LABACE Convention News 08-12-15

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AUG. 12, 2015

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CHEGOU O JATO QUE REDEFINE A CATEGORIA MID-LIGHT

Chegou o jato que redefine a categoria mid-light O Legacy 450 foi concebido visando trazer ao segmento mid-light diversas características inéditas. Na condição de único clean sheet design da categoria, ou seja, um projeto 100% novo, proporciona conforto, tecnologia e desempenho incomparáveis.

O Legacy 450 tem a maior cabine da categoria, com 1,82 metros de altura, 2,08 metros de largura e piso plano¸ acomodando confortavelmente até nove passageiros. Os passageiros podem relaxar em assentos reclináveis, que também podem se transformar emdois leitos totalmente horizontais. O ambiente silencioso é complementado por uma altitude de cabine máxima de apenas 6.000 pés, a melhor dentre os aviões mid-light.

O Legacy 450 tem o maior compartimentos de bagagem de sua categoria: um acessível durante o voo e outro externo. Os passageiros acessam o bagageiro interno pelo lavabo, que é iluminado por luz natural, oferecendo também bancada equipada com pia e armários adicionais. O Legacy 450 também é único da categoria a possuir opção de galley equipada com pia e outras comodidades como forno micro-ondas ou convencional, geladeira e aparelho de jantar exclusivo da família Legacy.

A cabine oferece uma ampla variedade de opções de entretenimento. O pacote Honeywell Ovation Select

oferece um sistema de vídeo Full HD, e você pode controlar o sistema da cabine através de dispositivos portáteis, acessando a internet, filmes e videogames.

“O Legacy 450 possui a maior cabine da sua

categoria e é o primeiro jato mid-light a substituir controles convencionais pelo sistema digital

Fly-by-wire. Esta aeronave é uma combinação

impecável de tecnologia e design, redefinindo os

padrões da sua categoria.”

—Marco Túlio Pellegrini, Presidente e Diretor Executivo, Embraer Executive Jets

O Legacy 450 é o primeiro jato da categoria mid-light com tecnologia Fly-by-wire, dotado de controles digitais de voo através de side stick. Essa arquitetura permite um voo mais suave, auxilia a segurança e o desempenho que e reduz a carga de trabalho dos pilotos. A aviônica Rockwell Collins Pro Line Fusion apresenta quatro telas LCD de alta resolução com 15.1 polegadas, com um Sistema de Visão Sintético (SVS) e capacidade de planejamento gráfico de voo. As opções exclusivas da aeronave incluem o Embraer Enhanced Vision System

(E2VS), que incorpora a nova tecnologia de Head-Up Display compacto acoplado com sensores externos para condições de baixa visibilidade. Ainda no cockpit, existe a opção de operar sem necessidade de cartas e manuais em papel (Paperless Cockpit) além de freios automáticos (Autobrake).

O Legacy 450 excedeu vários dos objetivos do projeto original, como alcance, distâncias de decolagem e pouso, carga útil máxima e desempenho em altas altitudes e temperaturas. Por exemplo, sua velocidade de cruzeiro, Mach 0,83 (463 nós), permite voar até 40 nós mais rápido do que seu concorrente mais próximo.

Além disso ele é equipado com a última geração dos motores Honeywell HTF7500E, que além de serem os mais ecológicos em sua na classe, são os únicos na categoria mid-light com manutenção “On condition”.

O alcance do Legacy 450 é de 2.575 milhas náuticas (4.769 quilômetros) com quatro passageiros, nas condições NBAA IFR, permite que ele voe sem escalas de Nova York para Las Vegas, São Paulo para Lima, Dubai para Moscou e Jacarta para Hong Kong.

Teconologia e performance extraordinaria, com conforto e estilo sem paralelo, fazem com que o Legacy 450 seja uma aeronave unica na categoria mid-light.

Legacy 450 – Características Principais | Todas as metas conquistadas ou excedidas Alcance em Cruzeiro de Longo Alcance (LRC) (1)

Estimativas iniciais

Legacy 450 certificado pela ANAC

2.500 mn / 4.630 km

2.575 mn / 4,769 km

Alcance em Cruzeiro (2)

2.348 mn / 4.349 km

2.511 mn / 4,650 km

Distância de Decolagem (3)

4.000 ft / 1.219 m

3.825 pés / 1.166 m

Distância de Decolagem – Pista e Temperatura Altas (4)

5.407 ft / 1.648 m

5.059 pés / 1.542 m

Distância de Pouso não Fatorada (5)

2.300 ft / 701 m

2.083 pés / 635 m

Consumo de Combustível para 600mn em M0.80 (6)

2.659 lb / 1.206 kg

2.630 lb / 1.193 kg

Teto Operacional

45.000 pés / 13.716 m

45.000 pés / 13.716 m

Altitude Inicial de Cruzeiro (7)

43.000 pés / 13.106 m

43.000 pés / 13.106 m

Tempo de Subida para FL 430 (7)

22 min

21 min

MMO (Velocidade Máxima Operacional)

Mach 0,83

Mach 0,83

Velocidade alta de Cruzeiro (8)

459 KTAS

463 KTAS

Máximo Payload (9)

2.800 lb / 1.270 kg

2.976 lb / 1.350 kg

Payload Disponível com Combustível Máximo (9)

1.600 lb / 726 kg

1.627 lb / 738 kg 150 pés³ / 4.25 m³

Volume Total dos Bagageiros

150 pés³ / 4.25 m³

Ruído Externo Stage IV 24 EPNdB abaixo do Stage IV

Stage IV

24 EPNdB below stage IV

Tração/limite de Tração Constante do Motor

6.080 lbf / ISA+15ºC

6.540 lbf / ISA + 18ºC

(1) Reservas NBAA IFR com 200mn para aeroporto alternado; 4 passageiros de 90,7 kg cada; aeronave standard (2) Reservas NBAA IFR com 200mn para aeroporto alternado; 4 passageiros de 90,7 kg cada; aeronave standard (3) Nível do mar; ISA; MTOW (4) 5,000 pés, 25°C, MTOW (5) Nível do mar; ISA; 4 passageiros de 90,7 kg cada: Reservas NBAA IFR reserves; 200 mn aeroporto; aeronave standard (6) Reservas NBAA IFR; 200 nm para aeroporto alternado; 4 passageiros de 90,7 kg cada, aeronave standard. Consumo de combustível inclui taxiamento, decolagem, subida, cruzeiro, descida e pouso. (7) A partir do Nível do mar; MTOW; ISA (8) Velocidade máxima de cruzeiro no FL430; ISA; 4 passageiros de 90,7 kg cada; metade do tanque de combustível disponível; aeronave standard (9) Aeronave standard

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AUG. 12, 2015

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CURTAIN’S UP

DAVID McINTOSH

This year’s LABACE show opened its gates yesterday, with attendees, exhibitors and organizers hoping for the best during these uncertain, tumultuous times. Even in the face of adversity, there’s still no shortage of optimism for brighter days ahead.

LABACE opens with blue skies, but a murky economic outlook

Legacy 450 exceeds goals as ANAC inks certification

by Richard Pedicini

by Chad Trautvetter

The 12th annual LABACE show opened on Tuesday with fewer aircraft on display than prior years–no more than 48 compared to 68 two years ago–but with undiminished faith in the future and encouragement for a Brazilian business

aviation community that is feeling the economic pinch. In an opening session address, Eduardo Marson noted that when he assumed ABAG’s chairmanship four years ago, Brazilian general aviation

Continued on page 3 u

Embraer received type certification for its new “mid-light” Legacy 450 from Brazil’s civil aviation agency, Agência Nacional de Aviação Civil (ANAC), during a ceremony yesterday here at the LABACE show. The company

also announced that the twinjet has exceeded many of its guaranteed performance specifications.

“We are especially thrilled with the Legacy 450 certification, delivering on

Continued on page 3 u

Flight Operations

Manufacturers

Rotorcraft

New Jets

Industry

ABAG Yearbook Shows Dip in Flying

Bombardier Brings Trio of Jets

AgustaWestland Shows Optimism

Citation Latitude Preps for ANAC Nod

Analyst Predicts Slow Growth

Brazil’s general aviation trade association released its annual summary of the state of business, and this year’s edition shows less flying and less growth. Page 10

The Canadian airframer is here at LABACE with a Learjet 75, Challenger 350 and a Global 6000. They represent a wide range of capabilities. Page 13

AW sees a state of “positive climb” in the Latin American helicopter market.

The European company is expanding services accordingly. Page 14

Textron is gearing up for Brazilian certification of its latest business jet offering. The Latitude received its FAA papers on June 6. Page 19

Business aviation sage Brian Foley previously characterized Latin America as “an industry life buoy.” Now, he says, bizav in the region is taking on water. Page 26

DAVID McINTOSH

Viking’s updated de Havilland Twin Otter features upgraded engines, avionics and some 800 other enhancements. Its versatility makes it attractive to regional airlines, among other service providers.

For Viking’s Twin Otter 400, Brazil is a natural habitat

by David Donald Viking’s Twin Otter 400 utility transport is making its LABACE debut in the form of an aircraft borrowed from a Peruvian mining company. The newbuild aircraft is a thoroughly modernized version of de Havilland Canada’s classic, for which Viking acquired the type certification in 2005. It features uprated Pratt & Whitney PT6A-34 engines, fully integrated Honeywell Primus Apex avionics that significantly enhance safety, composite components, and around 800 other modifications to the original.

With exceptional short- and roughfield performance, the Twin Otter can be used in a wide variety of roles. This

versatility suits it to operations in areas of the world where long runways are few and far between, such as sparsely populated regions, mountainous terrain, along the coast, and in island groups.

Amphibious capability allows operators to conduct passenger services with up to 19 seats in many otherwise denied areas, and the twin-engine configuration has obvious safety benefits when operating over water or difficult terrain.

New Brazil Representative

Viking sees a healthy market for the Twin Otter 400 in Brazil, and during the LABACE show announced that

ERAU envisions opportunity in ‘reconnecting’ with Brazil

by Richard Pedicini of the Brazilian air force, Air Brigadier Nivaldo Luiz Rossato, jointly presented a commemorative plaque to Francisco Drezza, 94, who studied air traffic control and graduated at the top of the first class to graduate from the São Paulo school.

Five other students of the wartime school, Remy Gomes Ferreira, Nelson Garcia Perez, Alberto Bertolucci, Irineu Tonon

DAVID McINTOSH

Embry-Riddle Aeronautical Uni­ versity is commemorating its great past in Brazil here at this year’s LABACE, while also announcing concrete steps for a greater future here. On the first day of the show, the U.S. school announced plans for a new joint venture in Brazil with aircraft management group C>Fly Aviation.

“Embry-Riddle has determined to reconnect to Brazil,” Fábio Campos, the university’s Brazil liaison and head of its new permanent office in São Paulo told AIN. Embry-Riddle will administer a course jointly with Brazilian university PUC-RS, starting August 31. The eventual goal is to establish a commuter campus in Brazil offering the same complete aviation curriculum as the campuses in the U.S., to supply “everything aviation needs, not to just train pilots, but courses in the business of aviation, and professional training courses…to train for the whole aviation industry.”

At the LABACE Opening Ceremony yesterday morning, Embry-Riddle president Dr. John Watret, and the commandant

ERAU president Dr. John R. Watret and FAB Commandant Air Brigadier Nivaldo Luiz Rossato, honor Francisco Drezza, 94, ERAU-Brazil ’45.

2 LABACE Convention News • August 12, 2015 • www.ainonline.com

Manaus-based MAP has been appointed as its sales representative. As well as its general appeal in the country, notably for operators in the Amazon region and to the burgeoning tourist industry along the northeast coast, the Twin Otter could benefit from an expected government initiative to increase air transport at a “sub-regional” level.

In the 1970s around 700 population centers had some form of air service, but that figure has now fallen to around 125. The launch of the government initiative has been delayed pending further discussion, but is expected to provide support to operators seeking to link outlying towns and cities, many of which have only small or ill-prepared runways with little or no infrastructure.

The plan is also designed to make it easier to travel around the country without having to fly via the major centers such as São Paulo or Brasilia.

Elsewhere in Latin America, Viking is rolling out a network of sales representatives from a regional headquarters in Panama, offering local knowledge and expertise. In the last two months five representatives have been appointed, and more are to come. The company is receiving strong interest throughout Central and South America, as well as from the Caribbean countries. The sensorequipped Twin Otter Guardian Viking derivative is also appealing to military and security agency customers, citing the aircraft’s low operating costs and long endurance for maritime surveillance and border patrol duties. o and Edgar Zanata, were individually honored for their service to Brazilian aviation.

Today, ERAU unveiled its plans for new initiatives in Brazil to meet the demands during the next two decades.

One of those joint ventures, with C>Fly Aviation, aims to “exponentially increase the scale of aeronautical training” and “to set a new benchmark for aviation education,” by raising and modernizing standards in Brazil.

Human Factors

ERAU will conduct a course on Human Factors in Aviation in cooperation with PUC-RS, the Pontifical Catholic University of Rio Grande do Sul. That course will be taught jointly in English by John Scribner of ERAU and Eder Henriqson of PUC-RS, online starting August 31, with a physical class at PUC-RS in Porto Alegre commencing on October 9.

ERAU is also offering, from the U.S., a free massive online course on aviation accident investigation starting August 17. There is considerable interest in aviation training among Brazilians; Campos told AIN that of the 1,400 students worldwide who filled out an education survey, “almost 300 were Brazilian.” A series of ERAU open houses around the country in March, seeking students for Embry-Riddle’s two U.S. campuses, were also very well attended, said Campos. o

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FOUNDED IN 1972 JAMES HOLAHAN, FOUNDING EDITOR [1921-2015] WILSON S. LEACH, MANAGING DIRECTOR EDITOR-IN-CHIEF – Charles Alcock EDITOR - INTERNATIONAL SHOW EDITIONS – Ian Sheppard NEWS EDITOR – Chad Trautvetter THE EDITORIAL TEAM Mark Huber Richard Pedicini Curt Epstein David A. Lombardo Mark Phelps David Donald Thierry Dubois Kerry Lynch Matt Thurber GROUP PRODUCTION MANAGER – Thomas Hurley PRODUCTION EDITOR – Lysbeth McAleer THE PRODUCTION TEAM John A. Manfredo Mona L. Brown Grzegorz Rzekos Colleen Redmond PHOTOGRAPHER – David McIntosh DIGITAL MEDIA DESIGNER – Colleen Redmond LEAD WEB DEVELOPER – Mike Giaimo WEB DEVELOPER – Evan Williams VIDEO PRODUCER – Ian Whelan AINtv EDITOR – Charles Alcock GROUP PUBLISHER – David M. Leach PUBLISHER – Anthony T. Romano ASSOCIATE PUBLISHER – Nancy O’Brien ADVERTISING SALES – NORTH AMERICA Melissa Murphy – Midwest +1 830 608 9888 Nancy O’Brien – West +1 530 241 3534 Anthony T. Romano – East/International +1 203 798 2400 Joe Rosone – East/International/Middle East +1 301 834 5251 Victoria Tod – Great Lakes/UK +1 203 798 2400 ADVERTISING SALES – INTERNATIONAL – Daniel Solnica – Paris MARKETING MANAGER – Zach O’Brien AUDIENCE DEVELOPMENT MANAGER – Jeff Hartford MANAGER OF ONSITE LOGISTICS – Philip Scarano III GROUP BRAND MANAGER – Jennifer Leach English SALES/PRODUCTION ADMINISTRATOR – Susan Amisson ADVERTISING/SALES SECRETARY – Cindy Nesline DIRECTOR OF FINANCE & HUMAN RESOURCES – Michele Hubert ACCOUNTING MANAGER – Marylou Moravec ACCOUNTING/ADMINISTRATION STAFF – Mary Avella; Bobbie Bing U.S. EDITORIAL OFFICE: 214 Franklin Ave., Midland Park, NJ 07432 Tel: +1 201 444 5075; Fax: +1 201 444 4647 WASHINGTON, D.C. EDITORIAL OFFICE: Bill Carey (air transport and defense) bcarey@ainonline.com Tel: +1 202 560 5672; Mobile: +1 202 531 7566 Kerry Lynch (business aviation) klynch@ainonline.com Tel: +1 703 969 9195 EUROPEAN EDITORIAL OFFICE: Ian Sheppard Hangar 9, Redhill Aerodrome, Surrey RH1 5JY, UK Tel: +44(0)1737 821409; Mobile: +44(0)7759 455770 isheppard@ainonline.com U.S. ADVERTISING OFFICE: 81 Kenosia Ave., Danbury, CT 06810 Tel: +1 203 798 2400; Fax: +1 203 798 2104 EUROPEAN ADVERTISING OFFICE: Daniel Solnica 78, rue de Richelieu, 75002 Paris, France Tel: +33 1 42 46 95 71 dsolnica@solnica.net Italian Representative: Diana Scogna; dscogna@dsmedia.com.fr Tel: +33 6 62 52 25 47 RUSSIAN ADVERTISING OFFICE: Yuri Laskin, Gen. Dir., Laguk Co. Ltd. Russia, 115172, Moscow, Krasnokholmskaya Nab., 11/15 - 132 Tel: +7 05 912 1346, +7 911 2762; Fax: +7 095 912 1260 ylarm-lml@mtu-net.ru THE CONVENTION NEWS COMPANY, INC. – AIN PUBLICATIONS LABACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: +1 201 444 5075. Copyright © 2015. All rights ­reserved. Reproduction in whole or in part ­without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINtv, Business Jet Traveler, BJTwaypoints, ABACE Convention News, Dubai Airshow News, EBACE Convention News, HAI Convention News, Farnborough Airshow News, HAI Convention News, MEBA Convention News, NBAA Convention News, Paris Airshow News, Singapore Airshow News, Mobile App: AINonline Printed in São Paulo by Gráphica Editora Aquarela Translations services: Luciana Marques, Cuiabá, Brazil

Bombardier stays the course, with sales continuing to hold up

Large-cabin jets remain the mainstay for sales, but some experts say the future in Latin America belongs to lighter jets, such as this Mexican-registered Learjet 75.

Over the last 12 months, Bombardier has seen its sales in Brazil remain steady, despite the economic realities faced by the country. Although small-cabin aircraft such as the Learjet 75 on display at the LABACE show continue to garner sales, the main contributions to the order book have come from the larger, longer-range aircraft, such as the Challenger 650 and the Global family.

Currently Bombardier has 145 aircraft operating in Brazil, representing a market share of roughly 20 percent. The nation represents the second largest business aircraft market in Latin America, trailing Mexico, where around 250 Bombardier jets are operational. Recently Mexico has

seen a major upturn in its economy, closely allied to the resurgence in fortunes in the neighboring U.S. Bombardier reports that markets are picking up in Colombia, Guatemala and Panama, too, but that turnaround has yet to reach Brazil.

Bombardier (see page 13) has managed to maintain its sales position in the country primarily through large-cabin aircraft.

Buyers of aircraft such as the Global series are typically larger, mature corporations that are less sensitive to short-term economic fluctuations, and their stability more easily permits long-term investments in corporate aircraft.

