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Government hears bizav’s call for action

Conte com a AIN para as Melhores Notícias da LABACE

by Kirby J. Harrison & Richard Pedicini Brazil’s business aviation community convened for its 10th annual LABACE show in São Paulo yesterday in the belief that their government is finally paying attention to their crying need for access to the right infrastructure. But in a keynote address here at Congonhas Airport, Eduardo Marson, chairman of industry group ABAG, warned that the sector is still under pressure from the threat of being squeezed by commercial airline activity.

One of ABAG’s key allies, Brazilian civil aviation minister Moreira Franco, was unable to be present as planned for the LABACE 2013

DAVID McINTOSH

ABAC chairman Eduardo Marson (left, above) told the LABACE opening session that general aviation’s access to airports remains under threat.

Meanwhile, the show’s static display started to fill with visitors.

Continued on page 4 u

DAVID McINTOSH

Na LABACE Convention News de hoje, o time da AIN dá a cobertura completa das principais histórias do primeiro dia da mostra deste ano. Incluindo os destaques da sessão geral de abertura de ontem e os pronunciamentos de alguns dos fabricantes de aeronaves executivas que são líderes no mundo. Nossos fotógrafos têm se ocupado de registrar os destaques da mostra estática de aeronaves aqui no Aeroporto de Congonhas.

Nesta edição você encontra as mais recentes informações sobre como a frota brasileira de aviação geral está se desenvolvendo. Temos uma prévia do novo Anuário Brasileiro de Aviação Geral publicado nesta semana pela ABAG, associação industrial (pág. 14).

Você ainda pode ler sbore os planos da Dassault para o futuro (pág. 16) e como a propriedade compartilhada está evoluindo no Brasil (pág. 18). Também temos notícias sobre novas modificações em aeronaves sendo oferecidas por uma parceria de especialistas americanos (pág. 8) e como um empresa canadense está trazendo treinamento em segurança diretamente aos pilotos (pág. 12).

Estamos especialmente contentes em poder trazer muitas destas histórias aos nossos leitores em português. Além de ler as edições diárias disponíveis aqui em São Paulo, por favor continuem checando as mais recentes notícias da LABACE online em www.ainonline.com.

Edição bilíngue

Manufacturers

Modifications

Training

Aircraft

Fractionals

Gulfstream Grows in Latin America

Winglets for Brazil’s Falcons

SMS Training Is Just a Click Away

Super-midsize on Dassault Horizon

The Business Model Is Growing

Since 2008, the Savannah-based airframer has nearly quadrupled its fleet in the region. To support that growth, the manufacturer has made several additions to its local staff. Page 4

With ANAC approval for its winglet modifications for the Dassault 2000 series, Aviation Partners sets its sights on upgrading the country’s Falcon 900 series trijets. Page 10

Operators can now utilize a new comprehensive online safety training resource that can be accessed anywhere through tablet devices or smart phones. Page 12

As it moves closer to an official launch announcement, the French airframer emphasizes its planned new super midsize jet will complement its Falcon 900 family, not replace it. Page 16

While the fractional aircraft ownership model has seen success in North America and Europe, it is slowly gaining popularity in Latin America also, as more providers jump into the fray. Page 18

Cessna’s Latitude mockup shows off the midsize jet’s roomy interior, based around six swivel seats (left and below). Up front, the cockpit features the Garmin G5000 avionics suite, with four touch-screen control panels providing systems interface. The three large screens convert between primary and multifunction displays (bottom).

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FOUNDED IN 1972 James Holahan, Founding Editor

DAVID McINTOSH

Wilson S. Leach, Managing Director R. RANDALL PADFIELD, CHIEF OPERATING OFFICER Editor-in-chief – Charles Alcock editor - INTERNATIONAL show editions – Ian Sheppard

Cessna gives Brazil its first glimpse at the Latitude

DAVID McINTOSH

PRODUCTION DIRECTOR – Mary E. Mahoney

by David Donald

David A. Lombardo Richard Pedicini Matt Thurber

the production team Lysbeth McAleer Mona L. Brown Colleen Redmond Jane Campbell John Manfredo Photographer David McIntosh

these performance figures as being a good fit for the Latin American market.

For the flight crew the Latitude will provide a state-of-the-art workplace based on Garmin’s G5000 avionics suite. The flight deck is very similar to those installed in the latest Citation X and Sovereign aircraft. Four touch-screen control panels form the primary interface with the aircraft’s systems, with smartphone-style iconography. The system has been designed to allow control to be effected with as few hand/eye movements as possible.

Three large WXGA high-definition screens can act as either primary flight displays or multifunction displays, the latter incorporating split-screen capability. The avionics suite includes the Garmin SVT synthetic-vision imagery,

online editor – Chad Trautvetter WEB DEVELOPER – Mike Giaimo director of finance & new product/ online development – David M. Leach DAVID McINTOSH

Yesterday at LABACE Cessna unveiled the cabin mockup of the Citation Latitude for the first time in Brazil, giving show-goers the opportunity to see the type’s capacious cabin. Measuring 77 inches wide and 72 inches in height, the flat-floor cabin offers unprecedented headroom for an aircraft in the midsize class. Cessna offers two cabin configurations, coach and club, with seating for up to nine passengers. Six swivel seats form the basis of both configurations.

