer), em colaboração com a Bell Helicopter, criou um interior VIP inovador para o Bell 429, conhecido como MAGnífico, que agora recebeu o STC da EASA e ainda aguarda validação da ANAC. A MAG introduziu com sucesso o renomado estilo Italiano e artesanato requintado aos interiores de altíssima tecnologia, que estão em total conformidade com os padrões mais rígidos da aviação. 28 LABACE Convention News • August 11, 2015 • www.ainonline.com
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Gulfstream 650ER estreia na LABACE por Mark Phelps O G650ER de 7.500 milhas náuticas da Gulfstream (alcance extendido) está fazendo sua estreia na LABACE este ano, e o fabricante de Savannah, no estado da Geórgia, se considera líder no mercado de jatos de grandes cabines na América Latina. O G650ER tem capacidade de chegar a qualquer cidade do mundo na velocidade Mach 0.85 partindo de São Paulo sem escalas – com oito passageiros a bordo. Também é capaz de se mover rapidamente por 6.400 nm a uma velocidade Mach 0.90. Apesar das condições desafiadoras desde a retração da economia, a Gulfstream aumentou sua frota no Brasil de 14 (em 2009) para mais de 40 este ano, e apesar da política da empresa de não divulgar estimativas de vendas, o vice-presidente sênior de vendas para a região, Fábio Rebello, disse estar confiante de que a frota continuará a crescer. “Quanto mais aeronaves entregamos, mais elas são vistas,” disse Rebello à AIN. E a Gulfstream está satisfeita com o sucesso de mercado de seu G450/550 e os anteriores GIV, GIVSP e GV. Porém, o G280 tamanho médio pode acabar se tornando um dos maiores sucessos da Gulfstream. “Temos tido grande sucesso com o G280,” disse Rebello. “Nossa presença está em crescimento. O avião consegue ir do Brasil aos Estados Unidos com apenas uma parada, e pode viajar por toda a América Sul e Central, sem escalas, a uma boa velocidade. Ela vai a Mach 0.80, tem grande cabine e seus custos operacionais diretos são muito atraentes. Os proprietários se encantam com a performance e a nova tecnologia – auto acelerador (autothrottle) e freios automáticos (autobreaks) são padrão.” Falando de tecnologia avançada, na EBACE de Genebra, na Suíça, em maio passado, a Gulfstream relatou que os programas de desenvolvimento de seus G500 e G600 estão em curso, com duas de cinco aeronaves de teste de voos G500 já construídas e as três restantes em produção. A construção do primeiro
G650ER is making its LABACE debut by Mark Phelps Gulfstream’s 7,500-nauticalmile G650ER (extended range) is making its LABACE debut this year, and the U.S. manufacturer considers itself the market leader in large-cabin jets in Latin America. The G650ER is capable of reaching just about any city on the globe at Mach 0.85 nonstop from São Paulo with eight passengers on board. It can also scoot 6,400 nm at Mach 0.90. Despite challenging conditions since the economic downturn, Gulfstream has raised its fleet numbers in Brazil from 14 (in 2009) to more than 40 this year, and though the company
policy prohibits discussing projected sales, senior v-p of international sales for the region Fabio Rebello said he’s confident the fleet will continue to grow. “The more aircraft we deliver, the more people see them,” Rebello told AIN. And Gulfstream is pleased with the market penetration of its G450/550 and the earlier GIV, GIVSP and GV. But one of the most successful Gulfstreams could turn out to be the midsize G280. “We’ve had great success with the G280,” said Rebello. “Our presence is growing. The airplane can go from Brazil to the
G600, a ser utilizado como parte do programa de teste de voo de quatro aeronaves, também está em curso no momento, assim como o iron bird G600, que permitirá uma completa avaliação dos sistemas e programas da aeronave. Os dois modelos foram anunciados na matriz da empresa em Savannah em outubro passado. Ambas as aeronaves possuem o novo Symmetry Flight Deck, que incorpora sidesticks de controle ativo, controladores touchscreen integrados, e aviônica baseada no Honeywell Primus Epic. O editor sênior da AIN, Matt Thurber é um dos poucos pilotos não-Gulfstream a pilotar o simulador G500 Case III e o primeiro jornalista a fazê-lo. Ele escreveu: “os G500/G600 são os jatos de segunda geração da Gulfstream com controles de voo fly-by-wire, desenhados para preencher a lacuna entre os tradicionais G450/ G550 e o G650 fly-by-wire.” “Os sidesticks não são novos na aviação executiva – o Eclipse 500 sem fly-by-wire foi o primeiro a ser equipado dessa forma, seguido pelo Dassault Falcon 7X fly-by-wire e pelo Embraer Legacy 500. Mas a maneira como a Gulfstream implementou os sidesticks, que são eletronicamente interconectados e movem-se em conjunto, é algo novo na aviação civil. Quando puxei meu bastão para trás, Scott Evans, piloto de programas avançados de aeronaves, pôde ver exatamente o que eu estava fazendo com os controles porque seus bastões faziam os mesmos movimentos.” Continua na página 32 u
A Gulfstream reivindica a liderança do mercado de jatos executivos de grandes cabines na América Latina com seu G500. A chegada do G650ER, em visita à LABACE pela primeira vez, reforça ainda mais esta imagem. Enquanto isso, o G280 de tamanho médio pode se tornar uma combinação perfeita de performance, alcance e preço para a região. Gulfstream lays claim to leading the market for large-cabin business jets in Latin America with its G500. The arrival of the G650ER, visiting LABACE for the first time, further enhances that image. Meanwhile, the midsize G280 could be a winning combination of performance, range and price for the region.