Furthermore, as domestic business falls off, many such companies are

DAVID McINTOSH

by David Donald

increasingly looking outside of Brazil for more opportunity. Long-range aircraft that can reach the U.S. provide a vehicle for increased overseas trade in the world’s major markets, while also facilitating access for Brazilian companies to less developed markets, such as Africa.

The Canadian manufacturer has a robust support and sales network to accommodate its market in Brazil.

Lider Aviacão is the local agent, supported by Bombardier sales representatives based in São Paulo. A regional support office is also located in the city, co-ordinating the activities of maintenance centers and the large spare parts

Legacy 450 certificate uContinued from page 1

DAVID McINTOSH

our commitment to reach this milestone just one year after the Legacy 500,” said Embraer vice president for engineering and technology Humberto Pereira. The two aircraft share 95-percent common­ ality, Embraer said.

Two Legacy 450s participated in the certification effort, the first with flighttest instruments and the second with a production-conforming interior. ANAC airworthiness superintendent Dino Ishikura said the agency spent a total of 12,000 man-hours to process data and

inventory that is maintained in Brazil.

Bombardier currently has no plans to create a major service center in Brazil, and for the time being, most servicing activity is performed at facilities in Mexico or the southern U.S. However, the company routinely monitors the local market and fleet to ensure that the existing network continues to meet the needs of local customers, and to improve if necessary. o

paperwork during the aircraft’s certification effort.

Embraer Executive Jets president and CEO Marco Túlio Pellegrini called the Legacy 450 a “game changer in the mid-light segment,” noting that the final version has better range (2,575 nm versus 2,500 nm) and field performance (takeoff distance is 175 feet less, at 3,825 feet, and landing distance is 217 feet shorter, at 2,083 feet).

Embraer expects to receive FAA certification for the Legacy 450 in the “coming weeks,” with EASA approval to follow soon thereafter. Production has already begun and first delivery is scheduled for the fourth quarter. o

LABACE opens uContinued from page 1

was growing at an annual rate of 5-to-6 percent, above a world average of 3 percent, and “last year we were down to the world average.” He added that 2015 would turn out to be “a challenging year, to say the least.”

With a nod to the many military officers present–including Brazil’s air force commandant, air brigadier Nivaldo Luiz Rossato and Department of Air Traffic Control director, air brigadier Vuyk de Aquino–he said that for the business aviation industry in Brazil, “It’s time to rally the troops, and ­re-examine strategy.”

Marson noted that his second term

as ABAG chairman would end in a few months, indicating that he would not seek another term. “Every organization needs fresh air,” he stated. AIN learned that no successor has yet emerged. Marson thanked the many people and organizations that helped make his term possible, singling out Ricardo Nogueira, ABAG executive director, and some of Marson’s predecessors in the role, who were also present, including Francisco Lyra and Rui Aquino.

Marson acknowledged the beautiful weather for the opening of this year’s LABACE, in contrast with the cold and rain that marked the previous two years.

The current Brazilian crisis, he said, is like a storm, but “We’ll come out the other side, and once again be flying in blue skies.” o

DAVID McINTOSH

ABAG opened the LABACE show yesterday morning with a traditional ribbon-cutting, attended by organization officials, industry leaders, political representatives and members of the Brazilian military on hand. While the region has shown itself to be a beacon of hope for the rest of the world during the global financial crisis, now Latin America’s is taking its turn facing economic uncertainty. But that didn’t curb the enthusiasm for LABACE.

Embraer Executive Jets president and CEO Marco Túlio Pellegrini (right center) accepts certification papers for his company’s new Legacy 450 “mid-light” business jet from Brazil Agência Nacional de Aviação Civil (ANAC) airworthiness superintendent Dino Ishikura (left center). The pair are flanked by ANAC deputy Mario Igawa (far left) and Embraer vice president of engineering and technology Humberto Pereira.

www.ainonline.com • August 12, 2015 • LABACE Convention News 3

LABACE 2015 ROLLS OUT THE RED CARPET

NEWS CLIPS

The number of aircraft on the LABACE static display is down to 48 at this year’s show but there is still plenty of quality and variety for visitors to inspect here at São Paulo’s Congonhas Airport with a good mix of jets, turboprops and pistons.

Jetex Flight Support (Booth 3001) is here at LABACE 2015 highlighting its new joint venture facility in Santiago, Chile. Under the recently signed agreement, Jetex and Chile-based Santiago FBO S.A. are jointly operating the FBO at Arturo Merino Benítez International Airport (SCL). The facility opened in June, just in time for the final matches of the Copa America soccer tournament that were held in Santiago.

The move expanded Jetex’s presence in Latin America beyond São Paulo, Brazil, where it provides fueling services and is establishing an operations center at Catarina Executive Airport with Brazilian real estate company JHSF. With the new Chile facility, customers operating in the region benefit from the combination of the Santiago FBO’s knowledge of the local marketplace and Jetex’s international trip-planning expertise, according to the companies.

Facilities at the new FBO include ground handling, aircraft parking, catering, fueling services and a VIP lounge, as well as a 1,400-sq-m (15,070-sq-ft) hangar.

Immigration and customs clearance are also be available on site.

z Dallas Airmotive’s Brazilian Shop Adds HTF7000 Dallas Airmotive’s regional turbine engine repair facility in Belo Horizonte, Brazil, received approval from aviation authority ANAC to perform line maintenance on Honeywell HTF7000 engines, the U.S. company announced on August 10. The approval allows the company to support HTF7000series-powered Bombardier Challenger 300/350s, Embraer Legacy 450/500s and Gulfstream G280s.

“We are excited to receive this approval and extend our capabilities in Brazil,” said Dallas Airmotive chief commercial officer Mark Stubbs. “Challenger, Embraer and Gulfstream customers in the region now have access to rapid response times via the benefits of our global service and support network.”

In May, Dallas Airmotive (Booth 4001) received Honeywell’s authorization for four variants of the engine: the HTF7000, HTF7250G, HTF7350 and HTF7500E. This newest approval adds to the growing list of the company’s manufacturer-authorized support in Brazil.

z Whisper Prop Keeps King Airs Quiet BLR has brought its Whisper Prop for Beechcraft King Air twin-turboprops to LABACE for the first time.

Introduced to the market in May following certification by the U.S. FAA, the Whisper Prop system is a new “ultra quiet” alternative for King Air 90s and 200s. BLR (Booth 2004) is in the process of applying for certification in Brazil under ANAC, according to Dave Morone, the U.S. company’s v-p sales and marketing.

The Whisper Prop features carbon fiber blades with natural composite cores “for superior noise and vibration dampening,” according to BLR. Its relatively small diameter (83-inches on the King Air 90) further enhances smooth, quiet operation.

According to BLR’s own flight test data, the King Air 90 GTi with Whisper Prop is up to 50 percent quieter (in dB - depending on audible frequency) compared to King Air 90GTx fitted with regular propellers.

The company also has its King Air winglets on display along with the certified performance charts that illustrate the possible improvements brought by the combination of BLR’s winglets and the new props, which includes runway performance improvement of up to 33 percent, “as well as significant gains in useful load.” Other benefits include, “access to shorter fields to reduced trip times, and greater safety margins,” said Morone.

DAVID McINTOSH

z Jetex Partners With Santiago FBO in Chile

ABAG riled by ANAC’s political appointments

by Richard Pedicini Last week, a Brazilian Senate committee approved President Dilma Rousseff’s controversial nominations of non-aviation professionals to two of the five seats on the National Civil Aviation Commission (ANAC). An outgoing commissioner with 32 years of aviation experience will be replaced

by Ricardo Fenelon Júnior, a 28-year-old lawyer and son-in-law of a Senate caucus leader, Senator Eunício Oliveira. Several aviation groups, including business aviation

association ABAG, objected to Fenelon’s nomination, as well as to that of José Ricardo Queiroz, who also has little experience in aviation.

During ABAG’s pre-LABACE press conference last week, director general Ricardo Nogueira lamented, “We lost, we lost, we lost… everyone who had a Senator’s cell phone number was asked to call and plead [for the nominations to be rejected].” While ABAG maintains that the law creating ANAC requires that commissioners have

Helicidade weathering Brazil’s economic storm Now participating in its sixth consecutive LABACE, Helicidade (Outside Exhibit 5102) has previously shown off what it offers in its heliport, just across the Pinheiros River from São Paulo’s newest, shiniest skyscrapers. The facility consists of a landing pad, space for 11 helicopters to park outside,

4,500 sq m (48,439 sq ft) of hangarage with capacity for nearly 80 aircraft, a maintenance hangar, a weather station and a soundproofed FBO. The fully-insured heliport has spotless safety record in 13 years of existence and more than 270,00 operations.

This year’s expanded show

Helicidade, operator of this heliport just across the Pinheiros River, faces difficult economic times. Still, its loud-and-clear message is,“We’ll be here tomorrow!”

4 LABACE Convention News • August 12, 2015 • www.ainonline.com

significant experience in aviation, another general aviation figure active in Brasília, who asked not to be named, defended the nominations, saying: “Commissioners are political by nature; their job is to make sure the technical people do what they should.” He saw the conflict not as between aviation professionals and amateurs, but the regulators versus those who get ­regulated, suggesting that the ­agency needs a change of leadership to shake up established processes.

Nogueira warned that the terms of three more commissioners expire in March. He said that after these two approvals, the industry should, “Fly with care! [If these three seats] are filled the same way–wear a parachute!” o presence, with a chalet in the static area and four helicopters for sale, is not a sign of a business boom, though. Helicidade director Edson Pedroso told AIN he’s seen a 30 percent drop in operations in 2015, and his competitors have experienced similar reductions. Economic recovery will only come “in the medium term, in two, two-and-ahalf years at the earliest.”

One big problem is that aviation fuel has gotten more expensive in Brazil, even though crude oil prices have dropped internationally. This has protected the balance sheet of oil giant Petrobras, but has raised the cost of flying. At the same time, the semi-public company, which is engulfed in a scandal over alleged bribery of Brazilian politicians, has delayed payments to suppliers to protect its cash flow.

While Helicidade is not a direct Petrobras supplier, some of its customers were. “They don’t get paid, and they close down and put their aircraft up for sale. The four aircraft we’re exhibiting are all for sale,” said Pedroso. –R.P.

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+55 11 3704 7070 – International Jet Traders, Inc. | Representante exclusivo Gulfstream +55 11 3042 4853 ou +1 912 480 0709 – LUIZ SANDLER luiz.sandler@gulfstream.com | Vice-presidente Regional O alcance mostrado é baseado no alcance teórico NBAA IFR em Mach 0,80 com quatro passageiros. O alcance real será afetado por controle de tráfego aéro, condições meteorológicas, velocidade de operação, opções de equipamentos e outros fatores.

PHOTOS: MATT THURBER

Embraer completa um ano de operações na FBO de Sorocaba por Matt Thurber Aqui no Brasil, o aeroporto Bertram Luiz Leupolz em Sorocaba, a cerca de uma hora de carro do principal aeroporto de São Paulo, o internacional em Guarulhos, se tornou a principal plataforma da aviação executiva para o tráfego associado a São Paulo. O espaço é limitado em Guarulhos e em outros aeroportos da cidade – Congonhas e Campo de Marte. Para melhor servir seus clientes e outros usuários da aviação executiva, em abril do ano passado a Embraer abriu sua primeira FBO (operação com base fixa, na sigla em inglês) em Sorocaba.

A FBO da Embraer está instalada junto ao centro de serviços para jatos executivos da empresa, com a FBO ocupando uma lado do complexo de hangares. É responsável por metade da extensa edificação do hangar e a estrutura de MRO (manutenção, reparo e revisão; na sigla em inglês) fica na outra metade. O tamanho total da estrutura de US$25 milhões é de 20.000 m².

O lado da MRO foi inaugurado em novembro de 2013, proporcionando um lugar conveniente para operadores brasileiros de alguns dos 200 jatos executivos da Embraer. Os centros de serviço para Gulfstream e Dassault Falcon também estão localizados em Sorocaba, assim como um grande número de hangares particulares. A Embraer também opera um centro de serviços em sua matriz em São José dos Campos.

Não é incomum aos fabricantes de aeronaves ter seus próprios FBOs. Por exemplo, a General Dynamics – proprietária da Gulfstream – possui a Jet Aviation Network e a Dassault Falcon também opera sua própria FBO; mas para a Embraer, esta estrutura é a primeira em que o nome designa uma FBO voltada para o cliente.

Dentre as desvantagens atuais de Sorocaba, que os gerentes da Embraer esperam ver resolvidas em breve, está o fato de que o tráfego oriundo de aeroportos de fora do país não pode pousar por lá: não é um aeroporto internacional e não possui instalações de imigração ou alfândega. Os viajantes vindos de outros países precisam, portanto, passar pela imigração em um aeroporto internacional autorizado no Brasil antes de voar para Sorocaba. O aeroporto também não possui instrumentos de aproximação, uma carência que limita sua utilização quando o tempo está ruim. Uma torre de controle está em construção, porém, e aproximações por IFR (regras de voo por instrumentos, na sigla em inglês) provavelmente virão em seguida assim que estiver em operação. A única pista norte-sul do aeroporto tem comprimento de 4.859 pés.

Design Centrado no Cliente Os designers da FBO da Embraer em Sorocaba passaram nove meses planejando a estrutura, com a intenção de deixá-la atraente e

Embraer marks first year of its Sorocaba FBO

by Matt Thurber Here in Brazil, Bertram Luiz Leupolz Airport in Sorocaba, about an hour’s drive from São Paolo’s main airport, Guarulhos International, has become the prime business aviation hub for São Paulo-bound traffic. Space is limited at Guarulhos and at other airports in the city (Congonhas and Campo de Marte). To better serve its customers and other business aviation users, in April last year Embraer opened its FBO at Sorocaba.

The Embraer FBO is collocated with the company’s Executive Jets service center, with the FBO occupying one end of the hangar complex. It is

responsible for half of the large hangar building and the MRO facility in its own half of the building. The total size of the $25 million facility is 20,000 sq m (215,278 sq ft).

The MRO side opened in November 2013, providing a convenient location for Brazilian operators of some 200 Embraer business jets. Service centers for Gulfstream and Dassault Falcon are also located at Sorocaba, as are growing number of private hangars. Embraer also operates a service center at its São José dos Campos headquarters.

It’s not uncommon for aircraft manufacturers to own FBOs. For example, Gulfstream

A nova FBO (operação com base fixa, na sigla em inglês) em Sorocaba no estado de São Paulo inclui amplo espaço para manutenção de aeronaves, e também instalações como sala de conferências e sala de espera para passageiros.

Embraer’s new FBO at Sorocaba in São Paulo state includes extensive space for maintaining aircraft, as well as facilities such as a conference room and passenger lounge.

confortável. Parte desse esforço envolveu visitas a FBOs nos EUA e na Europa para angariar ideias e ver as melhores práticas em ação.

Na FBO de Sorocaba existem duas entradas para clientes. Na entrada voltada para a rua, uma recepção e sala de espera acolhem visitantes. Os clientes seguem por uma passagem adjacente a paredes revestidas de vidro que proporcionam uma clara visualização da parte interna do limpíssimo hangar da FBO, depois passam por uma sala VIP e pelos sanitários no andar de baixo antes de chegar ao lounge de passageiros voltado para a rampa.

Os sanitários estão localizados de forma a acompanhar o fluxo normal de passageiros, seja entrando pela rampa após a chegada de um voo, ou logo após o corredor da entrada externa.

Continua na página 8 u

parent General Dynamics’s owns the Jet Aviation network and Dassault Falcon operates its own FBOs, as well; but for Embraer, this facility is the first where its name graces a customer-facing FBO facility.

Among the current drawbacks to Sorocaba, which Embraer officials hope will be resolved soon, is that traffic arriving from airports outside Brazil cannot land there: it is not an international airport and has no customs and immigration facilities. Travelers inbound from foreign lands must therefore clear customs at an approved international airport in Brazil before flying to Sorocaba. The airport also has no instrument approaches, a shortfall that limits its utility when the weather is bad. A control tower is under construction, however, and IFR approaches

6 LABACE Convention News • August 12, 2015 • www.ainonline.com

will likely follow once it is operating. The airport’s single northsouth runway is 4,859 feet long.

Customer-centric Design

The designers of Embraer’s Sorocaba FBO spent nine months planning the facility, intent on making it appealing and comfortable. Part of this effort involved traveling to FBOs in the U.S. and Europe to solicit ideas and see best practices in action.

At the Sorocaba FBO, there are two entrances for customers. On the street-side entrance, a reception desk and lounge welcome visitors. Customers move farther along a passageway adjacent to glass-faced walls that provide a clear view inside the FBO’s spotlessly clean hangar, then pass by a VIP lounge and the downstairs lavatories before arriving at the ramp-facing passenger lounge. The lavatories are

located to match the normal passenger flow, either entering from the ramp after an inbound flight or just down the hallway from the street-side entrance.

The VIP lounge is outfitted with comfortable chairs, a small conference table, a television and a private lavatory. An outside door next to the driveway alongside the building allows VIPs to enter the lounge directly without having to pass through the reception area. Or a car or van can continue to the end of the driveway and drop passengers just inside a gate that opens onto the ramp. Brazilian rules strictly prohibit driving onto ramps, so passengers must exit the vehicle before it reaches a double yellow line painted on the ramp entrance. Line technicians can tow customer airplanes to the front of the FBO

Continues on page 8 u

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Bell 429’s luxury cabin interior is now unveiled

by Charles Alcock Mecaer Aviation Group is offering its new MAGnificent luxury interior for the Bell 429 helicopter. The package for the light twin is intended to offer a new level of comfort and functionality for passengers in the cabin.

One of the main breakthroughs is Mecaer’s Silens technology for reducing interior cabin noise. This is based on a capsule installed between the airframe and cabin interior that is only attached via the floor and forward and aft bulkheads. By avoiding contact with the ceiling, less noise gets into the cabin from the 429’s engines.

“It means that passengers can comfortably have conversations in the cabin and enjoy movies and music without having to use headsets,” Grayson Barrows, Mecaer’s director of marketing and sales, told AIN. The company has applied the Silens technology to several rotorcraft models and may seek to introduce it for fixed wing aircraft too.

Also new from Mecaer is its I-Feel (Inflight Entertainment Enhanced Lounge), which allows passengers to get online and control entertainment and other cabin systems from their personal electronic devices. These include the electro-chromic windows that can be adjusted to avoid glare from sunlight and the environmental control systems.

The dual-pane windows also reduce noise in the cabin and ensure passenger privacy.

The cabin interiors were developed by Mecaer’s design studio in Rome. It will be optional equipment for the Bell 429, available through supplementary type certificates (STCs), either on new aircraft or as retrofits on existing models. So far, Mecaer has applied for STCs from aviation authorities in Europe, Brazil, Russia, China and Canada.

In addition to the VIP configuration, the 429 can also be used for a variety of emergency medical and parapublic applications,

Embraer Sorocaba

A Universal Aviation tem um escritório na FBO, e é responsável por todo o serviço de assistência em solo para os clientes, assim como serviços de concierge como reservas em hotel e transporte terrestre.