Pitched between the existing XLS+ and Sovereign, the Citation Latitude will offer a 2,500-nm range and a Mach 0.8 cruise at up to 45,000 feet. Powered by two Pratt & Whitney PW306D turbofans, the Latitude is expected to take off at ISA and in zero wind in 4,030 feet. Cessna sees

the editorial team David Donald Curt Epstein Kirby J. Harrison

which displays the terrain, obstacles, traffic and runways ahead of the aircraft on the pilot’s PFD. This greatly enhances situational awareness, particularly in full IFR and nighttime conditions.

Currently Cessna is nearing completion of the first Latitude airframe, and is planning to certify the aircraft in 2015. A 4,000nm range aircraft, known as the Longitude, is scheduled to follow in 2017. o

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Nextant touts 400XTi as midsized jet at light jet price Nextant Aerospace is showing its 400XTi small-cabin, light business jet at LABACE 2013, making it the model’s Latin American debut and following up a visit last year by the company’s 400XT. Brazil is seen as a major opportunity for the remanufactured version of the Beechjet 400A/XP, which Nextant believes is a perfect fit for many requirements in the region.

Speaking to AIN here at LABACE 2013, Jay Heublein, Nextant’s executive v-p global sales, explained: “Operating economics are vital here, but you have to have the range. Our aircraft offers medium-jet range performance at light

jet operating costs. It fits some important city pairs that you couldn’t do before with [an aircraft in] this category.”

The 400XTi is an attractive proposition for existing and new entry-level jet customers seeking a more capable and cost-efficient aircraft at the very attractive purchase price of just $4.95 million, suggested Heublein. “The [Embraer] Phenom 300 is a fine aircraft,” he said, “but you can buy a 400XTi and operate it for five years for the same price.”

Backing up Nextant’s optimism is company research showing 1,634 entrylevel jets currently in Latin America, of which many are more than 10 years old

DAVID McINTOSH

New Nextant-designed raked “shark fin” winglets help distinguish the 400XTi from its predecessor. Not only stylish, they also improve the twin-jet’s performance by reducing drag.

2 LABACE Convention News • August 15, 2013 • www.ainonline.com

and 11 percent are for sale. As well as attracting existing light jet operators, Nextant also sees a healthy market for operators looking to step up from turboprops, which have traditionally been dominant in the Latin American market primarily on the basis of their lower acquisition and operating costs than similarly sized jets.

With around 600 Beechcraft/Hawker 400A/XPs originally built, there is no shortage of airframes available for remanufacture. Nextant’s plant in the U.S. has the capacity to produce 48 400XTis annually, but the company plans to run it at a rate of around 24 to 30 aircraft over the next year. After the launch of the initial 400XT model, Nextant officials were pleasantly surprised at how quickly export interest kicked in, and now the company has sold 30 aircraft. The goal is to double that number by some time in 2014.

Latin America, and Brazil in particular, has been earmarked as the clear sales focus for the next year. Just this week, Nextant announced that it had selected Cygnus Aviation to act as the exclusive sales agent for Venezuela, Colombia and the Caribbean. The aircraft on display here at LABACE conducted a number of demonstrations in that region on its way to São Paulo. The Caribbean is considered a natural market due to the number of high-net-worth individuals.

Brazil is the next target for a sales agent, and Nextant is in an advanced stage in the selection process for a local partner. –D.D.

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DAVID McINTOSH

Bombardier bolsters Latin American network

by Kirby J. Harrison Bombardier Aerospace continues to expand its aftermarket service network in Latin America with the addition earlier this year of Brazil’s Maga Aviation as an authorized service facility for the Learjet 40 line.

Located at Aeroporto de Amarais Campinas in São Paulo state, Maga Aviation is

home to more than 20 technicians working in a 2,230-sq-m (24,000-sq-ft) maintenance hangar. The facility works in close collaboration with Bombardier’s regional support office in São Paulo to provide integrated support to business aircraft customers based in or flying through the region.

New EC130T2 helicopter makes Brazilian debut

by David Donald Here at LABACE Helibras is displaying the first example of the EC130T2 to arrive in Brazil.

This latest version of the helicopter introduces a host of new features that the company hopes will maintain the EC130’s position as the dominant type in the large single-engine marketplace.

Having arrived from the Eurocopter factory in France just a few weeks ago, the EC130T2 was reassembled at the Helibras facility at Itajubá. It was painted there, too, to trial a new type of ecologically friendly water-based paint. As well as having a reduced environmental impact, the new paint covers more effectively than traditional

solvent-based paint, with the result that only about 50 percent of the quantity is required, with a consequent weight-saving.

Although from the outside it looks similar to the previous EC130B4, the T2 introduces many new improvements. There are structural changes, including new materials, that result in a 70-kilogram weight-saving, while the B4’s Turbomeca Arriel 1B1 turboshaft has been replaced by the Arriel 2D. As well as offering more power, the 2D is cheaper to run. Other changes are new doors, with rear sliding units on both sides, and a new air-conditioning system that meets the demands of the

“Maga Aviation has built a strong reputation among our South American operator base and their passion for our products benefits Learjet aircraft customers on a day-to-day basis,” said Eric Martel, Bombardier customer services president.