U.S. with one stop, and can travel all around South and Central America, nonstop, at a good speed. It goes Mach 0.80, has a large cabin and its direct operating expenses are very attractive. Owners love the performance and the new technology–autothrottle and autobrakes are standard.” New Jets Coming
Speaking of advanced technology, at the EBACE show in Geneva, Switzerland last May, Gulfstream reported that the development programs of its G500 and G600 are well underway, with two of five G500 flighttest aircraft already built and the remaining three in production. Construction of the first G600, to be used as part of the four-aircraft flight test program, is also well underway now, as is the G600 iron bird, which will allow full evaluation of the aircraft’s systems and
30 LABACE Convention News • August 11, 2015 • www.ainonline.com
software. The two models were announced last October. Both aircraft feature Gulfstream’s new Symmetry Flight Deck, which incorporates active-control sidesticks, integrated touchscreen controllers, and Honeywell Primus Epicbased avionics. AIN senior editor Matt Thurber is one of the few nonGulfstream pilots to fly the G500 Case III simulator and the first journalist to do so. He wrote: “The G500/zG600 are Gulfstream’s second-generation jets with fly-by-wire flight controls, designed to fill a gap between the traditional G450/ G550 and the fly-by-wire G650. “Sidesticks are not new in business aviation–the non-flyby-wire Eclipse 500 was the first so equipped, followed by the fly-by-wire Dassault Falcon 7X and Embraer Legacy 500. But
the way Gulfstream has implemented sidesticks that are electronically interconnected and move in concert is something new for civil aviation. When I pulled my stick aft, Scott Evans, project pilot advanced aircraft programs, could see exactly what I was doing with the controls because his stick was making the same motions.” Military Heritage
The active control sidesticks (ACS, also known as active inceptor systems) are designed by BAE Systems and have been fielded on military designs such as the F-35 Lightning II, UH-60Mu Black Hawk, T-50 Golden Eagle, CH-53K Super Stallion and KC-390. Sidesticks are compelling from a design standpoint, greatly opening up the flight-deck real estate and eliminating a lot of weight.
Continues on page 32 u
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A Gulfstream continua a expandir seu suporte ao cliente na América Latina após inaugurar seu primeiro centro de serviços de fábrica em Sorocaba no ano passado. Gulfstream has continued to expand its customer support in Latin America after opening its factory service center at Sorocaba last year.
G650ER making LABACE debut
IAN SHEPPARD
uContinued from page 30
G650ER estreia na LABACE uContinuação da página 30
Os sidesticks de controle ativo (ACS, também conhecido como sistema rudimentar ativo) são desenvolvidos pela BAE Systems e foram nomeados com propósitos militares como F-35 Lightning II, UH-60Mu Black Hawk, T-50 Golden Eagle, CH-53K Super Stallion e KC-390. Sidesticks são atrativos em questão de design, aliviando espaço no flight deck de maneira genial e eliminando um peso considerável. Os sidesticks do G500 oferecem não apenas os benefícios visuais, mas também táteis para quem pilota o avião. Evans, piloto de testes o descreveu como “uma linguagem não falada entre pilotos.” A certificação para o G500 é estimada para 2017 com a entrada em operação no ano seguinte. É esperado que o G600 siga com a certificação em 2018 e em operação em 2019. Assim como a maioria dos fabricantes de aeronaves executivas reconhece, o mercado latino americano apresenta desafios, e a Gulfstream não é exceção. Mas o copo parece estar melhor do que meio cheio para Rebello. “Temos investido na região. No ano passado, estabelecemos um centro de serviço de fábrica em Sorocaba, e desde a última LABACE, temos impulsionado nosso inventário de peças e aperfeiçoado o treinamento dos técnicos, adicionando certificações de modelos ao menu de serviços.” Em relação a forças econômicas desafiadoras como flutuações de
câmbio e baixo preço do petróleo, Rebello vê clientes em potencial assumindo uma postura de longo prazo. “Empresários que decidem comprar um jato executivo olham em direção ao futuro. Eles pensam, ‘Até 2018, precisarei de um G650, portanto, encomendarei agora.’ As condições econômicas atuais afetam planos de curto prazo e podem atrasar entregas, mas ainda vemos boa atividade. Apenas levamos mais tempo para fechar o negócio.” Outros desafios incluem a infraestrutura da aviação. “Quanto mais aeroportos tivermos disponíveis, melhor,” disse Rebello. A Gulfstream reconhece a importância do suporte ao cliente na expansão das vendas. Reforçou sua rede de serviços na América Latina com a abertura no ano passado de uma nova unidade de manutenção no Aeroporto Bertram Luiz Leupolz em Sorocaba, a cerca de 60 quilômetros de São Paulo. A estrutura de 3.530 m² é grande o suficiente para abrigar quatro aeronaves de cabine grande e três de cabine média simultaneamente. “A demanda por aeronaves Gulfstream no Brasil foi o catalisador que estabeleceu uma unidade de manutenção própria do fabricante em Sorocaba, Brasil, em junho de 2012,” de acordo com a empresa. Na verdade, o prédio era anteriormente ocupado pela Jet Aviation, empresa irmã da General Dynamics da Gulfstream. A Gulfstream recuperou total controle da estrutura no ano passado. “Temos recebido um retorno positivo significativo dos clientes a respeito de como nossa localização
no aeroporto de Sorocaba é melhor,” disse Mark Burns, agora presidente da Gulfstream e anteriormente chefe da assistência aos produtos, onde ele supervisionou o desenvolvimento da unidade de Sorocaba. As outras unidades internacionais principais (fora dos EUA) são em Londres (Aeroporto Luton) e Pequim. A recente expansão da unidade de manutenção da Gulfstream no aeroporto de Golden Isles em Brunswick, no estado da Geórgia, também é boa notícia para os compradores latino-americanos, disse Rebello. A Gulfstream adicionou um novo hangar de 110.000 sq-ft (33.528 m²), e o atual presidente Burns disse que cerca de cinco anos atrás, quando ainda era encarregado de assistência de produtos, ele foi até Brunswick e andou pela propriedade. “Conversei com clientes e ouvi apenas elogios,” disse Burns. “Quando voltei para Savannah naquele dia, fiquei impressionado com como precisamos investir aqui.” Portanto a empresa precisa – gastando cerca de 25 milhões no hangar que abriu em maio passado – começar o trabalho de manutenção em seis de suas fuselagens. A empresa já contratou 60 pessoas para a unidade de manutenção, aumentando a mão de obra de Brunswick para 250, e ainda contratará mais 40. Para compradores latino-americanos, isso significa que o suporte de fábrica está fortalecido. E com a velocidade, alcance e conforto da frota de jatos executivos da Gulfstream, expandir uma unidade tão próxima da fábrica se traduz, na prática, em suporte “local.” o