A FBO está aberta 24 horas por dia, sete dias por semana, e o pessoal da Universal está à disposição durante a semana de 7 da manhã às sete da noite e de prontidão em outros horários. Assim como outras estruturas da aviação geral brasileira, a FBO da Embraer não fornece combustível, que deve ser adquirido de fornecedores no aeroporto.

Dez aeronaves executivas têm sua base no aeroporto de Sorocaba (nem todas são da Embraer) incluindo o primeiro Legacy 500 a ser entregue.

A empresa costuma armazenar jatos usados da Embraer no hangar já que a FBO de Sorocaba é o local ideal para exhibir jatos usados e encontrar com compradores em potencial.

Para muitos clientes, a FBO de Sorocaba é sua primeira apresentação à marca Embraer, qualquer que seja o tipo de aeronave que estejam operando. A instalação com o centro de serviços oferece outros benefícios e gerou um novo serviço que a Embraer agora oferece: gerenciamento técnico, que ajuda os clientes a tomar conta de seus jatos, incluindo supervisão de manutenção e hangares de armazenamento, limpeza interior e exterior e assistência em solo. o

uContinuação da página 6

O lounge VIP está equipado com cadeiras confortáveis, uma pequena mesa de conferências, uma televisão e um sanitário privativo. Uma porta externa próxima ao acesso para carros ao longo do prédio permite aos VIPs que entrem no lounge diretamente, sem ter que passar pela recepção. Um carro ou van podem continuar até o final do acesso e deixar os passageiros já dentro do portão que vai para a rampa.

As regras brasileiras proíbem terminantemente dirigir por sobre uma rampa, portanto os passageiros devem sair do veículo antes de chegar na dupla linha amarela pintada na entrada da rampa. Os técnicos podem rebocar aeronaves de clientes até a frente da FBO para embarque e é lá que as aeronaves que chegam geralmente estacionam.

No segundo andar, principalmente para tripulantes de voo e gerentes de FBO, há uma sala de conferências totalmente equipada. Na área de repouso, pilotos encontrarão três confortáveis espreguiçadeiras, geladeira e escrivaninha. O sanitário possui um chuveiro. A sala de operações dos gerentes no segundo andar tem janelas com vista tanto para a rampa como para o hangar.

Noise levels are low enough in Mecaer’s MAGnificent cabin interior for the Bell 429 helicopter that passengers can carry on a conversation without headsets.

and Mecaer also produces interiors for these applications.

Since 1995, the company, which has facilities in Texas and Italy, has completed almost 2,000 aircraft interiors.

Mecaer has just completed a sales demonstration tour of Europe with the VIP Bell 429.

“The reception from those who flew in it was that they loved the comfort and especially the fact that they could have a conversation without using headsets because the cabin is so quiet,” said Barrows.

New VIP 525

Meanwhile, Bell has begun to define interior configuration options for corporate and VIP versions of its new 525 twin, which made its first flight on

Embraer Sorocaba uContinued from page 6

for boarding, and that is where arriving airplanes usually park.

On the second floor, primarily for flight crew and FBO managers, there’s a fully equipped conference room. In the crew rest area, pilots will find three comfortable lounge chairs, a large television, refrigerator and desk. The lavatory has a shower. The managers’ operations room on the second floor has windows with views of both the ramp and hangar.

July 1. “With more than 60 letters of intent around the world for the Bell 525 Relentless, we continue to see significant interest for corporate and VIP missions,” said Jay Ortiz, Bell’s vice president for Latin American sales. “Leveraging the latest technology, the aircraft offers a realm of possibilities when it comes to their specific needs and style.”

As it works with interior suppliers, Bell is aiming to achieve 80 percent commonality between the cabins of its various helicopters while giving customers an extensive choice of options and additive kits.

The aim is to ensure consistency in terms of quality while still allowing the client a lot of flexibility to define their desired

design. According to the manufacturer, the dimensions of the 525 cabin and its movable partitions give plenty of scope for customer choice in terms of interior options.

There are now more than 1,680 Bell helicopters based in the Latin American region, making it the U.S. manufacturer’s second largest fleet worldwide. This fleet includes 58 Bell 429s, 185 of the 412 model and 227 407s, flown by more than 580 operators.

In addition to Latin American demand for the new 525, the region also accounts for 69 letters of intent for the new 505 JetRanger X single. Bell has three aircraft on display at LABACE this week: a 429WLG, a 407GX and a 505. o

Universal Aviation has an office in the FBO, and it is responsible for all ground-handling services for FBO customers, as well as concierge services such as arranging hotels and ground transportation. The FBO is open 24/7, and Universal personnel are on hand during the week from 7 a.m. to 7 p.m. and on call at other times. Like other Brazilian general aviation facilities, Embraer’s FBO does not provide fuel, which must be purchased from suppliers on the airport.

Ten business aircraft are based at Embraer Sorocaba (not all of them Embraers), including the first Legacy 500

delivered. The company often stores pre-owned Embraer jets in the hangar as the Sorocaba FBO is an ideal spot for showing pre-owned jets and meeting with potential customers.

For many customers, Embraer’s Sorocaba FBO is their first introduction to the Embraer brand, no matter what type of aircraft they are operating. Collocation with the service center offers other benefits and spawned a new service that Embraer now offers: technical management, which helps customers take care of their jets, including overseeing maintenance and hangar storage, interior and exterior cleaning and ground handling. o

HELIBRAS TUNING H225 SIMULATOR IN RIO Airbus subsidiary Helibras has finished construction of its Training and Simulator Center in Rio de Janeiro, and the first INDRA full flight simulator is being calibrated prior to certification, on schedule to start training H225 pilots in October.

The center is part of Helibras’s commitment to deliver and support fifty H225M aircraft to Brazil’s Defense Ministry for the three armed forces, and the Rio location will also be convenient to train civilian H225 customers in the Oil & Gas sector.

8 LABACE Convention News • August 12, 2015 • www.ainonline.com

A Helibras spokesman told AIN, “Formerly oil-and-gas operators of the H225 had to go overseas for simulators. The military operators of the H225M trained in the aircraft itself.”

The simulator has a specially developed visual database including the whole of Brazil’s territory.

Helibras estimates the simulator will be used around 2,500 hours a year, but to meet demand that can be pushed to 3,500 hours a year. The new center can eventually accommodate a second simulator. –R.P.

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Visite-nos na LABACE cabine 3006.

aeronaves monomotoras. A categoria de táxi aéreo cresceu em apenas uma região, o nordeste, em 2014.

Serviços Aéreos Privativos O setor com o maior aumento nos números em 2014 foi o de “serviços aéreos privativos,” acrescentando 353 aeronaves. Foi também a única categoria a aumentar o número de voos, sendo responsável por 47 por cento das operações da aviação geral.

A frota de serviços aéreos privativos cresceu 4 por cento na Região Norte, e novamente 4 por cento na Região Nordeste, e continua representando 73% da frota no Cento-Oeste, ainda que treinamento cresceu mais na região em 2014.

Campo de Marte De acordo com o Anuário Brasileiro de Aviação Geral da ABAG, o setor com o maior aumento nos números em 2014 foi o de “serviços aéreos privativos.” Foi também a única categoria a aumentar a quantidade de voos, sendo responsável por 47 por cento das operações da aviação geral.

According to ABAG’s Brazilian Yearbook of General Aviation, the sector with the largest numerical increase in 2014 was “private air service.” It was also the only category to increase the number of flights, accounting for 47 percent of GA operations.

Anuário: Frota de aviação nacional cresceu menos, voou menos por Richard Pedicini A frota da aviação geral brasileira cresceu mais lentamente e voou menos em 2014, com o crescimento indo em direção à região centro-oeste do país, de acordo com a quinta edição do Anuário Brasileiro de Aviação Geral da ABAG, lançado aqui na LABACE 2015. A frota de 2014, de 15.120 aeronaves representa um aumento de 3.2 por cento em relação ao ano anterior, a menor taxa de crescimento desde 2007, e apesar de incluir mais aeronaves, as 686.000 operações realizadas pela aviação geral em 2014 nos 33 maiores aeroportos do país, representam uma queda de 7 por cento em relação a 2013.

O anuário calcula o valor total da frota da aviação geral em $12.749 bilhões, um aumento de 3.1 por cento em relação a 2013, com os jatos bimotores compondo a maior fatia dos valores, 35 por cento. A frota tem uma média de idade de 20 anos, apesar de a média entre os helicópteros ser de 13 anos com 29 por cento na faixa dos 1-5 anos, e os jatos têm média de 14 anos, com, com 55 por cento tendo menos de 10 anos.

O anuário, que é fartamente ilustrado com gráficos e tabelas e está disponível em versão impressa, assim como em pen drive ou na Apple Store, tem, desde a edição do ano passado, incluído informações sobre o valor da frota e a contribuição da aviação geral para a economia. O retrato

estatístico que ele traz da aviação geral brasileira, onde e porque se voa, mostra alguma contradição e uma certa mudança no crescimento que aparentemente carrega contradições.

A frota instrucional teve o maior percentual de crescimento, acrescentando 96 novas aeronaves em 2014, mas pelo segundo ano consecutivo representou a maior redução nas operações, com quase 32.000 voos a menos que em 2013.

Na Região Centro-Oeste, o crescimento instrucional de 17 por cento foi o maior em qualquer categoria, mantendo a tendência de crescimento ininterrupta desde 2012.

O aumento de 3.2 por cento na frota do país é uma alteração líquida de 472 aeronaves, com 184 novas e 398 aeronaves usadas a mais e duas tendo mudado de função para a aviação geral para um total de 584 acréscimos, menos 112 registros cancelados. Na década passada quase 5.000 aeronaves foram incluídas, um aumento cumulativo de 45.5 por cento.

Tendências Regionais A frota da Região Sudeste representa 42 por cento do total no Brasil, 27 por cento estando em São Paulo somente. Porém, a frota da região cresceu apenas 2 por cento em 2014.

A fatia de 22 por cento da Região Centro-Oeste na frota do país a torna a segunda maior região. Cresceu 5

por cento com 166 novas aeronaves, sua frota de jatos cresceu 14 por cento e a frota de helicópteros 13 por cento. A Região Sul, que é a terceira maior, também cresceu 5 por cento, acrescentando 122 aeronaves; jatos aumentaram 14 por cento no ano anterior, seguido pelos helicópteros com 13 por cento.

Táxi Aéreo Táxis aéreos foram a única categoria em que a frota diminuiu, caindo 16 por cento nos últimos dois anos. É a única categoria de utilização onde a maior parte da frota (52 por cento) é de bimotores, mas desde 2013 o segmento de bimotores da frota diminuiu 5 por cento, comparado a uma queda de 3 por cento no número de

Enquanto o aeroporto Campo de Marte em São Paulo permanece sendo o aeroporto da aviação geral mais movimentado do país, tanto em operações quanto em aeródromos conectados, houve declínio de 152.711 em 2012 para 137.314 em 2013, e caiu ainda mais 11.7 por cento indo para 121.229 em 2014. Os números do DECEA (Departamento de Controle do Espaço Aéreo) mostram que junho e julho, os meses da Copa do Mundo, foram significativamente mais baixos que outros meses, refletindo as restrições de segurança.

Somente janeiro e fevereiro mostraram melhoria em relação a 2013, quando estes meses foram notoriamente chuvosos enquanto dezembro, sem chuva e sem Copa do Mundo mas no aperto da crise econômica atual, ficou 21 por cento abaixo em relação a dezembro de 2013.

O Novo Almanaque do DECEA Em junho o DECEA publicou seu primeiro Anuário Estatístico de

Yearbook: Brazil’s GA fleet grew less, flew less

by Richard Pedicini The Brazilian general aviation fleet grew more slowly and flew less in 2014, with growth moving toward the country’s central-west region, according to the fifth edition of ABAG’s Brazilian Yearbook of General Aviation, issued here at LABACE 2015. The 2014 fleet of 15,120 aircraft represents a 3.2 percent increase from the prior year, the lowest growth rate since 2007, and despite including more aircraft, the 686,000 operations performed by general aviation in 2014 at the country’s 33 largest airports, represent a 7 percent drop from 2013.

10 LABACE Convention News • August 12, 2015 • www.ainonline.com

The Yearbook calculates the total value of the GA fleet at $12.749 billion, up 3.1 percent from 2013, with twinjets composing the largest share by value, 35 percent. The fleet has an average age of 20 years, although helicopters average 13 years with 29 percent in the 1-5 year range, and jets average 14 years, with 55 percent being less than 10 years old.

The Yearbook, which is heavily illustrated with graphs and charts and available in print, as well as on a thumb drive or in the Apple Store, has since last year’s edition included information on

Tráfego Aéreo, cobrindo os mesmos 33 aeroportos analisados no Anuário da ABAG. Os dados incluem informações comerciais, militares e também da aviação geral, e estão divididos pela hora do dia e dia da semana, e resumido por terminais e as cinco Regiões de Informação de Voo nacionais.

A Força Aérea observa uma queda de 2 por cento nos movimentos totais da aviação em relação a 2013, mas atribui isto às restrições de segurança impostas para a Copa do Mundo de 2014, que aconteceu em junho e julho.

O aeroporto que mostrou o maior crescimento no movimento, Joinville, no estado sulista de Santa Catarina, teve 28 por cento mais movimento, impulsionado por um aumento na aviação geral da ordem de 40.7 por cento, a um total de 9.670 movimentos na aviação geral no ano. O Anuário do DECEA está disponível (em português apenas) em: http://issuu.com/aeroespaco/ docs/anuario_2014_def_internet_.

Apesar de o movimento de informações no Anuário Brasileiro de Aviação Geral da ABAG ser proveniente da base de dados do DECEA, foi apenas após quatro anos de sucesso do Anuário da ABAG que o DECEA passou a publicar seu próprio compêndio.

Dados brutos não são publicados.

O Anuário da ABAG junta informações de movimentação aos dados de registro de aeronaves na agência nacional de aviação civil, ANAC, informações do mercado e outras fontes, e inclui análises que, desde a primeira edição, o tem transformado numa importante referência para tomadores de decisões do setor público e privado na indústria brasileira de aviação. o

the value of the fleet and general aviation’s contribution to the economy. Its statistical portrait of Brazilian general aviation and where and why it flies shows some contraction and some shift in growth that carries apparent contradictions.

The instructional fleet had the highest percentage of growth, adding 96 new aircraft in 2014, but for the second year in a row represented the greatest reduction in operations, with almost 32,000 fewer flights than in 2013.

In the central-west region, instruction’s 17 percent growth was the highest of any category, maintaining a growth trend uninterrupted since 2012.

The 3.2 percent growth in the country’s fleet is a net change of 472 aircraft, with 184 new and 398 used aircraft added and two changing usage to GA for

Continued on page 12 u

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NBAA has good advice for S. American travel The U.S. National Business Aviation Association (NBAA) issued guidance since June relating to flight operations to three South American countries: Brazil, Argentina and Venezuela.

For Brazil the advice was issued on July 16 and states: “For those with no travel experience in Brazil, international handlers can help operators make the necessary arrangements before visiting South America’s largest country. Aside from selecting a flight-planning partner, companies should consider the following on flying to Brazil.”

It then list the five pieces of advice: » expect a slower pace–“flight crew should learn local procedures and be prepared for processes to take longer than in the U.S.; » Get your visas in order; keep volcanic activity in mind–especially over the Andes mountains, which have 2,000 volcanoes (one quarter can be active to some extent at any given time); » check ahead for fuel, maintenance and ramp services–most airports expect operators to have their own tow bars; » obtain contact details before arriving of all possible maintenance providers (for airframe, avionics and engine).”

NBAA states that Pablo

Pañalva, who is the regional lead for South America on the NBAA’s International Operators Committee, advises: “Once an operator sets up handling services through an ISP [International Service Provider] for a given location in Brazil, I would highly recommend for captains to contact the local FBO or handling company ops manager in Brazil directly to re-confirm all services already in place, double checking all aspects of the operation that is about to take place and addressing potential last minute concerns prior to the trip.”

He warns that things can change unexpectedly in South America, for example a fuel shortage, ATC strike or demonstrations.

For Venezuela, the country implemented new visa requirements in March, meaning that some U.S. citizens travelling to the country now need to obtain a visa. Active crewmembers have a 72-hour exemption provision if they’re listed in the General Declarations (GenDec), said the NBAA advice note. Crewmembers have to stay at or near the airport and cannot engage in business or tourist activities.

Business travellers need a visa and they are not easy to obtain, and need to be applied for 5-10 days before the trip at least– if not 3-4 weeks beforehand

Brazil’s GA fleet grew less, flew less

122 aircraft, jets growing 14 percent over the prior year, followed by helicopters with 13 percent.

uContinued from page 10

a total of 584 additions, less 112 canceled registrations. Over the past decade almost 5,000 aircraft were added, a cumulative increase of 45.5 percent.

Regional Trends

The southeast region’s GA fleet represents 42 percent of Brazil’s total, 27 percent being in São Paulo alone. However, the region’s fleet grew only by 2 percent in 2014.

The central west’s 22 percent share of the country’s fleet makes it the second-largest region. It grew 5 percent with 166 new aircraft, its jet fleet growing 14 percent and its helicopter fleet by 13 percent. The southern region, which is the third largest, also grew by 5 percent, adding

Air Taxi

Air taxis were the only category where the fleet shrunk, dropping 16 percent over the past two years.

It is the only usage category where most of the fleet (52 percent) is twin-engine, but since 2013 the twin-engine segment of the fleet declined 5 percent, compared to a 3 percent drop for the number of single-engine aircraft. The air taxi category grew in only one region, the northeast, in 2014.

Private Air Services

The sector with the largest numerical increase in 2014 was “private air service,” adding 353 aircraft. It was also the only category to increase the number of flights, accounting for 47 percent of GA operations. The private-air-services fleet grew by 4

FOTOLIA

by Ian Sheppard

(according to G3 Global Services). Tourists face an even harder task and need to go for a personal interview at their nearest Venezuelan consulate.

NBAA recommends that business aircraft operators ask all passengers headed for Venezuela present their visas before boarding. But the association notes that operators should obtain the latest information as the situation is changing constantly.

With Argentina, the customs, immigration and quarantine (CIQ) procedures are “strict,” said NBAA. “All items, including any luggage and passenger or crew belongings, which are not flight-related items, must be removed from the aircraft, scanned by a CIQ officer and stored off the aircraft during one’s entire stay in Argentina. Only frozen food items may be stored at

the airport. Passengers and crew members are cleared through biometric measures, including photos and fingerprints.”

It added that Buenos Aires’ Ezeiza International Airport (EZE/SAEZ) is “reported to be one of the strictest in regards to CIQ procedures. Flight crews must be aware of the requirement to unload all baggage and must be particularly diligent when transporting items like art pieces, musical instruments or other valuable items. If you plan to carry these types of items it’s highly recommended that you notify your ground handler in advance so they can make appropriate arrangements.” Argentina also requires all passengers who are American, Canadian or Australian citizens to pay a “reciprocity fee” prior to arriving at any port of entry in Argentina. Flight crew members

are exempt from this fee and if listed on the general declaration are not required to have visas.