São Jose dos Campos-based Digex, a Bombardier approved service facility (ASF) for business aircraft since 2005, has also been providing support to operators in the region. In the past year, there has been a 35-percent increase in the total volume of maintenance performed at the facility. Along with Maga, it is one of two facilities in the region authorized by Bombardier to repair and overhaul the landing gear for the Learjet 40, 40XR, 45 and 45XR models.

Digex is the only ASF in South America certified by both U.S. and Brazilian authorities to large cabin. Overall, useful load is increased by 40 kilograms.

After the LABACE show the EC130T2 is embarking on a Brazilian sales tour, visiting numerous operators and conducting demonstrations for potential customers. Three EC130T2s have already been sold in Brazil, and the aircraft on display will be delivered to a customer in Belo Horizonte before the end of the year, following its sales tour.

Despite the rebranding of parent company EADS under the Airbus name, it has been confirmed that Helibras will retain its own brand. The company serves four main markets: business/private travel, defense, parapublic and offshore. The latter is expected to grow considerably in the coming years, while Helibras has around 80 percent of the parapublic market.

provide maintenance work for Learjet, Challenger and Global aircraft. Its facility features two maintenance hangars, with a total of 2,972 sq m (32,000 sq ft) of hangar space.

Local Ties

Since its opening in 2011, Bombardier’s support office in São Paulo has developed a strong relationship with Digex and other ASFs in the region, including Maga Aviation and AASSA Aviação Atlântico, to help improve the support network for operators in South America. Working in close collaboration, mobile response services, provided via Digex for operators in Brazil and surrounding countries, have significantly increased.

Business aircraft operators in South America also benefit from Bombardier’s locally based parts

depot and from field service representatives’ 24/7/365 support from the customer response centers in Montreal, Canada, and Wichita, Kansas, as well as the dedicated customer support account managers assigned to each operator in the region.

“Latin America has always been in our backyard with a very loyal customer base,” said Andy Nureddin, vice president of customer services and support for business aircraft. “We take service and support very seriously and we continue to grow our parts count in the region.”

Bombardier has five ASFs in Latin America: one in Buenos Aires, two in Mexico and two in Brazil. As yet, there is no Bombardier-owned and operated service center. “We remain confident with the network we have in the region at this stage,” Nureddin emphasized. o

DAVID McINTOSH

DAVID McINTOSH

Bombardier has increased its support network for South America with the appointment of Maga Aviation as a second authorized service facility in Brazil. São Jose dos Campos-based Digex has been providing maintenance for the Canadian OEM since 2005.

Helibras is displaying the new EC130T2 single-engine helicopter here at the LABACE show.

In addition to assembling machines imported from Euro­ copter/Airbus Helicopters, Helibras also builds the AS350B2/ B3 Esquilo and EC725 Cougar.

The Esquilo, the Brazilian version of the Ecureuil or Squirrel, is available with attractive financing through the national business development bank as an

incentive to “buy Brazilian.” Up to 85 percent of the purchase value can be financed over a tenyear credit with an annual rate of less than 4 percent. o

www.ainonline.com • August 15, 2013 • LABACE Convention News 3

Gulfstream growing by leaps and bounds in Latin America Brazil goes hand-in-hand with that desire to conduct business worldwide–whether it’s in China, Europe or Africa.”

To support the growing fleet in Latin America, Gulfstream opened Gulfstream Brazil–a company-owned service center in Sorocaba, near São Paulo–about three years ago. Neal told AIN that Gulfstream Brazil is now stocked with more than $15 million in parts. Earlier this month, Gulfstream appointed Adriano Andrade as general manager of the facility. The Brazil native was formerly general manager and director of Dassault Falcon’s service center in Sorocaba. He also was a supply chain manager for Gulfstream parts consignment partner Morro Vermelho Taxi Aereo in São Paulo.

To assist Gulfstream operators in

Gulfstream’s strong showing on the LABACE static display mirrored the growing presence of the U.S. manufacturer’s jets in Brazil’s business aviation fleet.

Brazil and Latin America, Gulfstream recently enhanced its product support network with the hiring of regional sales manager Raquel Sacramento. In her new position, she is responsible for Gulfstream’s maintenance and avionics sales in South America. Sacramento previously was a technical maintenance sales manager for Brazil-based business jet services provider Líder Aviacão.

DAVID McINTOSH

The tenth edition of the annual LABACE show opened here in São Paulo with leaders from industry association ABAG joined by state and federal Brazilian officials for a ceremonial ribbon-cutting (left).

Up to 16,000 visitors are expected at Congonhas Airport this week, but rainy conditions and traffic congestion made for a slow start.

Government hears bizav’s call for action uContinued from page 1

opening ceremony due to last-minute political commitments. But Marcelo Guranranys, president of national civil aviation agency ANAC, was present and he claimed that the authorities do now have a more positive view of business aviation. “For us, business aviation is what propels aviation, and in the coming years we are focusing our efforts at a change in the paradigm,” he told AIN. Marson outlined the threat posed to business aviation by recent moves to usurp long-standing occupancy of key airport locations by charter operators, maintenance providers and other general aviation users. He was quick to praise Franco for standing up for ABAG’s members in this regard, pointing to a recent victory in overturning plans by airport agency Ifraero to open up occupancy of hangar and ramp space to new bidders.