32 LABACE Convention News • August 11, 2015 • www.ainonline.com
The G500 sidesticks thus offer not only the benefits of visual feedback but also tactile feedback for the pilot flying the airplane. Test pilot Evans described it as “an unspoken language between the pilots.” Certification of the G500 is anticipated in 2017 with entry-into-service the following year. The G600 is expected to follow with certification in 2018 and service entry in 2019. As most business jet manufacturers acknowledge, the Latin American market is not without challenges, and Gulfstream is no exception. But the glass looks better than half full to Rebello. “We have been investing in the region. Last year, we established a factory service center at Sorocaba, and since the last LABACE show, we’ve boosted our parts inventory and improved training for technicians, adding model certifications to the service menu.” As for challenging economic forces such as currency fluctuations and low oil prices, Rebello sees potential customers as taking a long-term view. “Businessmen who decide to buy a business jet look to the future. They think, ‘By 2018, I’ll need a G650, so I’ll order it now.’ The current economic conditions affect short-term plans and could postpone deliveries, but we’re still seeing good activity. It’s just taking longer to close.” Other challenges include the aviation infrastructure. “The more airports we have available for use, the better it is,” said Rebello. Gulfstream recognizes the importance of customer support in expanding sales. It strengthened its Latin American service network with last year’s opening of a new maintenance facility at Bertram Luiz Leupolz Airport in Sorocaba, around 37 miles (60 km) west of São Paulo. The 38,000-sq-ft (3,530-sq-m) facility is large enough to house four large-cabin and three mid-cabin aircraft simultaneously.
“The demand for Gulfstream aircraft in Brazil was the catalyst for establishing a companyowned maintenance facility in Sorocaba, Brazil, in June 2012,” according to the company. In fact the building was formerly operated by Gulfstream’s General Dynamics sister company Jet Aviation. Gulfstream took full control of the facility last year. Sorocaba Working Well
“We have received substantial positive feedback from customers about how much better our location is at Sorocaba airport,” said Mark Burns, now president of Gulfstream and former head of product support, where he oversaw the development of the Sorocaba facility. The company’s other main international facilities (outside the U.S.) are in London (Luton Airport) and Beijing. The recent expansion of the Gulfstream maintenance facility at Golden Isles Airport in Brunswick, Georgia is also good news for Latin American buyers, said Rebello. Gulfstream added a new 110,000-squarefoot hangar, and now-president Burns said that about five years ago, when he was still in charge of product support, he came down to Brunswick and walked the property. “I talked with customers and heard nothing but praise,” Burns said. “When I drove back to Savannah that day, I was impressed we needed to invest here.” And so the company has, spending about $25 million on the hangar that opened in late May to begin maintenance work on six of its airframes. The company already has hired 60 people for the maintenance facility, raising its Brunswick workforce to 250, and will hire about 40 more. For Latin American buyers, that means factory support is that much stronger. And with the speed, range and comfort of Gulfstream’s fleet of business jets, expanding a facility that close to the factory translates to practically “local” support. o
THE CENTRE OF THE
AEROSPACE INDUSTRY
FEATURING THE LAUNCH OF THE NEW MEBAA BUSINESS AVIATION PAVILION
08-12 NOVEMBER 2015
DUBAI WORLD CENTRAL, UAE WWW.DUBAIAIRSHOW.AERO
Satcom Direct enhances connectivity for bizjets by Ian Sheppard Satellite Beach, Florida-based Satcom Direct (Booth 2010) has come to LABACE to promote its various satellite communications services for the cabin and the flight deck in the region, to an audience that is probably not that familiar with its rapidlydeveloping capabilities. At the EBACE show in Geneva this past May the company took a major step forward when it launched GlobalVT, a service that allows users travelling on business aircraft to use their smartphones using a satcom link anywhere in the world, via onboard Wi-Fi and an App–effectively giving them an onboard 3G service anywhere they go. Therefore those at the other end receiving texts and calls can see what number is contacting them, which is unique for a satcom offering. GlobalVT is available for an annual license and a monthly fee, and users also pay roaming charges incurred for the phone calls and texting, but this is all handled and billed by Satcom Direct. The service uses an onboard Satcom Direct Router (SDR) linking to Inmarsat SwiftBroadband or ViaSat Yonder. Initially the app was only available for Apple devices, but just before LABACE Satcom Direct launched the Android version of the app. SDR routers, which can be fitted in the cabin or the avionics bay, are being rolled out rapidly to the worldwide business aircraft fleet, according to the company, with more than 100 aircraft now fitted and able to use GlobalVT. Satcom Direct is working with aircraft manufacturers to obtain supplementary type certificates (STCs) allowing SDRs to be installed–at the end of June Gulfstream became the latest to receive approval (from the U.S. FAA), for new or in-service G450s and G550s. The SDR also uses data compression and acceleration to make best use of the satcom bandwidth. In the air, it interfaces with ViaSat’s Ku-band and Honeywell’s SwiftBroadband systems, and is designed to work with future connectivity systems such as Ka-band. The router also supports mobile applications for onboard cabin services, including moving map and flight tracker, command and control of satellite links and real-time connection status reporting.