NBAA advises a visit to the Direccion Nacional Migraciones website for detailed immigration requirements.

“Operators should also be aware of specific airport restrictions. For example, San Fernando International Airport (FDO/SADF) is a popular Buenos Aires alternative, but it is a weight-restricted airport.

Other airports have limited parking availability or have only Spanish-speaking air traffic controllers. Still others have limited ground service equipment.”

NBAA has several resources to help members who are planning international trips, including the International Feedback Database and Air Mail social network. o

percent in the northern region, and again with 4 percent led in the northeast, and while trailing instruction’s growth in the central west, it still represented 73 percent of the region’s fleet.

without rain and without the World Cup but in the grip of the current economic crisis, was 21 percent below December 2013.

state of Santa Catarina, had 28.0 percent more movements, pushed up by a GA increase of 40.7 percent, to a total of 9,670 GA movements for the year. The DECEA Yearbook is available (in Portuguese only) at: http:// issuu.com/aeroespaco/docs/ anuario_2014_def_internet_.

While ABAG’s Brazilian Yearbook of General Aviation’s movement data is derived from DECEA’s database, it was only after four years of the ABAG Yearbook’s success that the DECEA published its own summary. Raw data is not released.

The ABAG Yearbook joins the movement information to data from civil aviation agency ANAC’s aircraft registry, market information and other sources, and includes analysis that, since the first edition, has made it an important reference for private and public decision makers for the Brazilian aviation industry. o

Campo de Marte

While São Paulo’s Campo de Marte airport remained the country’s busiest general aviation airport, both in operations and in airfields connected, movements declined from 152,711 in 2012 to 137,314 in 2013, and dropped a further 11.7 percent to 121,229 in 2014. Figures from DECEA (the Brazilian Air Force’s Department of Airspace Control) show that June and July, the months of the soccer World Cup tournament, were significantly lower than other months, reflecting security restrictions. Only January and February showed improvement from 2013, when those months were notoriously rainy, while December,

12 LABACE Convention News • August 12, 2015 • www.ainonline.com

DECEA’s New Almanac

In June DECEA issued its first Air Traffic Statistical Yearbook, covering the same 33 airports analyzed in the ABAG Yearbook. The data includes commercial and military as well as general aviation information, and is broken out by hour of the day and day of the week, and summarized by terminal areas and the five national Flight Information Regions.

The air force notes a 2 percent drop in total aviation movements compared to 2013, but ascribes this to security restrictions imposed for the 2014 World Cup, which took place in June and July. The airport that showed the greatest growth in movement, Joinville, in the southern

A Bombardier traz um trio de jatos para a LABACE 2015 A Bombardier Aerospace está aqui na LABACE com três aeronaves da sua família de aeronaves executivas, o Learjet 75, o Challenger 350 e um Global 6000. Os jatos à mostra em São Paulo representam os principais produtos atuais da fabricante canadense, num momento em que os futuros do novo Learjet 85 e dos Global 7000/8000 estão sendo reavaliados, e enquanto a empresa se esforça para lidar com o estouro do orçamento na desenvovimento dos aeronaves CSeries.

“A LABACE ganha ímpeto a cada ano e uma vez mais estamos orgulhosos em participar com força total com aeronaves pertencentes às nossas três famílias de produtos,” comentou Stephane Leroy, vice presidente regional da Bombardier na América Latina. “Nossa base de clientes na região se expande constantemente e a Bombardier está numa posição forte com a linha de produtos perfeita para atender as necessidades de nossos clientes na América Latina.”

Com um alcance de mais de 2.000 mn, o Learjet 75 pode confortavelmente voar com quatro passageiros e dois tripulantes de São Paulo a Santiago, no Chile; o Challenger 350 pode conectar São Paulo ao Panamá já que tem 3.200 mn de alcance. O Global 6000 pode atravessar o Oceano Atlântico de São Paulo a Lisboa, com oito passageiros (com alcance máximo, se estiver com até oito passageiros, de 6.000 mn).

A Bombardier afirma ser líder de mercado na América Latina com mais de 1.900 aeronaves na região. Ao longo dos próximos 10 anos, a empresa prevê demanda por

850 entregas de jatos executivos no valor de US$ 24 bilhões para o segmento de aviação executiva na América Latina. Seus analistas acreditam que a frota da região crescerá 3 por cento ao ano.

No mês passado, a Bombardier Aerospace disse que estava conduzindo uma “revisão completa” de seus novos programas Global 7000 e 8000, que são desenhados para acrescentar dois novos jatos de alcance ultra longo à sua linha de produtos.

O primeiro prototipo para voo teste do 7000 já está sendo montado mas parece provável que o cronograma de certificação de ambas as aeronaves seja adiado.

No início deste ano a empresa começou a reduzir sua mão de obra em Querétaro, no México, e em Wichita, no Kansas, mas enfatizou que cada um destes unidades se manteria como parte fundamental de suas atividades, com Wichita abrigando a montagem dos Learjet 70 e 75, juntamente com o centro de testes de voo da Bombardier e um centro de serviços. Querétaro, enquanto isso, fornece estruturas aéreas para as aeronaves Global.

Mais recentemente a empresa começou um esforço para levantar US$3 bilhões em capital adicional para auxiliá-la a completar a CSeries e os Global 7000/8000, em parte vendendo parte da Bombardier Transportation, sua unidade ferroviária baseada na Alemanha.

Os novos jatos Global foram anunciados em 2010 com o objetivo de competir com o Gulfstream 650. Voando a uma velocidade de cruzeiro de Mach 0,85, o Global 7000 terá alcance

DAVID McINTOSH

por Ian Sheppard

Com alcance de 3.500 mn, o Challenger 350 pode voar sem paradas entre os mais importantes pares de cidades na vasta região da América Latina.

With 3,500 nm range, the Challenger 350 can fly non-stop between most significant city pairs within the vast Latin American region.

máximo de 7.300 nm; o alcance do ligeiramente mais curto Global 8000 será de 7.900 mn.

Ambas as aeronaves utilizam a fuselagem atual do Global 6000 mas a estendem – o 7000 em 343 centímetros e o 8000 em 69 centímetros – e acrescentam janelas maiores na cabine que se estendem mais acima na parede lateral.

A aeronave incluirá controles de voo flyby-wire, uma nova asa mais fina e de alta velocidade, motores GE Passport com maior eficiência de combustível (16.500 libras de impulso cada) e aviônica da Rockwell Collins Pro Line Fusion.

Learjet 85 na aguarda Em janeiro de 2015, a Bombardier anunciou que está interrompendo o desenvolvimento de seu maior modelo Learjet até o momento, o Learjet 85. A atitude resultou em uma despesa antes de impostos de US$1.4 billion para os resultados financeiros do último trimestre do grupo e cerca de 1.000 postos de trabalho a menos.

A Bombardier citou o que vê como um ponto fraco persistente no mercado de jatos

Bombardier brings a trio of jets to LABACE

by Ian Sheppard Bombardier Aerospace is here at the LABACE show with three aircraft from its business aircraft family, the Learjet 75, Challenger 350 and a Global 6000. The jets on display in São Paulo represent the Canadian manufacturers current flagship products at a time when it is reassessing the future of the new Learjet 85 and Global 7000/8000 as it struggles to deal with the fallout from large cost overruns on its CSeries airliner development.

“LABACE is gaining momentum every year, and once again we are proud to participate in full force with aircraft from our three product families,” commented Stephane Leroy, Bombardier’s regional v-p for Latin America.

“Our customer base in the region is constantly expanding and Bombardier is in a strong position with the perfect product lineup to cater to the needs of our customers in Latin America.”

With a range of more than 2,000 nm, the Learjet 75 can

comfortably fly four passengers and two crew from São Paulo to Santiago, Chile; the Challenger 350 can connect São Paulo with Panama as it has a 3,200 nm range. The Global 6000 can fly transatlantic from São Paulo to Lisbon, Portugal with eight passengers (with a maximum range with up to eight passengers of 6,000 nm).

Three Percent Annual Growth

Bombardier claims to be the market leader in Latin America with more than 1,900 aircraft in the region. Over the next 10 years, the company forecasts demand for over 850 business jet deliveries valued at $24 billion for the overall business aviation industry in Latin America. Its forecasters believe the region’s fleet will grow by three percent per annum.

Last month Bombardier Aerospace said that it was conducting a “full review” of its new Global 7000 and 8000 programs, which

are designed to add two new ultralong range jets to its product range. The first flight-test example of the 7000 is being assembled but it looks likely that the timetable for certifying both aircraft could be delayed.

Earlier this year the company started to cut its workforce in Querétaro, Mexico, and Wichita, Kansas, but it stressed that each location remained a critical part of its activities, with Wichita housing Learjet 70 and 75 assembly, along with the Bombardier flight-test center and a service center. Querétaro, meanwhile, is providing aerostructures for Global aircraft. More recently the company started on an effort to raise $3 billion in fresh capital to help it to complete the CSeries and Global 7000/8000, partly by selling off part of Bombardier Transportation, its rail unit based in Germany.

The new Global jets were announced in 2010 with the aim

leves como a razão para colocar o programa na espera. Porém, os analistas da indústria Rolland Vincent (fundador da JetNet IQ) e Richard Aboulafia (do Teal Group) argumentaram que aeronaves rivais como os Legacy 450 e 500 da Embraer e o novo Citation Latitude da Cessna, têm visto vendas encorajadoras. No ponto de vista deles, a suspensão do programa é principalmente devido as pressões financeiras causadas por sérios atrasos com o CSeries, e ainda veremos se a Bombardier vai dar continuidade ao trabalho no novo Learjet.

Suporte Fortalecido Reconhecendo o crescimento da aviação executiva na América Latina, a Bombardier aumentou sua estrutura de suporte ao cliente na região. Em março de 2014, abriu um novo escritório regional de suporte a aeronaves executivas em Toluca, no México, três anos após abrir um escritório em São Paulo para atender operadores brasileiros. Ambos os escritórios têm entre os funcionários, representantes de serviço de campo, gerentes de contas de suporte ao cliente, pilotos de relação com o cliente e gerentes de escritório. o

of competing with the Gulfstream 650. Cruising at Mach 0.85, the Global 7000 will have a maximum range of 7,300 nm; the range of the slightly shorter Global 8000 will be 7,900 nm.

Both aircraft use the current Global 6000 fuselage but stretch it–the 7000 by 11 feet, 3 inches and the 8000 by two feet, three inches–and add bigger cabin windows extending higher up the sidewall.

The aircraft will feature flyby-wire flight controls, a new thin high-speed wing, more fuelefficient GE Passport engines (16,500 pounds of thrust each) and Rockwell Collins Pro Line Fusion avionics.

Learjet 85 On Hold

In January 2015, Bombardier announced that it is halting the development of its largest Learjet model to date, the Learjet 85. The move resulted in a $1.4 billion pre-tax charge for the group’s fourth-quarter financial results and up to around 1,000 jobs lost.

Bombardier cited what it views as continued weakness in the light

jet market as the reason for putting the program on hold. However, industry analysts Rolland Vincent (founder of JetNet IQ) and Richard Aboulafia (of the Teal Group) argued that rival aircraft such as Embraer’s Legacy 450 and 500, and Cessna’s new Citation Latitude, have seen encouraging sales. In their view, the program suspension is mainly due to the financial pressures caused by serious delays with the CSeries, and it remains to be seen whether Bombardier will resume work on the new Learjet.

Stronger Support

In recognition of business aviation growth in Latin America, Bombardier has taken steps to boost its customer support infrastructure for the region. In March 2014, it opened a new business aircraft regional support office in Toluca, Mexico, three years after opening an RSO in São Paulo to service Brazilian operators. Both RSOs are staffed by field service representatives, customer support account managers, customer liaison pilots and office managers. o

www.ainonline.com • August 12, 2015 • LABACE Convention News 13

A AgustaWestland vê a América Latina em uma “ascensão positiva” por Mark Huber A AgustaWestland (AW) continua a enxergar perspectiva de crescimento nas vendas por toda a América do Sul. Ela está usando jogadas novas para expandir e melhorar o suporte ao cliente na região, que representa 10-15 por cento das relações comerciais da fabricante com base na Europa ao redor do mundo e onde há mais de 200 de seus helicópteros voando atualmente. Este número inclui 30 bimotores médios AW139s no momento voando por operadores offshore no Brasil. A empresa também observa que há encomendas para mais de 50 de seus AW109 Grand e GrandNew bimotores leves a serem utilizados para transportar passageiros VIP/corporativos em operações no Brasil.

Para sustentar o crescimento desta frota, planos imediatos incluam a construção de um novo centro de manutenção e suporte próxima a São Paulo, maior e com um estoque maior de peças até o final deste ano.

Enquanto isso o suporte a clientes de países onde se fala o espanhol, como Argentina, Chile e Colômbia, será tranferido do atual base no Brasil, para a unidade AW da Filadélfia nos EUA. A AW da Filadélfia emprega representantes técnicos que falam espanhol e atualmente já presta suporte ao México.

Bob Brandt, vice-presidente da unidade de negócios AW das Américas, considera que as economias do Brasil e de outros países da região estejam “voltando,” observando um pequeno crescimento no interesse em comprar

novos helicópteros este ano. “Temos tido atividade moderada. Não tem sido tão prolífico quanto os últimos três ou quatro anos. Mas utilizando a atividade recente como a prova de fogo, tenho visto um crescimento positivo no momento. Temos muito projetos em andamento e estamos trabalhando para fechá-los,” disse Brandt.

“Vemos a América do Sul em geral como uma grande oportunidade e o Brasil é um dos maiores mercados para helicópteros no mundo. Estamos comprometidos em expandir nossa presença por todo o continente.”

A demanda pelo novo AW169 de 4,6 toneladas 4,6 bimotor médio é forte na região, principalmente no Brasil, onde 20 na configuração corporativa já foram encomendados. A capacidade de alta altitude do novo AW109 Trekker bimotor leve também chamou a atenção dos compradores, de acordo com Brandt.

O primeiro protótipo do Trekker voará ainda este ano. A AW recentemente selecionou a Genesys como fornecedora da aviônica para a aeronave. Com um peso máximo na decolagem de 7.000 lb (3.175 kg), o Trekker inclui trem de pouso de derrapagem, dois motores 815 shp da Pratt & Whitney Canada PW207C equipados com Fadec, uma velocidade máxima de cruzeiro de 154 kts, um alcance máximo de 445 nm, e espaço para até seis passageiros. Será fabricado na AW da Filadélfia.

A Agência Européia para a Segurança da Aviação (EASA) concedeu

AgustaWestland sees ‘positive climb’ in region

by Mark Huber AgustaWestland (AW) continues to see promise for commercial sales growth throughout South America. It is making new moves to expand and improve customer support throughout the region, which represents 10-15 percent of the Europebased manufacturer’s commercial business worldwide and where more than 200 of its helicopters are currently flying. That number includes 30 medium twin AW139s presently flying for offshore operators in Brazil. The company also notes that there are orders for more than 50 of its

AW109 Grand and GrandNew light twins to be used to fly VIP/ corporate and passenger transport operations in Brazil.

To support this growing fleet, immediate plans call for construction of a new and larger support and maintenance facility near São Paulo with a larger parts stock later this year, while concurrently shifting Brazilbased support of customers in Spanish-speaking countries throughout the area, including Argentina, Chile, and Colombia, to AW’s Philadelphia plant in the U.S. AW Philadelphia employs

certificação de aprovação para o AW169 em 15 de junho. O modelo inclui um par de motores Pratt & Whitney Canada PW-210A controlados por Fadec (1.000 shp cada) e aviônica touchscreen com painel de vidro da Rockwell Collins com capacidades que incluem um sistema de controle de voo digital de quatro eixos (DAFCS) e duplo Sistema de Gerenciamento de Voo (FMS). Será aprovado para operações com um piloto IFR (SPIFR).

Os modelos AW169 são equipados com um rotor principal de velocidade variável, que melhora a eficiência e reduz o ruído externo e é o primeiro helicóptero da categoria a entrar no mercado com trem de pouso elétrico retrátil. Foi desenhado para ser compatível com o procedimento de manutenção MSG-3. A velocidade máxima de cruzeiro é de 155 nós e o AW169 tem máximo alcance de 431 nm. A cabine de 222 pés cúbicos acomoda de 7-10 passageiros.

As primeiras unidades serão entregues pela fábrica da AW em Vergiate, Itália e uma segunda linha de produção do AW169 abrirá na AW da Filadélfia ainda este ano. Mais de 150 AW169 foram encomendados até o momento em todo o mundo.

Brandt explicou que o interesse do comprador regional entre os AW109 e AW169 está dividido em cerca de 60%-40%. Enquanto os clientes do suporte ao gás e ao petróleo offshore já expressaram seu interesse no novo, homologado, super médio AW189 e no tiltrotor civil AW609 – programado para ser homologado, ao final de 2017 – a recessão mundial no setor de energia desacelorou as encomendas; porém, oito AW189 estão atualmente encomendados na região e mais unidades do AW139, incluindo aqueles operadoe pela Era, empresa de atendimento a helicópteros de Oil & Gas, estão voando na Colômbia

Spanish-speaking tech reps and already supports Mexico.

Bob Brandt, AW vice president of the Americas commercial business unit, sees the economies of Brazil and other countries throughout the region “coming back,” noting an uptick of interest in new helicopter purchases this year. “We’ve got reasonable activity. It hasn’t been as prolific as the past three or four years. But using recent interest and activity as a litmus test, I am seeing a positive climb at the moment. We have a lot of projects working and we are working to close them,” Brandt said. “We see South America in general as a great opportunity and Brazil is one of the biggest helicopter markets in the world. We are committed to expanding our presence throughout the continent.”

14 LABACE Convention News • August 12, 2015 • www.ainonline.com

Continues on page 16 u

Mais de 200 helicópteros AgustaWestland operam no momento na América Latina, incluindo o AW109, o AW139 e o AW169.

More than 200 AgustaWestland helicopters are now operating in Latin America, including the AW109, the AW139 and the AW169.

enquanto a atividade com petróleo e gás se expande nesse país.

Espera-se que o AW609, um vez apresentado, saia-se muito bem na região. “Temos tido aumento de interesse no 609 por toda a região,” Brandt observou, inclusive de empresas produtoras de petróleo e gás que atendem a gigante brasileira do petróleo, parcialmente estatal, Petrobrás. “Nós apresentamos o 609 à Petrobrás,” disse Brandt.

“Eles têm interesse.” Um porta-voz da AW disse que o AW609 especificamente pode mudar o jogo no mercado brasileiro, citando sua habilidade de voar partindo de um heliporto num telhado no centro de São Paulo ao centro do Rio de Janeiro em apenas 50 minutos.

O AW609 será fabricado na AW da Filadélfia com início em 2017 e a maioria das atividades de testes de voo associadas à aeronave serão realocadas para lá este ano. O números relacionados à performance, recentemente revisados, agora dão ao 609 um peso máximo na decolagem equivalente ou excedente de 17.500 libras (7.937 kg) numa decolagem curta e pouso ou decolagem corrida, e um máximo alcance padrão sem reservas de 750 nm, ou 1.100 nm com tanque de combustível auxiliar. A velocidade máxima de cruzeiro continuará 275 nós a 25.000 pés.