“He received us in his office with his team and accepted a joint statement signed by ABAG and [air taxi syndicate] SNETA suggesting that the use of airport space be [guaranteed for business aviation users] for a 25-year period, renewable for 10 years if investment were required by the user and 10-plus10 years if not, with preference given to the current occupant,” explained Marson. “To our great happiness, the next day Infraero’s plan to put the spaces out to public bid was suspended.”

Despite the promise of new business airports in Brazil, Marson insisted that business aviation must continue to have assured access to the country’s main airports. “I’m happy that these initiatives are receiving approval from the Secretariat of Civil Aviation,” he said. “But the central airports are part of the aviation system, and general aviation is part of the system, too, and needs access to the central airports, just like it does in other countries.”

The ABAG leader also called on ANAC to change its structure to be more

4 LABACE Convention News • August 15, 2013 • www.ainonline.com

responsive to the needs of general aviation users. In particular, he called for a new system to allow operators and other companies to track the status of formal requests they have made to the agency.

The construction of privately operated business aviation airports is a prominent topic at this year’s LABACE show.

The exhibition hall features an enormous model of the new Catarina Executive Airport in nearby São Roque, which received federal approval yesterday. The model is being displayed by developer JHSF, and several São Roque local officials have come to the show to see business aviation first-hand. The Aerovale Airport that is proposed to be built near São Jose dos Campos­­, home to Brazil’s business jet builder Embraer, also is at LABACE in model form.

São Paulo state finance secretary Andrea Calabi told the LABACE opening session that he is pressing hard for clearance to announce a date to issue a privatization process for five airports and he said authorities are eager to see

“Adriano and Raquel are experienced in many facets of product support,” said Mark Burns, president, Gulfstream Product Support. “They have the technical background and the communication skills necessary to build relationships with customers. We believe they will have an immediate impact and help take our customer service and support in the region to new heights.” o

DAVID McINTOSH

Gulfstream Aerospace has seen “significant growth” in the size of its customer-operated aircraft fleet in Latin America, especially in Brazil, where the fleet of Gulfstream business jets has nearly quadrupled since 2008. According to Gulfstream senior vice president of sales and marketing Scott Neal, 8 percent of the installed Gulfstream base is in Latin America. There are currently 176 Gulfstreams based in Latin America, including 39 in Brazil. In 2008, these figures were 92 and 10, respectively.

“Brazil’s economic growth has sparked an increase in trade with countries around the world, most notably China,” said Gulfstream president Larry Flynn.

“The growth in the number of customers operating Gulfstream business jets in

CHAD TRAUTVETTER

by Chad Trautvetter

more public/private partnerships on airports. He indicated that aviation can expect to see a significant uptick in infrastructure investment.

This year’s ABAG prize awarded for “dedication, professionalism and actions advancing general aviation” was given to Air Force Commandant Brigadier Juniti Saito yesterday. Marson praised him for being a regular LABACE participant and for standing up for aviation’s corner at government meetings.

Brigadier Saito proclaimed his faith in general aviation and its importance to Brazil. He pointed out that the country has more than 700 airports, of which only 150 are served by commercial flights. “General aviation provides the system’s access to hundreds of outlying areas,” he declared. o

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Honeywell prepares to tap Latin business aviation growth

by Charles Alcock

Honeywell PlaneView

Honeywell se prepara para mexer no crescimento da aviação latina por Charles Alcock As esperanças da aviação executiva para os famosos países do BRIC (Brasil, Rússia, Índia e China) foram de certa forma abaladas por destinos econômicos variados envolvendo todos do grupo, mas eles continuam a ser foco de otimismo no longo prazo. Na próxima edição do Global Business Aviation Forecast, publicação anual da Honeywell Aerospace, a ser divulgada na mostra NBAA em outubro, a gigante da indústria se coloca entre os otimistas e parece confirmar uma continuação no crescimento do mercado latino-americano.

A última previsão para os sistemas eletrônicos, motores e sistemas de cabine de passageiros, feita em outubro de 2012, indicou que 39 por cento dos operadores latino-americanos tinham planos de adquirir novos jatos nos próximos cinco anos (um aumento de sete pontos em 2011). Foi previsto pela Honeywell que quase 70 por cento das compras planejadas da região seriam feitas nos três anos seguintes (ou seja, até o final de 2015). Projetou-se que 688 novas aeronaves seriam adquiridas por operadores latino-americanos ao longo de um período de cinco anos.

Na previsão de 2012, os analistas da Honeywell esperavam que a América Latina representasse 18 por cento da demanda mundial para a aviação executiva nos próximos cinco anos. É exatamente o que equivale ao muitíssimo mais maduro mercado europeu, e também mais que a região do sudeste asiático (7 por cento) e o Oriente Médio e África (5 por cento) juntos.

Segundo Mike Rowley, vice-presidente de vendas para a aviação executiva e geral da Honeywell Aerospace, a posição diferente da empresa em fornecer equipamento para a produção atual de jatos executivos a deixa bem colocada para capitalizar com o aumento de pedidos antecipados. Dos fabricantes de aeronave exibindo aqui na LABACE, a Honeywell (estande 1004) forneceu sistemas à Airbus Corporate Jets, Boeing Business Jets, Bombardier, Cessna, Dassault, Embraer, Gulfstream, Beechcraft e Pilatus.