Gulfstream’s company-owned service centers have exclusive rights to perform the work, and the aircraft manufacturer is pursuing similar STCs to install the SDR in G650/G650ERs, GVs and GIVs. At EBACE, Satcom Direct was running demonstrations of the GlobalVT service aboard a Dassault Falcon 50 jet that was on static display, where AIN was able to participate. John Peterson, director of new product development, quickly connected to the system via Wi-Fi on his smartphone and then exchanged texts and a phone call with Ken Bantoft, Satcom Direct’s vice president of technologies and development, who was standing outside on the ramp. Connection time and voice quality were both excellent, AIN’s reporter found. The system uses Satcom Direct’s proprietary voice codec
For passengers, using cell phones and other mobile devices becomes transparent with Satcom Directs service. With GlobalVT, 3G service is seamlessly available anywhere in the world, and appears to the recipient the same as if the call originated locally.
said that FDF helped aircraft to become compliant with the upcoming Future Air Navigation System (FANS 1/A) datalink standard, while also offering other datalink capabilities for business aircraft pilots. Satcom Direct recently announced that FDF now supports Rockwell Collins CMU-1000 datalink systems as well as aircraft
Certification of the CMU-1000 system is expected late this year for Falcon 50EX/2000/2000EX and Challenger 604 aircraft. Along with bringing FANS capabilities to a ppropriately equipped aircraft, the FDF interface enables FANS operational testing. These capabilities include testing to validate
Satcom Direct chief commercial officer Chris Moore, left, hasn’t yet revealed full pricing information on its GlobalVT service, but the SDR router, above, costs $35,000 and weighs less than nine pounds. Installation of the system takes just a few days.
designed for aircraft communications over satellite networks, minimizing problems associated with latency and providing clear voice quality. Satcom hasn’t made prices public, but chief commercial officer Chris Moore said the license and monthly fee vary depending on various service plans. The SDR router costs $35,000 and weighs 8.6 pounds, and installation requires three days to a week. FlightDeck Freedom
Meanwhile Satcom Direct also offers a service called FlightDeck Freedom (FDF) which provides future-proof datalinks with “features and functionality” including clearances, weather, trip planning and monitoring onboard connectivity status. Satcom Direct
equipped with a Universal Avionics UniLink UL-800/801 Communications Management Unit (CMU) operating simultaneously with the Honeywell AFIS DMU. The company said this would provide “a simplified upgrade path” for legacy AFIS DMU equipped aircraft to become FANS compliant. FDF supports all FANS/ Link 2000+ equipment and will be “compatible with future upgrades to other avionics,” according to Satcom Direct. It added that the UniLink UL-800/801 CMU upgrades are certified for installation on Gulfstream GV, GIV, GIVSP models and additional aircraft types will be certified in the future. The mode of communication is flexible and can be adjusted to meet the needs of the individual aircraft.
34 LABACE Convention News • August 11, 2015 • www.ainonline.com
configurations and to troubleshoot FANS functionality and crew procedures–from any location, anytime. Access to the FANS testing facility is offered at no additional charge as part of the FlightDeck Freedom subscription. FANS functionality can be tested via the VHF, Inmarsat or Iridium networks using Satcom D irect’s simulated ATS test facility; users conduct the free testing at their convenience, regardless of their location. “FANS brings great benefit to business aviation, providing operators the ability to utilize optimized transatlantic routes,” said Jim Jensen, founder and CEO of Satcom Direct. “This upgrade to the FDF datalink offering significantly expands the aircraft types that can
utilize FANS and brings peace of mind to operators as they make the transition. This is all part of our strategy to deliver the latest technologies to reduce pilot workload and contribute to more efficient aircraft operations.” To encourage more operators to upgrade their datalink terminal equipment for FANS, Satcom Direct is offering free access to its FlightDeck Freedom datalink services on new installations, for a limited time. The company comzmented to AIN just before LABACE: “Satcom Direct is committed to improving efficiency of aircraft operators, worldwide. This expansion of our FlightDeck Freedom datalink service, along with our local presence in Brazil via our São Paulo office location, illustrates our commitment to supporting the implementation of FANS in the Latin America business aviation market,” said Ewerton Libanio, managing director of sales for Satcom Direct, Brazil. Satcom Direct’s headquarters and primary operations center is located in Satellite Beach, Florida, and it has additional office locations in the United States; Canada; Farnborough, UK; Dubai, UAE; Geneva, Switzerland; Hong Kong; Melbourne, Australia; Moscow, Russia and São Paulo, Brazil. o
Lider representará HondaJet no Brasil por Mark Phelps Honda Aircraft está aqui na LABACE com seu singular HondaJet, que está fazendo sua estreia na mostra. Sua presença vem na esteira da eleição, pela Honda no mês passado, da Líder Aviação como sua revendedora exclusiva a cobrir o Brasil. Isto marca a decisão da Honda de expandir seus esforços de vendas para incluir a região pela primeira vez. O presidente e CEO da Honda Aircraft, Michimasa Fujino disse, “A aviação geral no Brasil tem visto um crescimento impressionante, e é o segundo maior país [no mundo] para vendas de novos jatos executivos. Expandir as vendas a este