A performance geral é melhor devido aos benefícios do efeito de solo que são melhores do que os esperados, e recentes melhorias aerodinâmicas que reduziram peso e eliminaram o arrasto em 10 por cento. O gerente do programa AW609 Clive Scott disse que espera que a aeronave seja precificada em níveis comparáveis a um helicóptero super médio convencional.

O AW609 inclui aviônica touchscreen da Rockwell Collins Pro Line Fusion e motores da Pratt & Whitney Canada PT6C-67A. Recentes aperfeiçoamentos no design incluem uma nova porta para a cabine principal que inclui um design em forma de ostra em duas peças com um degrau integrado. Tem largura de 35 polegadas e é mais leve que a porta de uma peça utilizada anteriormente. Isso permitirá que o AW609 seja fabricado com a mesma porta independente da missão kit–SAR, EMS e transporte VIP. Outras modificações recentes à aeronave original incluem mudanças nos computadores de dados aéreos e plataformas de referência inercial, uma versão atualizada do software fly-by-wire, um sistema de controle de voo modernizado, um sistema de testes automáticos e um novo sistema do pitot, que agora utiliza o mesmo sistema instalado no AW139 bimotor médio. o

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O novo tiltrotor AW609, que combina a flexibilidade operacional de um helicóptero com a velocidade de uma aeronave de asa fixa, tem expectativa de sucesso na América Latina.

The new AW609 tiltrotor, which combines the operational flexibility of a helicopter with the speed of a fixed wing aircraft, is expected to do well in the Latin America.

AgustaWestland uContinued from page 14

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Demand for the new 4.6-metricton AW169 4.6 medium twin is strong throughout the region, particularly in Brazil, where 20 in corporate configuration have been ordered. The high-altitude capabilities of the new AW109 Trekker light twin also have captured customer attention, according to Brandt.

The first Trekker prototype will fly later this year. AW recently selected Genesys as the avionics supplier for the aircraft. With a maximum takeoff weight of 7,000-lb (3,175 kg), the Trekker features skid landing gear, two Fadec-equipped Pratt & Whitney Canada PW207C 815-shp engines, a maximum cruising speed of 154 kts, a 445-nm maximum range, and room for up six passengers. It will be manufactured at AW Philadelphia.

The European Aviation Safety Agen­cy (EASA) granted certification approval for the AW169 on June 15. The type features a pair of Pratt & Whitney Canada PW-210A Fadec-controlled engines (1,000 shp each) and Rockwell Collins glass panel touchscreen avionics with capabilities that include a four-axis digital automatic flight control system (DAFCS) and dual Flight Management Systems (FMS). It will be approved for singlepilot IFR (SPIFR) operations.

AW169s are equipped with a variable speed main rotor, which improves efficiency and reduces the external noise, and it is the first helicopter in its category to enter the market with an electric retractable landing gear. It is designed to be compatible with the MSG-3 maintenance process. Top cruising speed is 155 knots and the AW169 has a maximum range of 431 nm. The 222-cu-ft cabin can accommodate 7-10 passengers.

The first units will be delivered from AW’s plant in Vergiate, Italy and a second AW169 assembly line will open at AW Philadelphia later this year. More than 150 AW169s have been ordered worldwide to date.

Brandt said regional customer interest between the AW109 and AW169 is breaking roughly at a rate of 60-40. While offshore oil and gas support customers have expressed interest in the new, certified super-medium AW189 and the AW609 civil tiltrotor, slated for certification in late 2017, the worldwide downturn in the energy sector has put a damper on orders; however,

eight AW189s are currently on order in the region and more AW139s, including those operated by OGP helicopter service company Era, are flying in Colombia as oil and gas activity expands in that country.

The AW609 is expected to do particularly well in the region once introduced.

“We are getting an increase of interest in the 609 throughout the region,” Brandt noted, including from oil and gas production companies that serve Brazil’s partially state-owned oil giant, Petrobras. “We have presented the 609 to Petrobras,” Brandt said. “It is something they are interested in.” An AW spokesman said the AW609 in particular could be a real game-changer in the Brazilian market, citing its ability to fly from a rooftop helipad in the center of São Paulo to the center of Rio de Janeiro in just 50 minutes.

The AW609 will be manufactured at AW Philadelphia beginning in 2017 and most flight test activities associated with the aircraft will be relocated there this year.

Recently revised performance numbers now give the 609 a maximum takeoff weight equal to or in excess of 17,500 pounds in short-take off and landing or running takeoffs and a standard maximum range without reserves of 750 nm, or 1,100 nm with auxiliary fuel tanks. Maximum cruise speed will remain 275 knots at 25,000 feet.

Overall performance is better due to greater-than-expected benefits from ground effect, and recent aerodynamic improvements that reduced weight and cut drag by 10 percent. AW609 program manager Clive Scott said he expects the aircraft to be priced at levels comparable to a conventional super-medium helicopter.

The AW609 features Rockwell Collins Pro Line Fusion touchscreen avionics and Pratt & Whitney Canada PT6C-67A engines. Recent design refinements include a new main cabin door that features a twopiece clamshell design with an integrated step. It is 35 inches wide and lighter than the one-piece door it replaces. This will allow the AW609 to be manufactured with the same door regardless of mission kit– SAR, EMS and VIP transport.

Other recent modifications to the original aircraft include changes to the air data computers and inertial reference platforms, an updated version of the fly-by-wire software, an upgraded flight control system, an automatic test system and a new pitot-static system, which now uses the same system installed on the AW139 medium twin. o

Pilatus names PC-12 service center in Chile

by David Lombardo Last month, Pilatus Aircraft named Aerocardal in Santiago, Chile, as its newest authorized service center for the PC-12 turboprop single. “The exceptional commitment to high-quality service displayed by Aerocardal makes it a welcome addition to Pilatus’ group of service centers,” said Pete Wolak, vice president of customer service.

Founded in 1996, Aerocardal was the first FBO established in Chile. The company’s main base is located at Santiago International Airport, where, in addition to maintenance, repair and overhaul (MRO) services, it provides FBO services with a VIP lounge. The company has a ramp space of 107,600 sq ft and its own fuel service facility.

In June, Pilatus delivered the first Chilean PC-12NG aircraft to Aerocardal. The aircraft interior was equipped for executive transport, emergency medical and cargo operations, with the operator able to switch the cabin between these roles in less than two hours.

Aerocardal already operates a fleet consisting of various helicopters, business jets and ­ turboprops. The PC-12NG logged more than 100 hours in its first few weeks of operation and the company views it as ideal for charter operations throughout Chile, Argentina, Peru and Bolivia.

“We had a great experience with the delivery of SN 1513 and

a superb trip home to Chile,” said Aerocardal director Alex Kauffmann. “The plane was immediately put to use in our operations, and has been extremely well received by our passengers,

flight crews and customers.”

Pilatus now has three PC-12 service centers in South America.

The other two are Synerjet at Sorocaba, Brazil, and Aviaser in San Fernando, Argentina. o

Aerocardal in Santiago, Chile, is the newest authorized service center for the Pilatus PC-12.

GULFSTREAM NAMES AEROCARDAL AS REPRESENTATIVE Gulfstream last month named Aerocardal Limitada as its sales representative in Chile. Aerocardal is one of the largest charter and fixed-base operators in Chile, and counts among its fleet of 15 aircraft two Gulfstream G150s. Based at Comodoro Arturo Merino Benitez International Airport in Santiago, Chile, Aerocardal will handle both commercial and government sales for Gulfstream.

Aerocardal will coordinate its efforts with Luiz Sandler, Gulfstream’s regional v-p, South America, and Fabio Rebello, Gulfstream’s regional senior v-p, international sales, Florida and Latin America.

–K.L.

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334.361.7853 | sales@utpparts.com | utpparts.com

www.ainonline.com • August 12, 2015 • LABACE Convention News 17

Cessna Citation Latitude

Especificações e Performance Preço (usualmente completo

$16.25 milhões

Motores (2)

Pratt & Whitney Canada PW306D1, 5.907 lbs de impulsão cada

Passageiros (usual)

2 membros da tripulação + 9 pax

Máxima Alcance

2.850 nm

Máxima velocidade de cruzeiro

446 ktas

Velocidade de cruzeiro de longo alcance

379 ktas

Capacidade de combustível

11.394 lbs

Máxima carga útil com combustível completo

1.040 lbs

Teto (certificado)

45.000 pés

Altitude da cabine no teto

5.950 pés

Peso máximo na decolagem

30.800 lbs

Comprimento da área de decolagem com mtow

3.668 pés

Distância da aterrissagem

2.681 pés

Comprimento

62,25 pés

Envergadura da asa

72,33 pés

Altura

20,92 pés

e equipado, 2015)

Latitude prepara-se para certificação brasileira por Matt Thurber O Cessna Citation Latitude da Textron Aviation está fazendo sua estreia na LABACE, apresentando o mais novo Citation ao mercado brasileiro antes da certificação da ANAC, planejada para o início de 2016. O novo Latitude recebeu certificação da FAA em 6 de junho, e as entregas são esperadas para começar no terceiro trimestre. Um dos primeiros compradores será a NetJets, operadora de quotas fracionadas, que encomendou 150 do tipo.

O Latitude de US $16.25 milhões traz ao mercado de jatos executivos não apenas uma cabine de piso plano num jato de tamanho médio relativamente grande, mas também uma performance que superou significativamente as projeções iniciais da Cessna. O alcance original foi projetado em 2.000 mn quando o Latitude foi lançado em 2011, mas o

número final é 2.850 mn em velocidade de cruzeiro de longo alcance. O alcance de cruzeiro de alta velocidade ainda soma respeitáveis 2.700 mn. A distância de decolagem e pouso também é melhor, tendo baixado para 3.580 pés após projeção de 3.660 pés.

A cabine do Latitude é uma de suas características mais notáveis, oferecendo piso plano e a mais larga cabine entre os Citation. O diâmetro da fuselagem é 12 polegadas maior que as 72 polegadas dos XLS+, Sovereign+ e X+, e assim a largura do interior da cabine do Latitude chega a 77 polegadas comparada às 66 dos outros jatos. As janelas são 25 por cento maiores que as janelas dos XLS+, Sovereign+ e X+ e estão colocadas de forma a otimizar a vista dos passageiros. Persianas dual-mode, operadas manualmente estão instaladas,

O flight deck é o mesmo Garmin G5000 com sistema Intrinzic de controle touchscreen utilizado em vários outros modelos da Citation. Os pilotos podem esperar um espaço amplo e sem obstruções, com menos botões e puxadores no painel.

The flight deck is the same Garmin G5000 touchscreen-controlled Intrinzic system used in several other Citation models. Pilots can expect a roomy and uncluttered front office, with fewer switches and knobs in the panel.

para que os passageiros possam escolher entre as configurações escura ou opaca.

Os assentos são desenhados e construídos pela Textron Aviation e são baseados em muitas horas de trabalho por engenheiros ergonômicos que trabalharam com pessoas que se sentavam e a espuma era aparada até que o formato correto fosse encontrado. Os assentos reclinam totalmente e ficam retos, e estão equipados com apoios de braço que recolhem quando não estão sendo utilizados. A parte de baixo dos assentos é aberto para incrementar à sensação espaçosada cabine.

Para os passageiros, o sistema de gestão de cabine por fibra ótica e sem fio Clairity – da Heads Up Technologies – controla o ambiente, os recursos de entretenimento e iluminação. Cada conjunto tem seus próprios botões de iluminação, porta USB e um pequeno recuo que é ideal para um smartphone, carteira ou livro. Nichos quadrados para copos também são espaços convenientes para colocar um smartphone.

O Clairity pode ser controlado utilizando um aplicativo de aparelhos portáteis, pelo assento VIP, ou usando o controle master na cozinha. Conteúdo de áudio de aparelhos portáteis pode ser tocado na excelente caixa de som do sistema Clairity.

O layout típico da cabine do Latitude é de nove assentos, com um sofá de dois lugares à frente, uma área com assentos no modo club seating, dois assentos colocados frente a frente e um assento extra aprovado para pousos e decolagens em frente ao lavatório.

Este assento se converte em espaço extra para carga, dobrando-se, mas há também um armário para armazenamento suspenso.

Os compradores também podem optar por eliminar o assento do lavatório e transformar aquela área em um armário maior. Os assentos da cabine principal são desalinhados em 4 graus do eixo, para o centro do corredor, aumentando o espaço para as pernas e ambos os lados dos assentos têm apoio para braço. O piso do Latitude é o mais baixo posssível para fornecer mais conforto aos passageiros, cujos ombros se alinham com a parte mais larga da cabine. O desenho da fuselagem também maximiza a distância entre cabeça e ombros e a parede da cabine para que os passageiros não se sintam como se estivessem presos contra a lateral.

Características Exteriores Na parte exterior do Latitude, muitas melhorias são evidentes. A porta da cabine agora é operada eletronicamente, e o aro da porta é ajustado com um único lacre de compressão passivo, que melhora a segurança na expedição eliminando a vedação inflável. A porta pode ser aberta e fechada

18 LABACE Convention News • August 12, 2015 • www.ainonline.com

Continued on page 20 u

(nível do mar, padrão)

Volume: 620 pés cúbicos Largura: 6,42 pés

Cabine

Altura: 6,0 pés Comprimento (área de acomodação): 21,75 pés

Capacidade de bagagem

126 pés cúbicos/1.000+ lbs

Certificação FAA

FAR Parte 25

Quantidade fabricada

N/A

Cessna Citation Latitude

Specifications and Performance Price (typically completed and equipped, 2015 $)

$16.25 million

Engines (2)

Pratt & Whitney Canada PW306D1, 5,907 lbs thrust each

Passengers (typical)

2 crew + 9 pax

Maximum Range

2,850 nm

Maximum cruise speed

446 ktas

Long-range cruise speed

379 ktas

Fuel capacity

11,394 lbs

Max payload w/full fuel

1,040 lbs

Ceiling (certified)

45,000 ft

Cabin altitude at ceiling

5,950 ft

Max takeoff weight

30,800 lbs

Takeoff field length at mtow

(sea level, standard)

3,668 ft

Landing distance

2,681 ft

Length

62.25 ft

Wingspan

72.33 ft

Height

20.92 ft Volume: 620 cu ft

Cabin

Width: 6.42 ft Height: 6.0 ft Length (seating area): 21.75 ft

Baggage capacity

126 cu ft/1,000+ lbs

FAA certification

FAR Part 25

Number built

N/A

Latitude is now prepping for Brazilian certification

by Matt Thurber Textron Aviation’s Cessna Citation Latitude is making its LABACE show debut, introducing the newest Citation to the Brazilian market ahead of planned ANAC certification in early 2016. The new Latitude received FAA certification on June 6, and deliveries are expected to begin in the third quarter. One of the first customers will be fractional-share provider NetJets, which has ordered up to 150 of the type.

The $16.25-million Latitude brings to the business jet market not only a flatfloor cabin in a relatively large midsize jet but also performance that outpaced Cessna’s original projections by a significant amount. The original range was projected at 2,000 nm when the Latitude was launched in 2011, but the final number is 2,850 nm at long-range cruise speed.

High-speed cruise range is still a respectable 2,700 nm. Takeoff and landing distance is also better, down to 3,580 feet from the projected 3,660 feet.

The Latitude’s cabin is one of its most notable features, offering a flat-floor and the widest cabin of any Citation. Fuselage diameter is 12 inches larger than the 72 inches of the XLS+, Sovereign+ and X+, and thus the Latitude’s interior cabin width expands to 77 inches compared to 66 inches in the other jets. The windows are 25 percent larger than those of the XLS+, Sovereign+ and X+ and are placed to optimize views for passengers.

Dual-mode, manually operated shades are installed, so passengers can choose between fully dark or opaque settings.

Seats are designed and built by Textron Aviation and are based on many hours of attention by human-factors engineers working with people sitting in place then trimming foam until the right shape was found. The seats fold back fully and lie flat, and they are equipped with armrests that tuck into the upright when not being used. The bottoms of the seats are left open to add to the cabin’s spacious feel.

For passengers, the Heads Up Technologies fiber-optic wireless Clairity cabin-management system controls the environment, entertainment features and lighting. Each seat has its own lighting switches, USB port and a small recess that is ideal for a smartphone, wallet or book.

Square cupholder holes are also a convenient place to put a smartphone. Clairity can be controlled using a mobile device app or also from the VIP seat, or using a master control in the forward refreshment center. Audio content on mobile devices can be played on the Clairity system’s excellent speaker system.

The typical Latitude cabin layout is nine seats, with a two-place couch forward, then a club seating area, two forward-facing seats and an extra takeoff/ landing-approved belted seat in the lavatory opposite the toilet. That seat

converts to extra cargo space by folding down, but there is also a closet for hanging storage. Or buyers can opt to eliminate the lavatory seat and make that area into a larger closet. The main cabin seats are toed out by 4 degrees for more comfortable legroom, and both sides of the seats have armrests. The Latitude’s floor is as low as possible to provide more comfort for passengers, whose shoulders sit at the widest part of the cabin. The fuselage design also maximizes the distance between head and shoulders and the cabin wall so passengers don’t feel they are jammed against the side.

Exterior Features

On the outside of the Latitude, many improvements are evident. The cabin door is now electrically operated, and the doorframe is fitted with a single passive compression seal, which improves dispatch reliability by eliminating the inflatable seal. The door can be opened and closed manually, and is back-driven against the motor, when opening, so it doesn’t drop too quickly.

Os passageiros vão desfrutar janelas maiores e uma cabine expandida com piso plano e que permite ficar em pé, 12 polegadas mais larga que a do Sovereign anterior.

Passengers will enjoy bigger windows and an expanded stand-up, flat-floor cabin, 12 inches wider than that of a legacy Sovereign.

winglets. Wing treatments facilitate docile stall characteristics. Fowler-type flaps, in three sections, are electrically actuated.

Five sections of hydraulically powered spoilers provide lift, drag and roll control, supplementing the ailerons at the outer section of the wings.

The empennage also shares Sovereign+ heritage, with a zero-dihedral, trimmable

Um par de motores turbofan da Pratt & Whitney Canada, PW306D1 entrega 5.907 libras de propulsão cada.

A pair of Pratt & Whitney Canada PW306D1 turbofans deliver 5,907 pounds of thrust each.

There is no more “door spade” fairing, and oxygen bottles were moved from the fuselage fairing to the nose compartment and flight controls rerouted to allow for a thinner finger fairing on the belly.

Baggage and nose compartment latches are a new monolithic machined style that can be closed easily with just one finger.

The Latitude wing is similar to the Sovereign+’s, with which the Latitude shares a type certificate. Both wings have the same 16.3-degree leading-edge sweep, 543-sq-ft area and smoothly upswept

horizontal stabilizer and anti-float tabs on the elevator, interconnected to the stabilizer. A rudder bias system enables feet-onthe-floor engine-out operation. The rudder is equipped with a single yaw damper.