A conexão da Honeywell com a fabricante brasileira Embraer é especialmente forte, como foi demonstrado pelo fato de que seus novos jatos Legacy 450 e 500 são alimentados por motores HTF 7500E de 6.540 libras de empuxo. O sistema de gerenciamento da cabine de passageiros Ovation Select da empresa é equipamento padrão em todos os jatos atuais da Embraer. Seus sistemas eletrônicos Primus Epic e PlaneView têm tido impacto significativo

no cockpit de muitas aeronaves executivas.

A divisão de espaço aéreo da Honeywell tem cerca de 50 funcionários no Brasil e a maioria deles tem base na matriz da Embraer em São José dos Campos. A empresa está pronta para nomear um segundo gerente de vendas para aviação executiva e geral para dar apoio aos esforços de pós-vendas na América Latina, tendo anteriormente adicionado um representante de vendas regionais para seus produtos Bendix King. A presença do grupo no gerenciamento da região foi reforçada ainda mais no mês passado com a designação de Benjamin Driggs como o novo presidente da Honeywell Brasil; sua base será São Paulo.

Segundo Rowley, melhorias no sistema são outra parte chave das ambições de pós-venda da Honeywell na América Latina. A empresa estima que já existam 2.800 aeronaves executivas com motor a turbina na região, e 300 atualmente têm vários sistemas eletrônicos fornecidos pelas empresas Honeywell e legacy, tais como Bendix King e Sperry, que os operadores podem ver a chance de modernizar.

Outra oportunidade de melhoria é apresentada pela popular aeronave utilitária Cessna Caravan, que pode ser reequipada com um turbopropulsor Honeywell 1.100-hp TPE33112JR. Esta central promete 30 por cento a mais de energia, enquanto reduz a queima de combustível em cerca de quatro galões por hora e os custos operacionais em $40 por hora de voo.

As vendas e suporte da Honeywell na América Latina são atualmente fornecidas através de uma rede de negociadores autorizados, em sua maioria afiliados com os consumidores (ou seja, os fabricantes de aeronaves) e mais alguns independentes. Rowley disse à AIN que o próximo passo no desenvolvimento do suporte ao consumidor para a região provavelmente será a Embraer cumprindo sua ambição declarada de estabelecer um centro de serviços em motores próprio da fábrica em suas instalações em Gavião Peixoto no Brasil.

Por toda a América Latina, Rowley indicou que a demanda da aviação executiva flutua consideravelmente com bolsões de crescimento de Mercado focados em lugares como Cidade do México (onde a Honeywell tem um representante de vendas) e a capital argentina, Buenos Aires. Em anos recentes, Tem havido um aumento na demanda por helicóteros na região do Rio de Janeiro, boa parte devido ao boom da exploração de gás e petróleo na o costa brasileira.

6 LABACE Convention News • August 15, 2013 • www.ainonline.com

Business aviation’s hopes for the famous BRIC countries (Brazil, Russia, India and China) were somewhat dented last year by mixed economic fortunes across the board, but they continue to be the focus of long-term optimism. In Honeywell Aerospace’s next edition of its annual Global Business Aviation Forecast, to be published at the NBAA show in October, the industry giant is still expected to be among the optimists and appears set to confirm a continuation of growth in the Latin American market.

The avionics, engines and cabin systems group’s last forecast in October 2012 indicated that 39 percent of Latin American operators had plans to buy new jets in the next five years (a seven-point increase on 2011). Honeywell’s forecasters predicted that almost 70 percent of the region’s Honeywell TPE331

planned purchases would be made in the following three years (that is, by the end of 2015). It projected that 688 new aircraft would be purchased by Latin American operators over the five-year period.

In the 2012 forecast, Honeywell’s analysts expected Latin America to account for 18 percent of worldwide demand for business aviation over the following five years. That’s exactly equivalent to the far more mature European marketplace, and also more than the Asia Pacific region (7 percent) and the Middle East and Africa (5 percent) collectively.

According to Mike Rowley, Honeywell Aerospace’s sales vice president for business and general aviation, the company’s diverse position supplying equipment to current production business jets leaves it well placed to capitalize on the anticipated upsurge in orders. Of the aircraft makers exhibiting here at the LABACE show, Honeywell (Stand 1004) has supplied systems to Airbus Corporate Jets, Boeing Business Jets, Bombardier, Cessna, Dassault, Embraer, Gulfstream, Beechcraft and Pilatus.

Honeywell’s connection with Brazilian manufacturer Embraer is especially strong, as typified by the fact that its new Legacy 450 and 500 jets are powered by the 6,540-pound-thrust HTF 7500E engines. The company’s Ovation Select

cabin management system is standard equipment on all of Embraer’s current jets. Its Primus Epic and PlaneViewavionics suites have had a significant impact on many business aircraft cockpits.

Honeywell’s aerospace division has around 50 employees in Brazil and the majority of these are based at Embraer’s San Jose dos Campos headquarters. The company is set to appoint a second business and general aviation sales manager to support aftermarket efforts in Latin America, having earlier added a regional sales representative for its Bendix King products. The group’s management presence in the region last month was further bolstered with the appointment of Benjamin Driggs as the new president of Honeywell Brazil; he will be based in São Paulo.