mercado importante é parte de nosso plano e estratégia global de vendas para o HondaJet.” Em seguida à sua presença de três dias na LABACE, o demonstrador da HondaJet embarcará em um tour de vendas regionais, conduzido por Líder e Honda. Com base em Belo Horizonte, Brasil, a Líder afirma ser a maior empresa de aviação privativa na América Latina, com 23 FBOs espalhados pelo país. “A Líder demonstrou liderança em aviação executiva e estabeleceu unidades se tornando uma forte parceira a fornecer um excepcional atendimento ao cliente,” disse Fujino,
que acrescentou, “Estamos animados para apresentar a HondaJet no Brasil com uma empresa que compartilha nossa paixão em criar um novo e mais alto padrão para a propriedade de aeronaves.” Eduardo Vaz, presidente e CEO da Líder Aviação disse, “A HondaJet incorpora tecnologias avançadas e é uma aeronave ideal para o mercado brasileiro. Líder e Honda Aircraft são uma parceria natural. Estamos animados para representar o jato leve mais avançado do mundo como HondaJet Brasil.” O HondaJet leve é diferenciado por sua configuração “montagem de motor sobre a asa” (OTWEM, na sigla em inglês), que permite máximo
espaço na cabine para o tamanho da aeronave. Sua combinação de asa de fluxo laminar e fuselagem composta é resultado de décadas de pesquisa e a aeronave é desenhada para fornecer a combinação ideal de velocidade, alcance, conforto e eficiência de combustível para sua classe. Leva até seis passageiros e tem um alcance NBAA IFR de 1.180 mn (2.185 km). Sua velocidade máxima de cruzeiro é de 420 nós e a altitude máxima de cruzeiro é de 43.000 pés. A configuração sobre a asa não apenas permite mais espaço de cabine (já que não necessita estrutura de suporte para o motor na fuselagem traseira), mas também aumenta a eficiência (através da redução do
HondaJet launches Brazilian sales effort
IAN SHEPPARD
by Mark Phelps
A Honda Aircraft appointed Líder Aviação to be the official HondaJet dealer in Brazil. A Honda Aircraft apontou no mês passado a Líder Aviação como a revendedora oficial HondaJet no Brasil.
HondaJet
Especificações e Performance Preço (completo e equipado conforme padrão, 2015 $)
GE Honda/HF 120, 2.050 libras de empuxo cada
Passageiros (padrão)
1 tripulante + 5 passageiros
(com reservas NBAA, 200 nm alternados, carga útil máxima)
1.180 mn a 420 ktas
Alta velocidade de cruzeiro
420 ktas
Teto (certificado)
43.000 pés
Peso máximo na decolagem (mtow)
9.200 libras
Comprimento da área de decolagem em mtow (nível do mar, padrão)
strategy for the HondaJet.” Following its three-day appearance at LABACE, the HondaJet demonstrator will embark on a regional sales tour, conducted by Líder and Honda. Based in Belo Horizonte, Brazil, Líder lays claim to being Latin America’s largest private aviation business, with 23 fixed-base operators (FBOs) throughout the country. “Líder’s demonstrated leadership in business aviation and established facilities make it a strong partner to deliver outstanding customer service,” said Fujino, who added, “We are excited to introduce the HondaJet in Brazil with a company that
HondaJet
US$ 4.5 milhões
Motores (2)
Alcance
Honda Aircraft is here at LABACE with its unique HondaJet, which is making its show debut. Its presence comes hot on the heels of Honda electing last month to appoint Brazil’s Líder Aviação as its exclusive dealer covering Brazil. This marks Honda’s decision to expand its sales effort to include the region for the first time. Honda Aircraft president and CEO Michimasa Fujino said, “General aviation in Brazil has experienced impressive growth, and it is the second largest country [in the world] for new business jet sales. Expanding sales to this important market is part of our global sales plan and
Specifications and Performance Price (typically completed and equipped, 2015 $)
$4.5 million
Engines (2)
GE Honda/HF 120, 2,050 lbs thrust each
Passengers (typical)
1 crew + 5 pax
Range
( w/NBAA reserves, 200-nm alternate, max payload)
1,180 nm at 420 ktas
High-speed cruise
420 ktas
Ceiling (certified)
43,000 ft
4.000 pés
Max takeoff weight (mtow)
9,200 lbs
Distância de pouso
3.000 pés
Takeoff field length at mtow (sea level, standard) 4,000 ft
Comprimento
42,62 pés
Envergadura da asa
39,76 pés
Altura
14,9 pés Largura: 5,0 pés
Cabine
Altura: 4,8 pés Comprimento
Landing distance
3,000 ft
Length
42.62 ft
Wingspan
39.76 ft
Height
14.9 ft Width: 5.0 ft
Cabin
Height: 4.8 ft Length (seating area): 17.80 ft
(área com assentos): 17,80 pés
Capacidade de bagagem
66 pés cúbicos
Baggage capacity
Certificação FAA
FAR Parte 25
FAA certification
36 LABACE Convention News • August 11, 2015 • www.ainonline.com
66 cu ft FAR Part 25
arrasto) e reduz o ruído, tanto dentro da cabine quanto no solo. O bimotor leve é alimentado por um par de turbofans GE Honda HF120. No cockpit, aviônica fornecida pela Garmin com seu conjunto G3000 todo em vidro incluindo três mostradores em formato paisagem de 14 polegadas com controladores touchscreen. A Honda Aircraft tem sua base na Carolina do Norte com uma matriz de 600.000 pés quadrados (55.742m²), responsável pela administração, atendimento ao cliente, pesquisa e produção. É esperado que comece a fazer as entregas iniciais de HondaJet nos EUA até o o final de 2015.