The flight controls are mechanical, and this (in addition to the adoption of major components from the Sovereign+) helped to speed the Latitude toward certification.

The large baggage compartment is fitted with the same simple latches as the nose compartment doors and can hold

up to 1,000 pounds. A 50-pound-capacity coat rod is installed, too. The door has an integral step, although the 4.5-foot sill height is low enough for most people to lift luggage into the compartment with ease.

Flying the Latitude

The cockpit of the Latitude is roomy and uncluttered, with far fewer switches, knobs and controls.

Small touches add to the cockpit’s comfort, such as side pocket areas that are ideal for tablet computers and other portable items, leather-wrapped yokes and console, push-to-talk switches on the sidewalls and, in general, a modern look and feel.

The larger Latitude fuselage diameter adds about four inches of cockpit width for each pilot, making more space for the pilot-seat armrests as well as the side pockets, which also include USB chargers.

Pilot-seat travel is three inches longer and the windshields are larger.

The four GTC 570 touchscreen controllers in the Latitude make it easy to operate the Garmin G5000-based Intrinzic integrated flight deck.

Standard on the Latitude is Garmin’s SafeTaxi airport charting system. The aircraft is equipped with ADS-B OUT as well as Sirius XM weather and radio. Datacom features for European Link 2000+ and controller-pilot datalink communications will be an option.

Flight planning is intuitively simple, just a matter of typing in waypoints and destination, plus anticipated arrival procedures. Once the destination is in the system, the automatic pressurization system sets the arrival field elevation, then automatically schedules cabin altitude and rate of change. At the maximum altitude of 45,000 feet, the 9.66-psi pressure differential produces a cabin altitude of 6,000 feet.

For the demonstration flight, we took off from Burbank, California’s Runway 15 with a slight left crosswind, and once I pushed the power levers forward, the Garmin autothrottles took over and smoothly brought the Pratt & Whitney

Continued on next page u

www.ainonline.com • August 12, 2015 • LABACE Convention News 19

Latitude cerificação uContinuação da página 18

manualmente, e abre-se contra o motor, para que não baixe muito rapidamente.

Não há mais carenagem “door spade,” e recipientes de oxigênio foram movidos da carenagem da fuselagem para o compartimento do nariz, e controles de voo foram redirecionados para permitir uma carenagem do finger mais precisa.

As travas dos compartimentos de bagagem e de nariz são novas e em estilo monolítico automatizado que podem ser fechadas facilmente com apenas um dedo.

A asa do Latitude é similar à do Sovereign+, com o qual o Latitude compartilha o tipo de certificado. Ambas as asas têm a mesma varredura de 16,3 graus – tecnologia de ponta – 543 pés quadrados de área (165,5m²) e winglets sutilmente viradas para cima. Os tratamentos nas asas facilitam características sutis. Flaps do tipo fowler, em três seções, são eletronicamente acionadas. Cinco seções de spoilers acionados hidraulicamente fornecem elevação, resistência e controle de rolagem, suplementando os ailerons na parte externa das asas.

a maioria das pessoas suspenda a bagagem com facilidade.

Pilotando o Latitude O cockpit do Latitude é espaçoso e desobstruído, com muito menos botões, puxadores e controles.

Pequenos retoques acrescentam conforto ao cockpit, como a área com bolsos laterais que são ideais para tablets e outros aparelhos portáteis, forquilhas e console em couro, botões comunicadores nas paredes laterais, e, em geral, aparência e sensação de modernidade.

O diâmetro maior da fuselagem do Latitude acrescenta cerca de quatro polegadas à largura do cockpit para cada piloto, deixando mais espaço para o apoio de braço do assento do piloto assim como para os bolsos laterais, que também incluem carregadores USB. O assento do piloto é três polegadas mais longo e o para-brisas é maior.

Os quatro controles touchscreens GTC 570 no Latitude tornam fácil operar o flight deck Intrinzic integrado baseado no Garmin G5000.

Um ítem de série no Latitude é o sistema de mapeamento de aeroportos SafeTaxi da Garmin. A ­aeronave está equipada com ADS-B out e também clima e rádio Sirius XM. Elementos de Datacom para o

potência máxima. Os motores são os mesmos do Sovereign+.

Estávamos relativamente leves, carregando apenas dois pilotos, um membro da tripulação e 5.490 (2.490 kg) libras de combustível.

Com seu peso básico de operação em 19.076 libras (8.652 kg), o Latitude estava com quase 6.000 libras (2.721 kg) a menos em relação a seu peso máximo de decolagem, 30.800 libras (13.970 kg). A capacidade de combustível é de 11.394 libras (5.168 kg), e a típica carga útil com combustível máximo é de 1.040 libras (471 kg).

O sistema automático de aceleração (autothrottle) nos ajudou a nos mantermos acanhados em 250 ktas abaixo dos 10.000 pés, apesar de que essa configuração pode ser ajustada dependendo das exigências do espaço aéreo de um determinado país. Durante a subida a FL430, os autothrottles automaticamente ajustam a potência para velocidade de subida Mach 0,64 e então, quando é exigido o nivelamento, alteram para a velocidade de cruzeiro desejada de Mach 0,80. Mesmo com poucos nivelamentos, levou apenas 10 minutos para alcançar FL270 e em nosso peso médio nós nivelamos em FL430 cerca de 20 minutos após a

Na parte exterior do Latitude, muitas melhorias são evidentes.

MARK WAGNER

On the outside of the Latitude, many improvements are evident.

A empenagem também compartilha elementos com o Sovereign+, com um estabilizador ajustável horizontalmente de zero diedro, e abas anti-flutuação no elevador, interconectadas com o estabilizador. Um sistema inclinado ao leme permite operações pés-no-chão com motor para fora. O leme é equipado com um amortecedor de única guinada.

Os controles de voo são mecânicos, e isto (além da adoção de grandes componentes do Sovereign+) ajudou a acelerar o Latitude em direção à certificação.

O grande compartimento de bagagem é ajustado com as mesmas simples travas que as portas do compartimento de nariz e podem sustentar até 1.000 libras (453 kg). Uma haste de revestimento com capacidade para 50 libras (22 kg) também foi instalada.

A porta tem degrau completo, apesar de a soleira de 4,5 pés (1,37 m) ainda ser baixa o suficiente para que

European Link 2000+ e comunicadores datalink controlador-piloto serão opcionais.

O planejamento de voo é simples e intuitivo, apenas uma questão de digitar as coordenadas e o destino, além dos procedimentos de chegada previstos. Assim que o destino está no sistema, o sistema automático de pressurização ajusta a elevação de área de chegada, e automaticamente programa a altitude da cabine e a taxa de variação. Na altitude máxima de 45.000 pés, a pressão diferencial de 9,66 psi produz uma altitude de cabine de 6.000 pés.

Para o voo demonstrativo, decolamos da pista 15 de Burbank na Califórnia com um ligeiro vento lateral à esquerda, e assim que eu pressionei o manete de potência para a frente, o sistema automático de aceleração (autothrottle) da Garmin assumiu e sutilmente levaram os turbofans Canada PW306D1 da Pratt & Whitney à

decolagem. Naquela altitude e ISA -1C, o Latitude assentou-se em Mach 0,76 e 436 ktas, queimando cerca de 740 libras por hora (pph) de cada lado. Em Mach 0,74 e 423 ktas, o fluxo de combustível caiu para logo abaixo de 700 pph por motor.

Aos 39.000 pés, os gráficos de performance mostram 437 ktas queimando um total de 1.749 pph em cruzeiro de alta velocidade. Em cruzeiro de longo alcance, a velocidade cairia para 344 ktas e o consumo de combustível para 1.124 pph. No peso em que estávamos em cruzeiro de alta velocidade, poderíamos voar por cerca de cinco horas, e o alcance total com reservas NBAA IFR (alternados em 200 nm) seria próximo de 2.400 nm. Em cruzeiro de longo alcance, essa distância pode ser estendida a cerca de 2.800 nm.

No caminho para baixo, tentamos os itens da proteção envelope do conjunto aviônico do Intrinzic/

20 LABACE Convention News • August 12, 2015 • www.ainonline.com

G5000. Para proteção em alta velocidade os autothrottles puxam a potência de volta para manter a velocidade abaixo de Mach 0,80 Mmo, mas soltam-se após uma velocidade segura de voo ser alcançada. No outro extremo do espectro da velocidade, os autothrottles avançaram a potência enquanto desacelerávamos o Latitude em voo nivelado. Isto é útil em ocasiões em que os pilotos podem esquecer de avançar a potência após o nivelamento. A proteção envelope é ativada mesmo se os autothrottles não estiverem acoplados.

Voamos de volta a Burbank para a abordagem na pista 8 ILS, onde pilotei com as mãos para ter melhor sensação do manejo do Latitude em baixa velocidade. Mais próximo ao solo, o mostrador de visão sintética G5000 era uma visão de boas

vindas, claramente destacando as altas montanhas a leste de Burbank.

A capacidade de dividir a tela do sistema G5000 também foi útil, permitindo que eu ajustasse o MFD da maneira que prefiro, com instrumentos de motor e o mapa no MFD e o disco de abordagem lado-a-lado com a visão sintética no PFD. Com flaps completos (35 graus) a Vref foi de 97 ktas, e o Latitude navegou suavemente em direção à pista, com os autothrottles automaticamente puxando potência enquanto cruzávamos o limiar para um toque firme porém satisfatório no trem de pouso trailingbeam de duas rodas do Latitude. Eu acionei os freios de velocidade e pisei astutamente nos pedais e os freios de carbono anti-derrapagem do Latitude nos levaram a uma parada rápida sem nenhuma impulsão reversa. o

Latitude certification

with NBAA IFR reserves (200nm alternate) would be nearly 2,400 nm. At long-range cruise, that distance should extend to about 2,800 nm.

On the way down, we tried the envelope-protection features of the Intrinzic/G5000 avionics. For high-speed protection, the autothrottles pull the power back to maintain speed below the Mach 0.80 Mmo, but they release after a safe flying speed is achieved. On the other end of the speed spectrum, the autothrottles advanced power as we slowed the Latitude in level flight.

This is helpful for occasions when pilots might forget to advance the power after leveling off. The envelope protection kicks in even if the autothrottles are not engaged.

We flew back to Burbank for the ILS Runway 8 approach, which I flew by hand to get a better feel for the Latitude’s lowspeed handling. Back closer to the ground, the G5000’s synthetic vision display was a welcome sight, clearly highlighting the tall mountains east of Burbank.

The G5000 system’s splitscreen capability was also helpful, allowing me to set up the MFD just how I like, with engine instruments and the map on the MFD and the approach plate side-by-side with synthetic vision on the PFD. With full flaps (35 degrees) Vref was 97 ktas, and the Latitude sailed smoothly down to the runway, with the autothrottles automatically pulling power as we crossed the threshold for a firm but satisfying touchdown on the Latitude’s forgiving dual-wheel trailing-beam landing gear. I popped the speed brakes and stepped smartly on the pedals and the Latitude’s anti-skid carbon brakes brought us to a quick stop without any reverse thrust. o

uContinued from preceding page

Canada PW306D1 turbofans to maximum power. The engines are the same as those in the Sovereign+.

We were relatively light, carrying just two pilots, one other crewmember and 5,490 pounds of fuel. With its basic operating weight of 19,076 pounds, the Latitude was nearly 6,000 pounds short of its 30,800-pound maximum takeoff weight. Fuel capacity is 11,394 pounds, and typical payload with maximum fuel is 1,040 pounds.

The autothrottles helped keep us shy of 250 ktas below 10,000 feet, although that setting can be adjusted depending on the airspace requirements of a particular country. During the climb to FL430, the autothrottles automatically set power for the Mach 0.64 climb speed and then, when required to level off, transitioned to the target cruise speed of Mach 0.80. Even with a few level-offs, it took only 10 minutes to reach FL270 and at our medium weight we leveled off at FL430 some 20 minutes after takeoff.

At that altitude and ISA -1C, the Latitude settled at Mach 0.76 and 436 ktas, burning about 740 pounds-per-hour (pph) per side.

At Mach 0.74 and 423 ktas, the fuel flow dropped to just below 700 pph per engine.

At 39,000 feet, the performance charts show 437 ktas burning a total of 1,749 pph at high-speed cruise. At long-range cruise, the speed would drop to 344 ktas and fuel consumption to 1,124 pph. At our weight at high-speed cruise, we would have been able to fly for about five hours, and the total range

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Pilatus PC-24 se beneficia do sucesso do PC-12 na América Latina por Ian Sheppard Of the first block of PC-24 aircraft to be built, Pilatus will deliver three to customers in the Latin American region.

Quando a Pilatus abriu o livro de encomendas para seu jato bimotor PC-24 “super versátil” logo antes da EBACE em maio de 2014 em Genebra, foi um estouro. Foi o assunto da mostra; em apenas 36 horas a fabricante suíça tinha anunciado 84 encomendas. O time de gestão disse que não abriria o livro de encomendas novamente até que a aeronave tivesse voado. O programa, lançado em 2007, tem hoje oito anos – um projeto ambicioso representando o primeiro jato da empresa.

Um ano após aquela feira EBACE, o protótipo (HB-XVA, nomeado P01) tinha sido lançado e começado a fazer voos teste.

Durante a EBACE 2015 em maio deste ano a Pilatus anunciou haver completado um quinto teste de voo seguindo o primeiro voo em 11 de maio. Foi o começo de uma campanha de 2.300 horas de testes de voo. Juntamente ao P01, dois outros protótipos estão sendo construídos, com o segundo, P02, devendo voar até o final de outubro. P03 virá em seguida, com uma cabine completa. Será utilizado para certificação e demonstrações ao cliente e

incluirá melhorias que se mostraram necessárias após a primeira fase de testes. Voará em meados de 2016.

A certificação está planejada para meados de 2017 com as primeiras entregas aos clientes logo após, enquanto a linha de produção terá iniciado a produzir as 10 primeiras aeronaves. A Pilatus está planejando um volume de 50 PC-24 por ano a sair da linha de produção de sua base em Buochs próximo a Stans, na Suíça.

O PC-24 é desenhado para ser tanto um jato executivo quanto uma aeronave de carga – o esteio das atividades da fabricante em aeronaves civis até hoje tem sido PC-12 monomotor turbopropulsor, utilizado em todo o mundo nas funções executiva/carga.

Todos os clientes para os 84 PC-24 iniciais são atualmente clientes do PC-12, a Pilatus reconheceu.

Mas não há como dizer que não houve grande interesse de outros em todo o mundo, e o novo tipo tem atraído muito interesse, com regiões como a África e a América Latina como prováveis compradoras ideais de um jato desenhado

PC-24 benefits from PC-12’s success in Latin America

by Ian Sheppard When Pilatus opened the orderbook for its PC-24 “super versatile” twin jet just before the May 2014 EBACE event in Geneva it pulled off somewhat of a coup. It was the story of the show; in only 36 hours the Swiss OEM had announced 84 orders. The management team then said it would not open the order book again until the aircraft had flown. The program, launched back in 2007, is now eight years along–an ambitious project representing the company’s first jet.

One year on from that EBACE show and the prototype (HB-XVA, designated P01) had been rolled out and started flight-testing. During EBACE 2015 in May this year the Pilatus announced that it had completed a fifth test flight following the first flight on May 11. This was the very start of a 2,300-hour flight test campaign.

Along with P01, two more prototypes are being built, with the second, P02, due to fly by the end of October. P03 will then come next, with a full cabin. It will be used for certification and customer demonstrations and will include improvements and changes necessary after the first phase of testing. It will then fly in mid-2016.

Certification is planned for mid-2017 with first customer deliveries shortly afterwards, while the production line will have started to produce the first 10 production aircraft. Pilatus is planning for a capacity of 50 PC-24s a year off the production line at its base at Buochs near Stans, Switzerland.

The PC-24 is designed to be both a business jet and a utility aircraft–the mainstay of the manufacturer’s activities in civil aircraft to date has been the PC-12 single-engine turboprop, used

Do primeiro grupo de aeronaves PC-24 a serem construídas, a Pilatus entregará três a clientes na região da América Latina.

para operar a partir de pistas de terra se necessário.

O Medevac provavelmente se mostrará uma aplicação popular e um de seus primeiros clientes foi o Serviço Médico Real da Austrália (que encomendou seis aeronaves até o momento).

América Latina Na América Latina, a Pilatus é representada pela Synerjet, que tem sua base aqui em São Paulo.

De acordo com Tom Aniello, vicepresidente de marketing da Pilatus, a empresa originalmente vendeu e prestou manutenção aos PC-12 no Brasil antes de expandir para cobrir toda a América Latina em 2014. “A relação da Synerjet com a Pilatus também foi expandida para se tornar uma representante autorizada para o novo PC-24 Jato Super Versátil,” acrescentou Aniello.

Há atualmente 35 PC-12 da Pilatus na América Latina “com sua maioria tendo base no Brasil.”

Aniello disse que estas aeronaves são “empregadas em inúmeras

around the world in business/ utility roles. All of the customers for the initial 84 PC-24s are PC-12 customers already, Pilatus admitted. But that’s not to say there hasn’t been wide interest around the world from others, and the new type has reportedly attracted a lot of interest, with regions such as Africa and Latin America likely to prove ideal for a jet designed to operate from dirt strips if necessary.

Medevac is likely to prove a popular application, and one of the first customers was Australia’s Royal Flying Doctor Service (having ordered six aircraft so far).

Latin America

In Latin America, Pilatus is represented by Synerjet, which is based here in São Paulo.

According to Tom Aniello, Pilatus v-p marketing, the company originally sold and serviced PC-12s in Brazil before expanding to cover the whole of Latin America in 2014.

“Synerjet’s relationship with Pilatus was also expanded to become an authorized representative for the new PC-24 Super

22 LABACE Convention News • August 12, 2015 • www.ainonline.com

funções como transporte executivo, ambulâncias aéreas, combinações transporte/carga, recurso de missões especiais.”

A Pilatus reconhece que “a economia brasileira atualmente enfrenta grandes desafios,” mas acrescenta que o mercado ainda tem “excelente potencial para vendas futuras tanto do PC-12NG quanto do novo PC-24”…em particular, o crescente setor do agronegócio tem excelente potencial para as aeronaves Pilatus devido à sua singular habilidade de operar em pistas curtas e mal conservadas, de carregar grandes cargas e de embarcar objetos de tamanho grande por suas portas de carga.

Aqui na LABACE o presidente e CEO da Pilatus Business Aircraft Thomas Bosshard e o CEO da Synerjet José Eduardo Brandão planejam receber visitantes em sua mostra estática conjunta, que inclui um PC-12NG novo. Aniello disse à AIN que “a Synerjet fará um anúncio importante sobre uma nova empresa aérea que ela estabeleceu para oferecer quotas fracionadas e serviços

de gerenciamento para o PC-12.”

Além disso, Aniello notou que o primeiro PC-12 registrado no Chile foi entregue para a Aerocardal no início deste ano – a aeronave está sendo utilizada como transporte executivo e também fretamentos e serviços de ambulância aérea.