According to Rowley, system upgrades are another key part of Honeywell’s aftermarket ambitions in Latin America. The company estimates that there already are some 2,800 turbine-powered business aircraft in the region, and as many as 300 currently have various avionics systems supplied by Honeywell and legacy companies, such as Bendix King and Sperry, that operators might see a case for modernizing.

Another upgrade opportunity is presented by the popular Cessna Caravan utility aircraft, which can be re-engined with a Honeywell 1,100hp TPE331-12JR turboprop. This powerplant promises some 30 percent more power, while reducing fuel burn by around four gallons per hour and operating costs by as much as $40 per flight hour.

Honeywell sales and support in Latin America is currently provided through a network of authorized dealers, most of which are affiliated with its customers (that is, the aircraft manufacturers) plus some independent facilities. Rowley told AIN that the next step in the development of customer support for the region will likely see Embraer fulfilling its declared ambition to establish a factoryowned engine service center at its existing facility at Gavião Peixoto in Brazil.

Across Latin America, Rowley indicated that business aviation demand fluctuates considerably with pockets of market growth focused in locations such as Mexico City (where Honeywell has a sales representative) and the Argentinean capital Buenos Aires. In recent years, there has been a surge in demand for helicopters centered around Rio de Janeiro, with much of this driven by Brazil’s boom in offshore oil and gas exploration. o

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Especialistas em modificações reúnem conhecimento para mexer com o mercado latino-americano por Kirby J. Harrison Três especialistas em modificação de aeronaves com grandes mercados na América Latina, e em particular, no Brasil, juntaram forças na mostra LABACE com uma exibição (estande 5005) do tipo one-stop-shop (centro onde se concentram vários serviços) apresentando tecnologias de melhora de desempenho. De várias maneiras, os produtos oferecidos pela Blackhawk Modifications, BLR Aerospace e Raisbeck Engineering complementam-se uns aos outros, e combinados, podem resultar em performances ainda melhores, segundo as empresas americanas.

Tendo o Brasil como um dos maiores mercados para o monomotor turbo-hélice Caravan da Cessna, a Blackhawk está promovendo recentes upgrades. A empresa, com sede em Waco, Texas, recebeu aprovação para o certificado de tipo suplementar (STC, na sigla em inglês) em junho deste ano

As winglets BLR melhoram a performance aerodinâmica do Beechcraft King Air 250 por 5 cento.

BLR Aerospace offers winglets that improve the aerodynamics of the King Air twin turboprops, reducing fuel consumption by 5 percent.

pela venda e instalação do upgrade de seu XP42A no Cessna Caravan 208A. As primeiras entregas iniciaram em julho.

O pacote de aperfeiçoamentos inclui um motor PT6A-42A Pratt & Whitney Canada novo de fábrica classificado como 850 eixo contínuo cavalos-vapor. Também inclui uma corda larga totalmente nova, hélice Hartzell de quatro pás de 100 polegadas de diâmetro, capota composta e duto de entrada de alta eficiência, assim como um resfriador de óleo 40 por cento maior, indicadores do motor Blackhawk DigiLog e dutos de exaustão.

A empresa recebeu aprovação do mesmo upgrade para o 208B Grand Caravan em 2011 e mais recentemente instalou a modificação em um Grand Caravan operado pela Skydive4fun, um serviço de paraquedismo com base em São Paulo.

“Agora quem viaja no 208A pode aproveitar os mesmos benefícios operacionais e econômicos que fizeram o upgrade tão popular no 208B,” disse o presidente e CEO da Blackhawk Jim Allmon.

Na LABACE, a Blackhawk também está promovendo produtos para a King Air Line, assim como o Conquest e Cheyenne da Cessna.

O FastFin da BLR A BLR Aerospace está focando em seus sistemas de winglets para King Airs, e também está disponível para discutir seu sistema FastFin

para helicópteros médios da Bell.

O Sistema de winglets da BLR, incluindo a iluminação em LED, estão atuando em mais de 40 países e podem reduzir o consumo de combustível em 5 por cento. Segundo Carl Jansen do Aircraft Bluebook-Price Digest, as entregas de winglets da King Air têm um retorno de 100 por cento do investimento.

As winglets estão disponíveis através dos modelos 90, 200 e 300 da King Air, e a Beechcraft os incorporou aos modelos em produção.

O aperfeiçoamento e sistema de estabilidade no rotor de cauda FastFin da BLR para o 204, 205 e 212 da Bell foi aprovado pela ANAC em agosto do ano passado, e, até o momento, mais de 600 dos sistemas estão em serviço em todo o mundo. A ANAC já liberou a aprovação do FastFin para o Bell 412 também.

O Sistema inclui duas faixas paralelas (stall strips) no tubo de cauda, conhecidas como dual tail boom strakes, e um remodelado estabilizador de empenagem vertical. Ele otimiza o fluxo de ar em torno do tubo de cauda “melhorando drasticamente a eficiência do rotor de cauda e tolerância de vento azimute.” Segundo a Everett, empresa com sede em Washington, isto reduz custos operacionais e reduz ciclos de fadiga em estruturas, assim como a demanda na rotação dos componentes do rotor de cauda.