shares our passion to create a new and higher standard for aircraft ownership.” Eduardo Vaz, Líder Aviação president and CEO said, “The HondaJet incorporates advanced technologies and is an ideal aircraft for the Brazilian market. Líder and Honda Aircraft are a natural fit. We are excited to represent the world’s most advanced light jet as HondaJet Brazil.” The light HondaJet is distinguished by its “over the wing engine mount” (OTWEM) configuration, which enables maximum cabin space for the aircraft size. Its combination of laminar-flow wing and composite fuselage is the result of decades of research and the aircraft is designed to deliver the ideal combination of speed, range, comfort and fuel efficiency in its class. It carries up to six passengers and has an NBAA IFR range of 1,180 nm (2,185 km). Its maximum cruise speed is 420 knots and maximum cruising altitude is 43,000 feet. The over-wing configuration not only permits more cabin space (since there is no need for engine-support structure in the aft fuselage), but also increases efficiency (through drag reduction) and lowers noise, both inside the cabin and on the ground below. The light twinjet is powered by a pair of GE Honda HF120 turbofans. In the cockpit, avionics are supplied by Garmin with its G3000 all-glass suite featuring three 14-inch landscape-format displays with touch-screen controllers. Honda Aircraft is based in North Carolina with a 600,000sq-ft research, production, administration and customerservice headquarters. It expects to start making initial HondaJet deliveries in the U.S. by the end of 2015. o
UTP supports P&WC with parts and overhauls by Charles Alcock Paulo, Brazil, and two more based in Colombia covering that country plus others including Venezuela, Panama, Peru, Guatemala and Ecuador. “Overhauling engines has become about half of our overall business,” Danny Kauffman, UTP’s Latin American sales director, told AIN. “Now customers can send us their engines and we’ll manage the whole process for them. We can save people a lot of money because we own all the [necessary] parts and we can give operators the best possible options.” UTP prides itself on its ability to dispatch equipment very quickly to operators to get their aircraft flying again. “A big part the niche we have developed is in the relationships we develop with our customers,” Kauffman explained. “Small operators mainly only need engine maintenance once every couple of years and we want them to know about us and count on us to give them the best possible service.” o
JSSI has new products for helicopter operators by Ian Sheppard Chicago-based Jet Support Services Inc. (JSSI), which since the early 1990s has been providing hourly cost maintenance programs to the turbine helicopter market in Brazil, comes to LABACE offering a new partsonly maintenance program for the full line of Airbus A350 helicopters. JSSI is also using the event to announce the introduction of “tip-to-tail” coverage for AgustaWestland AW139s.
Neil Book, president and CEO of JSSI, said the A350 move was based on customer feedback. “We listened to AS350 owners and operators to uncover how JSSI could further support this market, and the result was the development of our new parts-only program,” said Book. “As the largest independent provider of hourly cost maintenance programs, JSSI is also the largest purchaser of business aircraft maintenance
THE ROTARY-WING ADVANTAGE Helicopters have long been an attractive means of transportation in Latin America. The ability to move quickly and safely from multiple landing sites makes rotary-wing travel a popular option.
services. Our parts-only program will provide a competitive advantage for AS350 operators while minimizing their downtime.” The new program has three coverage options: coverage for lifelimited components; for on-condition components; and for avionics. Customers can choose one, two or all three of these options for a single hourly rate, said JSSI. The company added that its program is unique in being “perpetual in nature” and ideal for lenders and lessors “looking to address betterment deferment provisions.” Furthermore, JSSI (Booth 3002) can also provide–over and above its perpetual offering–a 5-to-10-year program or as requested/specified by an owner or operator; and work with clients to add mission-specific equipment “to further tailor the program specifically to their helicopter.” Ray Weiser, a JSSI helicopter program specialist, said with more than 3,000 AS350s in operation, “the need to find quality parts at a fair price will continue to increase…we look forward to working with AS350 helicopter operators around the world.” Tip-To-Tail Grows
Here at LABACE, hourly maintenance service provider JSSI announced a tip-totail coverage program for the AgustaWestland AW139, among other new business initiatives for the Latin American region.