“Por toda a América do norte e do sul o uso do PC-12 com a função de fretamento está crescendo dramaticamente, enquanto os passageiros aproveitam a cabine espaçosa e silenciosa e os operadores valorizam os baixos custos operacionais.”

A Pilatus relata que o interesse no PC-24 tem sido “muito forte” na América Latina. “Do primeiro grupo de aeronaves PC-24 que a Pilatus recebeu encomendas, três serão entregues a clientes na região,” disse Aniello. “O proprietários atuais dos PC-12 e os operadores de jatos executivos tradicionais estão acompanhando de perto o progresso do programa de voos teste, e aguardando ansiosamente que a Pilatus abra o livro de encomendas para o próximo grupo o de PC-24,” ele concluiu.

Versatile Jet,” added Aniello.

There are currently 35 Pilatus PC-12s in Latin America “with the majority based in Brazil.”

Aniello said that these aircraft are “employed in numerous roles as executive transport, air ambulance, combination transport/cargo and special mission capacities.”

Pilatus recognizes that “the Brazilian economy is currently facing very difficult challenges” but adds that the market still has “excellent potential for future sales of both the PC-12NG and the new PC-24”…in particular, the growing agribusiness sector has excellent potential for Pilatus aircraft due to their unique ability to operate from short, unimproved runways, carry large payloads and load oversized objects through their cargo doors.

Here at LABACE Pilatus Business Aircraft president and CEO Thomas Bosshard and Synerjet CEO José Eduardo Brandão plan to host visitors at their joint static display, which features a new PC-12NG. Aniello told AIN that “Synerjet will be making

an important announcement about a new flight company they have established to offer fractional shares and management services for PC-12s.”

In addition, Aniello noted that the first Chilean-registered PC-12 was delivered to Aerocardal earlier this year–the aircraft is being used as an executive transport as well as for charter and air ambulance services.

“Throughout North and South America use of the PC-12 in a charter role is growing dramatically as passengers enjoy the quiet, spacious cabin and operators appreciate the low operating costs.”

Pilatus reports that interest in the PC-24 has been “very strong” in Latin America. “Of the first block of PC-24 aircraft which Pilatus took orders for, three will be delivered to customers in the region,” said Aniello. “Current PC-12 owners and operators of traditional business jets are closely following progress of the flight-test program, and eagerly awaiting for Pilatus to open the order book on the next block of PC-24s,” he concluded. o

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Cirrus na reta final com o Jato Vision SF50 por Chad Trautvetter Aguardando a certificação americana de seu novo Vision SF50 jato monomotor até o final do ano, a Cirrus Aircraft (Expositor estático 5107) começou a refinar o desenvolvimento da rodada inicial de aeronaves de clientes. O trabalho está em desenvolvimento no momento em três unidades de produção “piloto” (P1, P2 e P3), disse o presidente de inovação e operações da Cirrus, Pat Waddick. A aeronave será utilizada para “comprovar” a sequência de fabricação, ele disse.

A Cirrus planeja manter a primeira unidade para testes de função e confiabilidade e depois como demonstrador de vendas, enquanto P2 e P3 devem ser entregues a clientes. Enquanto os planos pedem que as entregas comecem logo após a certificação, Waddick enfatizou que a Cirrus está mais focada em ter os procedimentos corretos no lugar do que em dar início a um rígido cronograma de entregas.

A empresa tem voado com três modelos em conformidade desde o ano passado e agora prossegue para a obtenção do documento TIA (Type Inspection Authorization). Já completou uma certa quantidade de testes chave, como parte do programa de certificação, mas ainda tem vários para completar.

O gerente de projeto do SF50, Matthew Bergwall disse à AIN que

cerca de 90 por cento das tarefas de certificação já foram completadas.

Entre os testes finalizados recentemente se incluem o teste em gelo natural e teste de asa estática.

Também importante, em junho a empresa completou o último teste de carga do paraquedas de recuperação balística que será equipamento padrão no SF50, e planeja fazer um teste ao vivo deste sistema no início do último trimestre. C1, o segundo de três jatos Vision em conformidade com testes de voo, está atualmente sendo equipado com o sistema de paraquedas de célula da Cirrus (CAPS, na sigla em inglês) sistema de recuperação balística.

Assim como os sistemas de paraquedas utilizados no voo teste do SR20 e SR22 modelos de pistão durante a certificação, o do C1 foi modificado para incluir um sistema de liberação que permitirá ao paraquedas do tipo lança foguetes ser abandonado após o teste estar completo. Numa operação normal, o paraquedas CAPS não pode ser liberado uma vez instalado.

Enquanto isso, C0 está finalizando o teste de voo FAR Parte 23 Subparte B, o qual se espera que esteja completo neste mês. A Cirrus está instalando um interior de produção no C2, após o qual a aeronave será utilizada para validar

Cirrus in home stretch on its SF50 Vision Jet

by Chad Trautvetter Expecting U.S. certification of its new Vision SF50 single-engine jet by year-end, Cirrus Aircraft (Static Display 5107) has begun refining development of the initial round of customer aircraft.

Work is currently under way on three production “pilot” units (P1, P2 and P3), said Cirrus president of innovation and operations Pat Waddick. The aircraft will be used to “prove out” the manufacturing sequence, he said.

Cirrus plans to retain the first unit for function and reliability testing and then as a sales demonstrator, while P2 and P3 are to be delivered to customers.

While plans call for deliveries to begin shortly after certification, Waddick stressed that Cirrus is more focused on having the correct processes in place than on sticking to a strict delivery schedule.

The company has been flying three conforming models since last year and is now moving toward obtaining type inspection authorization. It has completed a number of key tests as part of the certification program, but still has several more to finish.

SF50 project manager Matthew Bergwall told AIN that about 90 percent of the certification tasks have been completed. Recently finished tests include natural ice testing and wing static testing.

Significantly, in June the company completed ultimate load testing of the ballistic recovery parachute that will be standard equipment on the SF50, and it plans to do a live test of this system early in the fourth quarter. C1, the second of three conforming flighttest Vision jets, is currently being outfitted with the Cirrus Airframe

A Cirrus espera receber a certificação americana de seu jato monomotor SF50 Vision até o final do ano, com entregas programadas para começar logo após.

Cirrus expects to receive U.S. certification of its singleengine SF50 Vision jet by year end, with deliveries to start soon after.

o sistema de ambiente da cabine.

A empresa também continua a refinar elementos da aeronave, incluindo planos para “Cirrus-izar” o painel de aviônica da G3000 da Garmin.

Detalhes destes planos são esperados para este mês, disse Waddick.

Entretanto, a Cirrus está levantando seu treinamento interno do SF50. A empresa iniciou uma aula de treinamento inicial ao cliente no mês passado para prepará-los “para o sucesso” em sua transição de um Cirrus monomotor de pistão para um jato. Planeja ter um simulador fullmotion, nível D SF50 instalado em seu novo centro de treinamento de clientes “Vision Center” em Knoxville, Tennessee, no último trimestre.

O jato monomotor de $1.96 milhões (em dólares americanos de 2012) levará de cinco a sete passageiros voando a até 300 nós e 28.000 pés. Os compradores fizeram pedidos de mais de 550 jatos da Cirrus, que tem certificação FAA

aguardada para ainda este ano, seguida pelas aprovações da EASA e a brasileira no próximo ano.

Parachute System (CAPS) ballistic recovery system.

Like the parachute systems used on the flight-test SR20 and SR22 piston models during certification, the one on C1 has been modified to include a release system that will allow the rocket-launched parachute to be jettisoned following completion of the test. In normal operation, the CAPS parachute cannot be released once deployed.

Meanwhile, C0 is finishing FAR Part 23 Subpart B flight testing, which is expected to be completed this month. Cirrus is installing a production interior in C2, after which the aircraft will be used to validate the cabin environmental system.

The company also continued to refine features on the aircraft, including plans to “Cirrus-ize” the Garmin G3000 avionics panel. Details on those plans are anticipated this month, Waddick said.

Meanwhile, Cirrus is ramping up its in-house SF50 training program. The company started an initial customer training class

last month to prepare them “for success” as they transition from a Cirrus piston single to a jet. It plans to have a full-motion, levelD SF50 simulator installed at its new Knoxville, Tennessee, customer training “Vision Center” in the fourth quarter.

The $1.96 million (in 2012 U.S. dollars) single-engine jet will carry five to seven passengers flying at up to 300 knots and 28,000 feet. Customers have placed orders for more than 550 Cirrus jets, which is expected to gain FAA certification late this year, followed by EASA and Brazil approvals next year.

24 LABACE Convention News • August 12, 2015 • www.ainonline.com

Grande no Brasil O Brasil é o segundo maior mercado para aeronaves da Cirrus, portanto não deve ser uma surpresa que a fabricante com base em Duluth, Minnesota tenha oferta de monomotores de pistão específica para o país. Reconhecendo o clima temperado do Brasil, o Cirrus SR22 Grand de $855.400 e o SR22 Grand T de $987.400 (para turbinados) vêm com sistema de ar condicionado padrão – disponível como uma opção nos SR22 – mas não têm o usualmente padrão sistema anticongelante.

Eles também incluem outras opções e modernizações, como um interior premium e um esquema “Mantis” de pintura exterior que são exclusivos do Grand e Grand T. O pacote de aviônica especial para

Big in Brazil

Brazil is the second-largest market for Cirrus Aircraft, so it shouldn’t come as a surprise that the Duluth, Minnesotabased manufacturer has country-specific single-engine piston offerings. Recognizing Brazil’s temperate climate, the $855,400 Cirrus SR22 Grand and $987,400 SR22 Grand T (for turbocharged) come standard with an air conditioning system–available as an

estas aeronaves inclui mostradores de voo multifuncionais primários Garmin maiores em 12 polegadas, Taws, TCAS, detecção de iluminação, um instrumento de stand by digital quatro-em-um, transponder ADS-B e um sistema de comunicação por satélite que permite ao piloto carregar informações do clima em tempo real.

Os clientes podem escolher entre qualquer uma das cinco cores de interior exclusivas “platinum” para os modelos Grand: slate (cinza escuro/preto), shadow (prata), ivory (marfim), saddle (marrom) and red (vermelho). Os interiores também incluem o assento traseiro 60/40-split que é padrão em todos os SR22.

As opções de cores exteriores incluem branco e sólido, ou uma combinação de uma dessas duas cores e vermelho imperial, verde brilhante “Mantis,” azul golfo e azul Mônaco. o

option on stock SR22s–but do not have the normally standard anti-icing system.

They also include other options and upgrades, as well as a premium interior and a “Mantis” green exterior paint scheme that are exclusive to the Grand and Grand T. The special avionics package for these aircraft includes larger 12-inch Garmin primary and multifunction flight displays, Taws, TCAS, lightning detection, a four-in-one digital standby instrument, ADS-B transponder and a satcom system that allows the pilot to upload realtime weather data.

Customers can choose between any of the five exclusive “platinum” interior colors for the Grand models: slate (dark gray/ black), shadow (silver), ivory, saddle (brown) and red. The interiors also include the 60/40-split rear seat that is standard on all SR22s.

Exterior color options include white and sterling, or a combination of one of these two colors and imperial red, “Mantis” bright green, gulf blue and Monaco blue. o

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Analyst sees slower growth in Latin American bizav market

by Mark Phelps Calling the Central and South American business aviation market “an industry life buoy” over the worldwide economic slowdown, analyst Brian Foley now believes the region is taking on water, fast. “This market has entered a cyclic downturn that will be more pronounced than previous ones,” said Foley, founder of consultancy Brifo.

Using data from Amstat, Foley sees the private aircraft fleet as having “been telegraphing a pending slowdown for some time now.” He said sales of private jets, turboprops and helicopters are exhibiting continuous declines in year-over-year growth rates. Just four years ago, said Foley, “growth approached or exceeded double digits.” But that growth has ebbed to low single-digit rates over the past 12 months, he said. He views the immediate future as even worse.

The fleet growth numbers suffer even greater by comparison to how strong

growth was while the rest of the world was in the doldrums. Helicopters in particular showed around 15 percent growth in sales in 2011, according to an Amstat graphic supplied by Brifo. That rate of growth plummeted by close to half the next year, however, to less than 8 percent in 2012, and has continued to decline steadily ever since.

Jet sales, on the other hand, have seen an up-and-down path over the past half decade, according to Foley’s Amstat numbers. Facing steady decline from 2011 to 2013, jet sales rebounded slightly the following year to just better than 6 percent growth. But since then they have dipped, registering less than a 4 percent increase this fiscal year.

Turboprops started with relatively weak growth in 2011 at 8 percent and have faced a consistent downward trend through this year, now showing around 2 percent growth.

World Fuel Services keeps Latin American bizav on ‘full’ Providing business aviation fuel is different in Latin America, compared with the norm in North America and much of the rest of the globe. Supplier World Fuel Services (WFS) understands that the traditional model of an FBO selling jet A at a profit to underwrite its service role is not the way it works in this part of the world. With one or two exceptions, the U.S.-based company’s regional sales director Leny Omilion explained to AIN, “Due to supplier monopolies or government control, the FBO-handler [in South

and Central America] is not permitted to sell fuel.” Instead, the FBO-handler provides its services for a fee, and the entity in control provides fuel.

That said, World Fuel’s Air Elite Network of Diamond Service locations include 10 FBOs and ground operators in South America, Mexico and the Caribbean. Service providers earn Air Elite status by exhibiting high standards in service, safety and efficiency.

From its perch as one of the top fuel suppliers globally, World Fuel has noted

The Central and South American helicopter market was growing fast in 2011, but has since taken a significant turn for the worse.

“It’s my thesis that the fleet will eventually contract over the next few years, with equipment either being idled or sold to more prosperous regions of the world, such as the U.S.,” he said. Declining oil prices loom as among the largest factors, in his view. “The drop off in commodity prices–including around a 50 percent drop in oil prices over the past year–has the greatest implication [for the decline in business aircraft sales]. As a region with an economy heavily dependent on natural resources, the full effects have yet to be seen and will linger throughout these economies for years.”

But all is not grim, concludes Foley.

He sees Mexico as a possible exception to the coming downturn in fortune for the Central and South American region. That’s mostly because Mexico is so close to the U.S., which is exhibiting signs of significant economic recovery. And the overall Mexican economy is poised to benefit directly from the upsurge in business aviation activity to the north, said Foley. “Given all of the manufacturing projects outsourced to Mexico by general aviation manufacturers, that’s a welcome way to reciprocate,” he said. o

that while the volume of flights between the U.S. and Europe has “held steady,” operators within the Mercosur economic region have slowed down their business travel activity. But to support that activity and help encourage growth, WFS counts a number of service offerings among its arsenal of products. It can provide contract fuel (Colt International); flight planning/trip support (OFP); Avcard perks and credit card services, FlyBuys Rewards loyalty benefits, insurance coverage and even charter brokerage through its recently acquired Avinode division. Central to its core mission, however, WFS cultivates and maintains strong supply chain agreements with local refineries and suppliers, which optimizes wide availability within the region and competitive pricing.

Internet-based dispatch is available on a 24-hour basis for fuel arrangements anywhere in the WFS umbrella of service coverage, according to the company. “We understand the strengths and challenges of specific airports; and we employ people and have offices in the local regions,” said the company.

Those challenges can include econopolitical and infrastructure limitations, said WFS. According to the company, “The main challenges are with the fuel monopolies by suppliers and/or governments combined with limited trucks at certain airports during peak hours.

[Generally] ground handlers have good availability of equipment and hangars,” said Omilion.

WFS (Booth 3014) has developed its FuelFinder mobile application, enabling registered users and account holders to search FBOs and other fuel providers within the WFS Services Network for contract fuel pricing data; available handling services and whether or not the Avcard aviation charge card is accepted at the particular location.

In the Latin American region, World Fuel recently added locations at Mexico’s Cabo San Lucas International Airport (MMSL), the first Air Elite Network FBO in the country; and World-Way Aviation at Sorocaba Airport (SDCO) less than an hour’s drive to São Paulo. The latter is the largest FBO in Brazil, said WFS, with a total of close to 97,000 sq ft of hangar space and almost 70,000 sq ft of ramp space at Sorocaba.

World Fuel Services punctuated its mission statement with the following philosophy, “It is our goal to provide flight operators with consistency of service and solutions when traveling anywhere around the globe, including Latin America.” –M.P.

Providing aviation fuel throughout the Latin American region, including the Caribbean, World Fuel Services has a good perch from which to view the overall market.

Maintaining relationships with regional fuel suppliers, including the St. Thomas Jet Center FBO, helps WFS optimize pricing and availability.

26 LABACE Convention News • August 12, 2015 • www.ainonline.com

O H145 inclui um rotor de cauda Fenestron, diferente do convencional do EC145.

Airbus Helicopters promotes H145 light twin

The H145 features a Fenestron tail rotor, distinctive from the conventional one on the EC145.

Helibras promove H145 para a indústria da Oil & Gas por Thierry Dubois Helibras, filial brasileira da Airbus Helicopters, está aqui provovendo o bimotor leve H145, depois um turnê inaugural em abril, e depois que Pegaso, empresa baseada em México, assinou em junho como primeiro cliente latino-americano. Helibras (Expositor 5104) levou um H145 em visitas a cidades espalhadas pelo país.

O time de vendas da Airbus vê potencial para o H145 no setor brasileiro de petróleo e gás.

Eles apontam que a tolerância do H145 para condições extremas – temperaturas até ISA+20C, chegando a um máximo de ­ +50C – o tornam apropriado para “exploração interna” na vasta região amazônica.

No Show Aéreo de Paris, o acordo inicial com a Transportes Aereos Pegaso sugeriu que o operador poderia colocar sua primeira encomenda firme nos meses seguintes. As entregas então começariam em 2016 e continuariam por sete anos. O H145 da Pegaso será configurado para a principal missão da empresa que é a de fornecer serviços de ponte aérea à indústria energética, com foco na atividade de petróleo e gás do Golfo do México.

O primeiro exemplar do H145 (anteriormente conhecido como EC145 T2) foi entregue em julho de 2014 à operadora de emergências médicas alemã DRF Luftrettung. Além de organizações de resgate aéreo e

apoio de petróleo e gás, foram encontrados clientes para utilizações como polícia e transporte corporativo.

O EC145 aperfeiçoado inclui um motor de cauda Fenestron envelopado para maior segurança no solo, motores aperfeiçoados e nova aviônica. O conjunto de aviônica da Helionix foi desenvolvido internamente com o objetivo de auxiliar o piloto a olhar para fora ao invés de ficar focado nos instrumentos.

Um piloto automático de quatro eixos é oferecido como padrão.

O motor turboeixo Arriel 2E tem um Fadec (sistema eletrônico de controle do motor, na sigla em inglês) e é mais potente que seu antecessor, com 894 shp.

Como resultado, a queima de combustível aumentou, mas o diagrama carga útil x alcance é mantido inalterado graças a um tanque de combustível de 3 a 4 por cento maior.