Uma vez instalado, a maioria dos operadores de Bell 412 experimentarão um aumento de 500 libras na carga útil de efeito enquanto pairando fora do solo e até 1.250 libras de efeito quando pairando no solo.

Hélices Swept-blade da Raisbeck A Raisbeck Engineering está fazendo um marketing completo na LABACE com sua nova hélice turbofan swept-blade para a família King Air 200. A ANAC entregou aprovação STC para as hélices em maio deste ano.

Segundo a Tukwila, especialista em modificações com sede em Washington, as “as inovadoras hélices swept-blade criam os King Air mais dramáticos e com melhor performance, sem dúvida.” Também deve-se notar a performance hot-and-high (quente-e-alta) aperfeiçoada com as novas hélices, “permitindo que estas operações sejam seguras enquanto [a aeronave carrega] muito mais carga e combustível para maior alcance.”

Um exemplo da nova tecnologia sweptblade da Raisbeck está em exibição na LABACE. Os sistemas Raisbeck para uma variedade de aeronaves e modelos são vendidos e instalados por mais de 100 negociadores autorizados e centros de instalação em todo o mundo.

No Brasil, estes incluem Conal, Japi Aeronaves, Líder Aviação, Premium Jet Manutenção de Aeronaves, Quick Aviação e Tam. A parceria com a Hartzell Propeller já dura 30 anos e o fundador e presidente Jim Raisbeck notou que há cerca de 1.500 King Airs voando hoje em todo o mundo com os turboo fans Hartzell/Raisbeck power props.

8 LABACE Convention News • August 15, 2013 • www.ainonline.com

A Blackhawk Modifications impulsiona a performance dos turbo-hélices duplos com seu pacote de upgrades do motor.

Blackhawk Modifications boosts the performance of King Air twin turboprops with its engine upgrade packages.

Modification experts combine for Latin American market

by Kirby J. Harrison Three aircraft modification specialists with major markets in Latin America, and in particular in Brazil, have joined forces at the LABACE show with a one-stop-shop exhibit (Stand 5005) featuring performance-enhancing technologies. In many ways, the products offered

by Blackhawk Modifications, BLR Aerospace and Raisbeck Engineering complement one another, and combined may result in even better performance results, according to the U.S. companies.

With Brazil as one of the world’s largest markets for Cessna’s single-engine turboprop Caravan, Blackhawk is promoting its recent modification upgrades.

The company, based in Waco, Texas, received supplementary type certificate (STC) approval in June this year for the sale and installation of its XP42A upgrade on the Cessna Caravan 208A. First deliveries began in July.

The upgrade package includes a factory-new Pratt & Whitney Canada PT6A42A engine rated at 850 continuous shaft horsepower. It also features an all-new wide-chord, 100-inch diameter Hartzell four-blade propeller, composite cowling and high-efficiency inlet duct, as well as a 40-percent larger oil cooler, Blackhawk DigiLog engine gauges and exhaust stacks.

The company received approval of the same upgrade for the 208B Grand Caravan in 2011 and most recently installed the modification on a Grand Caravan operated by Skydive4Fun, a skydiving service based in São Paulo.

“Now those who fly 208As can enjoy the same operational and economic benefits that have made the upgrade so popular in the 208B,” said Blackhawk president and CEO Jim Allmon.

At LABACE, Blackhawk is also promoting upgrade products for the King Air line, as well Cessna’s Conquest and Cheyenne.

BLR’s FastFin

BLR Aerospace is focusing on its winglet systems for King Airs, and also is available to discuss its FastFin system for Bell medium helicopters.

The BLR winglet system, including LED lighting, are in service in more than 40 countries and can reduce fuel consumption by 5 percent. According to Carl

Janssen of the Aircraft Bluebook-Price Digest, the King Air winglets deliver a 100-percent return on investment.

The winglets are available through BLR for the King Air models 90, 200 and 300, and Beechcraft has incorporated them in production models.

BLR’s FastFin tail-rotor enhancement and stability system for the Bell 204, 205 and 212 was approved by Brazil’s ANAC aviation authority in August last year and, to date, more than 600 of the systems are in service worldwide. ANAC has since approved FastFin for the Bell 412 as well.

The system includes two parallel stall strips on the tail boom, known as dual tail boom strakes, and a reshaped vertical fin. It optimizes airflow around the tail boom “dramatically improving tail-rotor efficiency and wind azimuth tolerance.”

Once installed, most Bell 412 operators will experience a 500-pound increase in useful load while hovering out of ground effect and up to 1,250 pounds while hovering in ground effect.

Raisbeck Swept-blade Props

Raisbeck Engineering is making a full marketing effort at LABACE with its new swept-blade turbofan propellers for the King Air 200 family. ANAC granted STC approval for the propellers in May. The Tukwila, Washington-based modifications specialist claims the “gamechanging swept-blade propellers create the most dramatic and best performing King Air.” Also noted is the improved hot-and-high performance with the new propellers, “allowing these operations to be safe while [the aircraft carry] much greater payloads and fuel for more range.”