“By adding the AW139 air frame coverage to our traditional engine program for the Pratt & Whitney Canada PT6C-67C
engines, we effectively create the most comprehensive hourly cost program in the industry,” said Weiser. “In today’s environment, it is tough for helicopter operators to predict their maintenance budget, as the potential for unexpected expense is extremely difficult to estimate on your own…JSSI programs stabilize the maintenance budget, while the JSSI team of technical advisors act as advocate and advisor to the entire flight operation,” Weiser added. Tip-to-tail is an all-inclusive maintenance program first introduced in 1997 when JSSI added airframe and APU coverage to its legacy engine programs. JSSI claims it is “the only single-source solution for the entire aircraft, covering virtually every assembly and system.” JSSI offers tip-to-tail, engine, airframe and APU coverage for approximately 350 different aircraft models, including “virtually all business jets, turboprops and helicopters”–the AgustaWestland AW109 and AW119 series helicopters being among these. New AW139 helicopter buyers also have the option of enrolling in a standalone JSSI engine program. “Our goal at JSSI is to deliver innovative programs for production aircraft, like the AW139, that enhance the OEM warranty,
reduce our clients’ overall cost of maintenance, increase residual value of their aircraft, and ultimately provide a customer service experience that is second to none,” said Book. Meanwhile JSSI has announced that it has become a member of the Association of Brazilian Helicopter Pilots (ABRAPHE), which is based here in São Paulo. Tony Gilbert, JSSI v-p for business development in South America, said: “We are excited to be part of this professional group and plan to play an active role with ABRAPHE to support their educational and flight safety endeavors.” He added, “Brazil has a growing helicopter market, and São Paulo is even recognized as the world capital of helicopters. We see great opportunity here to help operators stabilize their maintenance budgets, lower their maintenance costs and increase their helicopters’ residual value with our hourly cost maintenance programs.” Gilbert and Aroldo Rovero, JSSI’s director of business development, recently presented a seminar, in affiliation with ABRAPHE, at the Heli Park Training Center just outside São Paulo. He gave detailed information on hourly cost maintenance programs, how the programs work and how they can increase the aircraft’s value while lowering overall maintenance costs. o
wwww.ainonline.com • August 11, 2015 • LABACE Convention News 37
DAVID McINTOSH
Latin America has emerged as a key market for Universal Turbine Parts (UTP), which lays claim to being the world’s leading independent supplier of Pratt & Whitney Canada PW100 and PT6 overhauled engines and components. In addition to selling parts for the turboprop and turboshaft powerplants, the U.S. company (Booth 1009) sells overhauled engines from its stock. It also offers an overhaul management service through which it will handle all aspects of getting a client’s engine overhauled by a network of leading repair stations around the world. The overhauled engines and components are fully covered by FAA dual-release approval and carry the required 8130 tags. UTP’s 50,000sq-ft (4,645-sq-m) warehouse in Prattville, Alabama, is fully stocked with PW100 and PT6 engines, parts and accessories. The company has a Spanish-speaking customer support representative on staff. It also now has a sales representative based near São
GA advises on Brazil’s new air law the committee, which is known by the acronym CERCBA, should be created. Its chairman, Georges de Moura Ferreira, is an aviation lawyer who has represented general aviation associations and interests for many years. International law professor Maria Helena Rolim, who has been nominated to draft the committee report, is a s pecialist in maritime, space and aviation law. The 24 members include ABAG general director Ricardo Nogueira; ABTAer air-taxi association president Milton Arantes Costa; CENIPA’s Colonel Fernando Silva Alves de Camargo (who investigated
Japi Aeronaves named a Nextant service center by Charles Alcock Nextant Aerospace appointed Japi Aeronaves as its first factory approved service center in South America. The São Paulo, Brazilbased company will provide maintenance for the U.S. company’s remanufactured Nextant 400XTi jet and its new G90XT twin turboprop. Founded in 1998, Japi is a FAR 145-approved maintenance facility. The privately-owned company already provides support for Textron Aviation’s Beechjet 400A and Beechcraft King Air models, from which the remanufactured Nextant aircraft are derived. Nextant recently completed the flight test program for the G90XT and expects to receive FAA type certification imminently. The aircraft features new General Electric H75-100 turboprop engines, which the company says deliver an 11 to 12 percent improvement in specific fuel consumption compared to the original King Air 90. Nextant global sales and marketing executive vice president Jay Heublein told AIN that, taking account of reduced maintenance requirements, the G90XT will deliver a 20 percent reduction in direct operating costs. “We’ve addressed all the shortcomings in the King Air,” said Heublein, “Introducing features such as a single-lever power control, complete exceedence protection so that the pilot does not have to worry about torque controls, and an all-new
cooling system with 300 percent increased air flow.” The cockpit features Garmin’s G1000 avionics suite, which Nextant says makes the G90XT more suitable for single-pilot use. The aircraft, for which several Latin American customers already have placed deposits, also features digital pressurization. Heublein said that the 400XTi jet, featuring Williams FJ443AP turbofans and a Rockwell Collins Pro Line 21 integrated flight deck, also has strong potential in Latin America since it has sufficient range to access the southeastern U.S. Heublein also sees potential for special missions and emergency medical applications. Nextant recently certified a new optional autothrottle for the aircraft, which has three quarters of buyers have ordered. Nextant’s dealer for the Latin America is Florida-based GFM Aviation, run by industry veteran Manuel Fasco. The company is not exhibiting aircraft here at the LABACE show, but did recently complete an extensive Latin American sales tour with the 400XTi. o
the 2007 TAM 3054 accident, where an A320 overran Runway 35L here at Congonhas due to a deactivated thrust reverser); air space control operations subdepartment head Air Brigadier Gustavo Adolfo Camargo de Oliveira; Federal University of Rio de Janeiro professor Respício Antônio do Espírito Santo Junior, and ANAC specialists in airports and other areas. Guided by the Chicago Convention
The goal is to “produce something that will last for another 30 years,” Ricardo Nogueira told AIN. The CERCBA documents on the Senate site show that the work is guided by international standards rather than clinging parochially to current law. The committee has formed three sub-commissions, and their areas are defined by the areas of the Chicago Convention they are to examine: Aerial Navigation (Chicago Convention Annexes 2, 3, 4, 10, 11 and 15); Organization of Civil Aviation (Annexes 1, 7, 12, 13 and 16); and Air Transport (Annexes 2, 6, 8, 9, 14, 17, 18 and 19). Committee spreadsheets compare current legislation, international standards and selected legislation from 15 neighboring countries, in Portuguese, English and Spanish. Asked about a reference to the law of Paraguay, not a leader in aviation, Nogueira
Presiding over CERCBA meeting are (L to R) designated report author Maria Helena Rolim, professor of international law; chairman Georges de Moura Ferreira, aviation lawyer; vice-chairman Dorieldo Luiz dos Prazeres, ANAC airport specialist.