Inversamente, os custos diretos de manutenção têm promessa de redução de 8 a 10 por cento. A afirmação é que irão mais do que compensar o alto consumo de combustível. Primeiro, o tempo do motor entre revisões é aprimorado, tendo como meta as 6.000 horas, acima das 3.500 horas de voo do turboeixo da geração anterior. E também, a aviônica mais moderna deve ajudar a agilizar o agendamento de visitas, graças à exaustiva análise de dados de manutenção.

O H145 também está disponível em versão militar, o H145M. A pedido do primeiro cliente, o exército alemão, foi certificado pelas autoridades europeias (EASA) em maio.

No mês anterior, a versão utilitária, o EC145, também recebeu sua certificação da EASA. Anteriormente chamado de EC145e, a variante de baixo custo é mais básica que o H145. Tem um rotor de cauda convencional e seu par de Turbomeca Arriel 1E2s não possui Fadec (sistema de controle eletrônico do motor, na sigla em inglês). O EC145 oferece uma carga útil 322 lb mais alta, comparada à variante utilitária anterior do mesmo helicóptero.

Ele incorpora um conjunto de aviônica Garmin G500H. Geralmente encontrado em helicópteros menores, e também dá melhor visibilidade no cockpit para o piloto, já que libera uma grande parte do para-brisa esquerdo. Não há sistema de controle de voo automático disponível.

O EC145 está aprovado para um piloto, operações diurnas e noturnas nas regras de voo visual (VFR, na sigla em inglês), mas operações IFR não são permitidas.

A Airbus recebeu encomendas para 170 airframes, 145 do H145 e 25 do H145M. Trinta H145s foram entregues e o primeiro H145M será entregue em dezembro. Apenas uma encomenda foi recebida para o utilitário EC145. o

28 LABACE Convention News • August 12, 2015 • www.ainonline.com

Airbus Helicopters’s B ­ razilian subsidiary Helibras is here promoting the H145 light twin, on the heels of a demo tour in April and after Mexicobased Pegaso signed up as the first Latin American customer in June.

The company (Booth 5104) flew an H145 on a tour of cities throughout the country.

The Airbus sales team sees a potential for the H145 in the Brazilian oil-and-gas sector. They point out that the H145’s tolerance for extreme conditions–temperatures up to ISA+20C, to a maximum of +50C– makes it suitable for “in-shore exploration” in the vast Amazon region.

At the Paris Air Show in June, the framework agreement with Transportes Aéreos Pegaso suggested that the operator could place its first firm order in the coming months. Deliveries would then begin in 2016 and continue for seven years. Pegaso’s H145s will be configured for the company’s primary mission of providing airlift services to the energy industry, with a focus on Gulf of Mexico oil and gas activity.

The first example of the H145 (formerly known as the EC145 T2) was delivered in July 2014, to German emergency medical operator DRF Luftrettung. In addition to air rescue organizations and oil and gas support, customers were found for applications such as police and corporate transportation.

The enhanced EC145 features a shrouded Fenestron tailrotor for improved safety on the ground, upgraded engines and new avionics.

The Helionix avionics suite was developed in house with a goal of helping the pilot looking outside rather than focusing on instruments. A four-axis autopilot is offered as standard.

The Arriel 2E turboshaft has a Fadec and is more powerful than its predecessor, at 894 shp. As a result, fuel burn has increased but

the payload-range diagram is kept unchanged thanks to a 3-4 percent larger fuel tank.

On the contrary, direct maintenance costs are pledged to be reduced by 8-10 percent. They are thus claimed to more than offset the higher fuel consumption. First, engine time between overhaul is improved, as it targets 6,000 hours, up from 3,500 flight hours for the previous-generation turboshaft. Then, the more modern avionics should help streamline the shop visit schedule, thanks to exhaustive maintenance data analysis.

The H145 is also available in a military version, the H145M. At the request of the first customer, the German army, it was certified by European authorities (EASA) in May. The month before, the utility version, the EC145, also received its EASA certification. Formerly referred to as EC145e, the lower-cost variant is more basic than the H145. It has a conventional tail rotor and its pair of 738 shp Turbomeca Arriel 1E2s do not have a Fadec (full authority digital engine control) system. The EC145 offers a 322 lb-higher payload, compared to the previous utility variant of the same helicopter.

It incorporates a Garmin G500H avionics suite. Usually found on smaller helicopters, this also gives better cockpit visibility for the pilot, as it frees up a large part of the left windshield. No automatic flight control system is available.

The EC145 is approved for single-pilot, day and night operation in visual flight rules (VFR), but IFR operations are not permitted.

Airbus has received orders for 170 airframes, 145 of the H145 and 25 of the H145M. Thirty H145s have been delivered and the first H145M will be handed over in December. Only one order has been received for the utility EC145. o

CHARLES ABARR

PHILLIPE FRANCESCHINI

by Thierry Dubois

Mais básico que o H145, o utilitário EC145, com apenas VFR, vem com o conjunto de aviônica G500H da Garmin.

More basic than the H145, the VFR-only utility EC145 comes with Garmin’s G500H avionics suite.

First-flight impressions: Embraer’s Legacy 450 As I stepped aboard PR-LGV on Friday, the first Embraer ­Legacy 450 with a full interior, it was hard not to compare it to the iconic Hawker business jet series.

Both have a cabin width and height of about six feet and seat two pilots and seven to nine passengers, though my host at São Paulo’s Campo de Marte Airport– Embraer Executive Jets president and CEO Marco Túlio ­Pellegrini– reminded me that the 450 is “much, much more modern.”

And he’s right–the Legacy has fly-by-wire controls and brakes, Rockwell Collins Pro Line Fusion avionics, autothrottles, enhanced- and synthetic-vision systems, compact Collins HGS3500 head-up display and a Honeywell Ovation Select cabin management system, not to mention a sleek interior and uncluttered flight deck. There are also no ram’s horn yokes in the $17 million Legacy 450; instead there are sidestick controls for each of the pilots. “To get this kind of technology previously, you would have had to spend about $65 million,” Pellegrini said, referring to the ultra-long-range, fly-by-wire Gulfstream G650.

On the inside, the Legacy 450 appears to be a midsize business jet, although by takeoff weight it falls within the upper echelons of the light jet category (Embraer calls it a “mid-light” jet). While this causes some confusion as to what category the aircraft is in, the Legacy 450 continues Embraer’s hallmark of bringing attributes from larger category aircraft into the next category down.

To experience the qualities of the new jet first-hand, Pelligrini invited me to be the first aviation journalist to fly aboard the

Embraer Legacy 450. So I quickly strapped myself into a seat across from him, and the pilots–demonstrator/instructor pilot Eloy Bayer Neto and test pilot Miguel Ãngelo Furlan–closed the airstair door, then started up the Honeywell HTF7500E engines.

It quickly became apparent that the Legacy 450 cabin is extremely quiet, as Pellegrini pointed out–in a normal voice level–some more cabin features as we taxied to the runway. On the ground the aircraft seemed sure-footed, handling the bumpy taxiways at Campo de Marte with ease. Braking was crisp and clean, not jerky.

Quiet, Please

As we taxied into position and the pilots spooled up the engines to takeoff thrust, Pelligrini continued talking in a normal voice and I had no trouble hearing him. In fact, the Legacy 450’s cabin noise level at full power while rolling down the runway for takeoff is far quieter than the road noise in my Chrylser minivan at highway speeds.

Liftoff and climbout were smooth and we quickly reached our 5,000-foot clearance altitude to fly on a VFR corridor to Embraer’s headquarters in nearby São José dos Campos.

Despite some light turbulence, the twinjet was very stable during the 18-minute flight.

The approach into São José dos Campos Regional Airport was flawless, and we touched down and stopped in about 3,000 feet using little more than the anti-skid carbon brakes, which were commanding but certainly not grabby.

After a two-hour tour of Embraer’s headquarters and aircraft

Sidesticks and an uncluttered cockpit layout make the Legacy 450 a pleasure to fly.

assembly lines, I found myself back in the Legacy’s cabin for another short flight to bring the aircraft here to Congonhas Airport for LABACE. Legacy 450/500 standard pilot Sydney V. de M. Rodrigues, who took the left seat on this leg next to Furlan, asked if I was up to do a max performance takeoff from São José dos Campos and a maximum performance landing at Congonhas. I obliged and Rodrigues commented that I’d be in “for quite a ride.”

After startup and taxi, the pilots lined up the Legacy at the edge of the approach end of Runway 15, applied full brakes and then full power.

At brake release, the aircraft lurched forward, pushing me firmly into the seat. Despite hot and high conditions, we lifted off in 4,200 feet and climbed out with an impressive 35-degree deck angle, with a resultant 6,000-fpm climb rate. It didn’t take long for us to level off at 8,000 feet before descending to 6,000 feet to fly another VFR corridor to Congonhas.

The 20-minute flight provided a great view of the beaches at Santos before the approach into Congonhas. I tightened my seatbelt a bit to prepare for the maximum performance landing. At touchdown, the pilots applied full brakes, spoilers and thrust reversers. Even though we quickly decelerated, the jet maintained solid directional control. o

The view out of the Legacy 450’s cabin window accentuates the “light midsize” jet’s attributes.

HBR PLANS TO OPEN FIVE MORE HELICOPTER CENTERS AROUND BRAZIL

HBR’s 14.5-acre São Paulo helicenter

A bit more than a year after it opened the world’s largest full-service helicenter in São Paulo, Brazilian firm HBR has opened its second facility in the coastal city of Salvador and has its sights set on expansion to even more locations. The company’s first helicopter base occupies 14.5 acres, and its 107,600-sq-ft ­storage hangar can shelter up to 150 rotorcraft. The four-acre ramp has 19 pads for simultaneous operations, with a central 560-foot-long taxiway.

The facility offers a luxurious passenger lounge, seven A/V-equipped conference rooms, a r­estaurant, coffee bar and terrace overlooking the property.

A separate 37,000-sq-ft pilots’ building features weather monitoring, computers and free Wi-Fi, cable television, a simulator room, gym, locker room with

showers and sauna, snooze room and meeting rooms.

As a maintenance provider, the company holds certification from Brazil’s ANAC on models from AgustaWestland, Airbus Helicopters, Bell and Robinson, and its 64,000-sq-ft maintenance hangar can handle 50 helicopters at once.

The Air BP-branded facility is the first in what the company expects will be a chain of nine helicenters in Eastern Brazil. It expects to break ground soon on an even larger facility northeast of Rio de Janeiro to serve the country’s offshore oil-and-gas industry.

A separate Rio facility, now under construction, will support private and on-demand helicopter traffic.

Other targeted locations are Goiania, Belo Horizonte, o Recife, Fortaleza and Florianopolis.

www.ainonline.com • August 12, 2015 • LABACE Convention News 29

PHOTOS: CHAD TRAUTVETTER

by Chad Trautvetter

UAS expands influence in Asia-Pacific region UAS International Trip Support has forged three new partnerships in the Asia-Pacific region to strengthen its foothold in the region and further increase its service levels. T&T Aviation has been announced as UAS’s preferred commercial aviation partner in Vietnam.

The company specializes in ground handling and other flight planning services. The new partnership means that UAS will have a dedicated on-site supervisor at all airports.

Additionally, UAS (Booth 3009) has also entered into strategic partnerships with IASS in Tokyo. IASS has been a pioneering FBO in Japan since 1977, and through the new agreement offers priority parking, FBO access, tailored pricing and dedicated staff. A similar agreement has also been reached with the FBO of PT Sari Biomantara on the island of Bali, Indonesia.

don’t dream high and work hard, you can’t achieve anything’.”

Jay Husary, executive v-p with UAS, stated: “We were actually quite eager to offer ourselves as a living, breathing case study for Hult’s Masters students. We sincerely hope this experience will serve as a lasting inspiration for these business leaders of tomorrow.”

UAS added that students from Hult’s campus in Dubai have also been working with UAS’s Americas regional headquarters in Houston, Texas on a separate project. o

ATR OFFERS COST-EFFECTIVE COMPANY TRANSPORT One of the largest aircraft on show here at LABACE is the ATR 72-200 twin turboprop airliner being ­ resented by the European manufacturer’s local agent Star Consultario Aeronáutica, which is being d p ­ isplayed in a corporate configuration. The aircraft can be rapidly reconfigured between a regular passenger layout and one with more luxurious accommodation. Alternatively, a combination of both can be installed. The use of such an aircraft can greatly reduce corporate transport costs in areas where surface transport can be ­difficult and time-consuming. The regional airliner has enjoyed a resurgence in recent years, particularly on short sectors where the extra speed offered by jets is not a major factor. For companies needing to ­regularly move large numbers of personnel–both executives and regular staff–the quick-change corporate ATR 72 can save money over surface transport such as buses.

–D.D.

WRAP AND GO: AGS GETS AIRCRAFT FROM ANYWHERE TO ANYWHERE

DAVID McINTOSH

New Academic Exercise

As part of its ambitions towards gaining a greater market share in the Americas, UAS recently worked for six weeks with students from Hult International Business School in New York.

UAS said the students gained through being mentored by experienced business executives–while the work counted towards the final end-of-year projects for Hult’s accelerated Masters program.

The project, according to UAS, “provided real-world, business intensive scenarios for students to understand further what companies operating in the United States encounter dayto-day, allowing them to cultivate thoughtful, forward-looking business solutions that address very specific corporate needs.”

What this involved was for the students to act as business consultants to provide their recommendations to UAS, the client. Luis Escamilla, dean of Hult’s New York center, said “UAS brought an inspiring story of perseverance into the classroom and shared their journey of becoming a leading global aviation services company in just 15 years. They left our students energized, motivated and with a clear message that ‘If you

DAVID McINTOSH

by Curt Epstein

Visitors to LABACE 2015 leaving the exhibit tent for the static display area pass between a semi trailer bearing a helicopter cocooned in protective plastic, as well as a transport container holding an office. Both bear the logo of international logistics firm AGS. Valerie Bittencourt of AGS explained to AIN: “The aircraft trailer was recently built by AGS, and it’s the only one, and only AGS has one. Already we’ve had demand for it, though.”

AGS handles overseas transportation, so that a customer can purchase an aircraft overseas, and have it shipped by sea and transported by road to an airfield, without putting any cycles on the aircraft or having to worry about insuring it for a ferry flight. Special transport is available for parts as well as full aircraft.

The company helps clients such as Helibras, which transports large parts such as rotors by sea to Brazil, and then by road to its logistics center in Atibaia, to eventually move by road to where needed. It also handles aircraft-on-ground situations. “We can bring anything, from wherever it is, by sea, and by road, and in Europe at least, by rail.”

–R.P.

Air Elite is expanding; adds seven new bases Air Elite, the World Fuel Services sponsored network of high-end FBOs has seen strong growth so far this year with seven new locations added, including six in Latin America and the

Caribbean, bringing the total number of participating FBOs to 45 worldwide. Among the recent additions to Latin America and the Caribbean are Caribbean Support & Flight Services at

30 LABACE Convention News • August 12, 2015 • www.ainonline.com

Ernesto Cortissoz International Airport at Barranquilla in Colombia, Jet Aviation Nassau in the Bahamas, World-Way Aviation at Sorocaba’s Bertram Luiz Leupolz Airport, near São Paulo in Brazil, Ecuacentair, which operates from the general aviation building at Mariscal S ­ ucre International Airport in Quito, Ecuador, the Yu Lounge,

Jet Aviation Nassau is among the new additions to World Fuel Services’ Air Elite network of FBOs. Nassau is one of seven bases recently added in Latin America.

NEWS NOTE Helicopter finance company Way­ point Leasing has closed a second transaction with Brazilian rotorcraft operator Líder Taxi Aereo, which provides support for the offshore oil-and-gas industry. The deal includes the purchase and leaseback of a Sikorsky S-92 helicopter.

Ireland-based Waypoint also announced it will establish a Latin America regional office in Rio de Janeiro starting next January.

The office will be headed by Steffen Bay, the company’s vice president of sales and marketing. v

operated by Leeward Flight Services at Robert L. Bradshaw International Airport in Basseterre, St. Kitts and Nevis and Jet Centre Curacao, at Hato International Airport on the southern Caribbean island country. They join Aerocardal Limitada at Comodoro Arturo Merino Benítez International Airport in Santiago Chile, Pazos FBO Services at San Juan, Puerto Rico’s Luis Muñoz Marín Inter­ national Airport, St. Thomas Jet Center, and Cabo San Lucas International Airport in Mexico.

Air Elite was established in 2011 from the remains of the former Exxon Avitat ­ network.

Each location must meet specific criteria for customer service and the quality of their facility to be considered for acceptance. World Fuel Services (see page 26) expects the growth of the network will allow for better connectivity for business aircraft operators as they move between Mexico, the Caribbean and South America. It expects the network to eventually total more than 100 members. –C.E.

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.

De 8 a 10 passageiros 4,000 nm / 7,410 km de alcance

É a combinação perfeita entre alcance sem escalas, desempenho em aeroportos, eciência 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 desaadores 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.

WWW.DASSAULTFALCON.COM I RODRIGO PESOA: +5511 3443 7043 I RODRIGO.PESOA@FALCONJET.COM

This week at LABACE DAVID McINTOSH

WEDNESDAY, AUGUST 12 8:00 a.m. to 7:00 p.m.

Informational Sessions 12:00 noon to 8:00 p.m.

Exhibits and Static Display Open THURSDAY, AUGUST 13 8:00 a.m. to 6:00 p.m.

Informational Sessions 12:00 noon to 7:00 p.m.

Exhibits and Static Display Open Various informational sessions will be presented during the show.

Please see the show organizers for details.

Conference, Summit & Courses WEDNESDAY, AUGUST 12 2:00 to 4:00 p.m.

“Aircraft–Concepts and Anatomy” Auditorium Open to visitors THURSDAY, AUGUST 13 2:00 to 6:00 p.m.

“IV Brazil-Canada MRO Technology Seminar” Auditorium Early registration spalo.aero@international.gc.ca

BUSINESS JET TRAVELER’S 2015 BUYERS’ GUIDE AIN Publications’ private air transport magazine, Business Jet Traveler, has just published its eighth annual BJT Buyers’ Guide. This comprehensive guide is filled with information designed to help you maximize your investment in private aviation.

In the issue you’ll find Mark Huber’s article “Game Changers,” which reports on upcoming aircraft models–including Dassault Falcon’s 5X and the PC-24 light jet from Pilatus–that are BUSIN poised to set new standards in their categories.

ESS JE T James Wynbrandt’s excellent piece, “Buying or selling an aircraft? You need a Broker,” is a must-read for anyone who’s buying or selling an airplane. Wynbrandt also helps you sort through your private-lift alternatives in “Weighing Your Options.”

Also in this issue are updated directories of aircraft models, manufacturers, completion and refur2015 bishment centers and insurers; aviation caterers; and BUYER S’ GUIDE charter, jet card and fractional-share providers.

What it all adds up to is comprehensive guide to business aircraft. The BJT Buyers’ Guide is now available online at bjtonline.com/BuyersGuide. n Maximiz

ing your

investme

nt in priva

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TRAVE LER Eighth Ann

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13 No. 4

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LABACE

Convention News is located next to the Press Center Contact Editor: Ian Sheppard at +21 96865 5053; email: isheppard@ainonline.com

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