responded that “Paraguay’s legislation is really quite up-to-date,” and noted, “What’s most important is what’s in red, where there isn’t any provision in the CBA.” Georges Ferreira emphasized the inclusiveness of the initiative: “The sessions are public, there’s a public e-mail, all are welcome to listen and to comment. The process is open.” Sessions are broadcast live on the Senate site and can be found on YouTube. Some felt that under the former Secretary of Aviation the government’s concern focused on regional aviation, with general aviation being welcome only to whatever airlines didn’t need or want. Ferreira pointed out that, “All sectors of aviation are represented in CERCBA. While general aviation is heavily represented, the airlines, infrastructure and other aviation entities are represented
too. “While many general aviation associations are represented, such as the air taxi industry association and so on,” he continued, “I’ve told Ricardo Nogueira that ABAG is the spokesman of all of Brazilian general aviation in the commission.” Once a proposal has been produced by the commission it will go to the Senate and then to the Chamber of Deputies. The committee of specialists is part of a continued modernization effort, chairman Ferreira noting that its creation was the first recommendation in the report of the Senate subcommittee on civil aviation that met during the 2012-2013 session. Col. Camargo, reporting about safety to the full committee on August 3, explained that this part of the CBA was recently modernized by Congress–in 2014, with Law 12970. o
DAVID McINTOSH
Brazil’s Senate has appointed a committee of specialists with strong general aviation representation to propose, by yearend, an updated legal code governing the aviation sector in the country. The current 1986 Code of Aviation (CBA) predates by decades the creation of civil aviation agency ANAC, and needs to reflect today’s environmental and noise concerns, vastly increased air passenger traffic, privatization of airports–and new technology such as drones. Senator Vicentinho Alves, who holds a commercial pilot license, originally proposed that
GERALDO MAGELA/AGÊNCIA SENADO
by Richard Pedicini
LATEST IN A LONG LINE OF CHALLENGERS Canada’s Bombardier Aerospace is here at LABACE with its Challenger 350 model. The latest in a long line, the 350 offers an improved cabin design, more powerful Honeywell HTF7350 engines and upgraded Rockwell Collins Pro Line 21 avionics, including synthetic vision and MultiScan digital weather radar. Improved runway and cruise performance add up to a maximum range of 3,200 nautical miles, ideally suited to Latin American market, according to Bombardier representatives here at the show.
38 LABACE Convention News • August 11, 2015 • www.ainonline.com
South America, meet the HondaJet. The innovation and per formance of the world’s most advanced light jet are now available in South America.
Honda is taking its histor y of innovation sky ward with the HondaJet, the world’s fastest, highest-flying, most ef ficient and most spacious jet in its class. Honda Aircraf t Company has appointed Lider Aviação to bring the HondaJet to Brazil. Come see the HondaJet at L ABACE 2015 in its first public appearance in South America and learn about its Over-The-Wing Engine Mount, which marks a breakthrough in aeronautics. We look for ward to seeing you at L ABACE 2015 booth #5123.
hondajet.com
ALCANCE INTERCONTINENTAL. POPULARIDADE GLOBAL.
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De 8 a 10 passageiros 4,000 nm / 7,410 km de alcance
É a combinação perfeita entre alcance sem escalas, desempenho em aeroportos, eciência no consumo de combustível e uma cabine larga e confortável, que proporcionam um nível de exibilidade, agilidade e economia que outras aeronaves simplesmente não podem oferecer. Viaje de São Paulo a Miami sem escalas, ou de São Paulo a Paris com apenas uma parada. Seja qual for o seu destino, o Falcon 2000LXS acessa mais aeroportos pequenos e desaadores e oferece mais alcance partindo de pistas curtas do que qualquer outra aeronave em sua categoria, e ainda faz tudo isso consumindo até 40% menos combustível. O 2000LXS é o modelo mais recente de nossa família Falcon 2000. Com mais de 580 unidades vendidas, estes são os Falcons mais queridos no mundo todo - e também os favoritos no Brasil.
De 12 a 16 passageiros 5.950nm / 11.020 km de alcance
CAÇAS LENDÁRIOS, JATOS EXECUTIVOS EXTRAORDINÁRIOS
Nascidos na mesma família, criados pelas mesmas equipes, os Falcons herdam muitas de suas características únicas dos nossos lendários caças Mirage, Rafale e nEUROn. Robustos e precisos, cada Falcon carrega benefícios diretos das inovações tecnológicas e design desenvolvidos em nossos programas militares. Tudo para oferecer o que há de melhor em conforto e segurança, além do menor consumo de combustível da categoria e capacidade sem igual de pousar em aeroportos pequenos e com pistas curtas. Você pode não precisar de um caça em seus negócios, mas vai ter a sua disposição toda a tecnologia de um quando estiver a bordo do seu Falcon. Para voar entre cidades ou entre continentes, embarque na elegante cabine de um Falcon e você vai chegar rapidamente ao seu destino. Família Falcon: mais de 50 anos de experiência, mais de 2.000 Falcons em operação pelo mundo.
WWW.DASSAULTFALCON.COM I RODRIGO PESOA: +5511 3443 7043 I RODRIGO.PESOA@FALCONJET.COM