An example of the new swept-blade technology from Raisbeck is on display at LABACE. Raisbeck systems are sold and installed by more than 100 authorized dealers and installation centers worldwide. In Brazil, those include Conal, Japi Aeronaves, Líder Aviação, Premium Jet Manutenção de Aeronaves, Quick Aviação and Tam. The partnership with Hartzell Propeller spans 30 years and Raisbeck founder and chairman Jim Raisbeck noted that there are about 1,500 King Airs now flying worldwide with Hartzell/Raisbeck turbofan power props. o

Aviation safety conference follows LABACE Vector Aerospace is expanding its footprint in Latin America, where it expects MRO requirements to grow exponentially in the next decade.

Vector to set up its first MRO in Latin America Canadian company Vector Aerospace is in the planning stages of building its first maintenance, repair and overhaul (MRO) subsidiary and service center in Latin America.

Senior executives from the company, which already has MRO facilities in 21 countries on six continents, along with its local representatives are at LABACE (Stand 3005) to discuss their services with local operators.

Meanwhile, in cooperation with the Canadian Trade Commission, Vector is sponsoring a breakfast here at LABACE on Friday

for customers to learn more about their services and meet senior management.

According to Declan O’Shea, president and CEO of Vector Aerospace, its newest facility is to be located near São Paulo, in Jacarei, and will open in “the upcoming months.” The 29,000-sqft facility is slated to provide engine and helicopter maintenance support for the Torontobased MRO’s local customers.

“In our overall business expansion plan, the Latin American market is extremely important to us,” O’Shea said.

“The South American MRO

market is forecast to outpace overall MRO growth over the next decade, with an engine MRO compound annual rate of growth of 12.3 percent, versus 4.2 percent globally.

“We recognize the immense importance of this market and are taking steps to expand our presence,” O’Shea told AIN. “To that end, Vector Aerospace has appointed JeanEdouard Drouault, an experienced senior executive, to lead our business development efforts in South America,” he added. Drouault was previously CEO of Eurocopter, Chile.

Vector has a long history of providing rotary- and fixed-wing MRO services to clients based throughout Latin America. “We continue to provide superior MRO solutions for many of the leading OEMs such as Pratt & Whitney Canada, Turbomeca, Rolls-Royce, GE, Honeywell and Eurocopter,” he said. –D.A.L.

The key topic–aviation safety–that preceded LABACE 2013 with Bombardier’s Safety Standdown, will follow it on August 17, as Brazil’s CENIPA has organized a full-day symposium on the Prevention of Aeronautic Accidents, for 600 participants from all facets of the aviation community. The event, to be held at the Transamêrica Hotel, will include simultaneous translation.

Federal judge Marcelo Honorato, who as an Air Force officer was a ­general aviation accident investigator, will speak on “Legal Aspects & Prevention: Criminal responsibility in aviation accidents.” Judge Honorato spoke on the topic from his unique dual perspective in Brasília last November, as AIN reported in its January 2013 issue.

Embraer’s flight safety manager, engineer Umbeto Irgang, will discuss “The aircraft manufacturer’s focus on increased safety”; Oscar Quesada of the ICAO regional office in Lima, Peru, will speak on “The benefits of Annex 19 for aviation”; and Marcelo Guaranys, president of Brazil’s national civil aviation agency, ANAC, will consider his agency’s role in aviation safety in Brazil. “Human Factors: The future is so bright it is blinding us” is the topic of Professor Katherine Andrea Lemos of ITA (Air Force Technological Institute in São José dos Campos) and professor Guido César Carim Júnior of PUC-RS (Pontifícia Universidade Católica do Rio Grande do Sul), home of Brazil’s first aviation sciences course, will focus on “The safety culture and aviators: Where are we going?”

“It will be an intense day, a day full of important topics,” the head of CENIPA, Air Brigadier Luís Roberto do Carmo Lourenço promised in a preconference video. He will speak on “Aviation’s worst villains and how to fight them.” CENIPA, the central organ of Brazil’s aviation safety system, is part of the Brazilian Air Force. The agency always investigates commercial aviation accidents, while general and business aviation accidents usually fall to SERIPAs (regional aeronautical accident investigation and prevention service).

Fully subscribed a week after it was announced, the symposium will be broadcast via the web (http://www.simposiocenipa.com.br/Transmissao). The event is being produced by the Brazilian Air Force and CENIPA, with sponsorship from Petrobras and Embraer, and additional support from ANAC, the IV Regional Air Command, the Air Force press office, the IV Regional SERIPA and Grupo LATAM Airlines. More information can be found at the symposium site at http://www.simposiocenipa.com.br –R.P.

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Falcons brasileiros prontos para os winglets

A Aviation Partners está focando em seu programa de melhorias para o Dassault Falcon 900 no Brasil, onde alguns deste modelo já estão voando com winglets API instaladas na fábrica.

Aviation Partners is focusing on its upgrade program for the Dassault Falcon 900 in Brazil, where a number of that model are already flying with factory-installed API winglets.

por Matt Thurber A Aviation Partners (API, estande 1018) está expondo pela segunda vez na LABACE, de acordo com Gary Dunn, vice presidente de vendas e marketing. Enquanto a API está destacando todos seus programas de modificação de winglets, no Brasil, o foco é o mercado de atualização de winglets para jatos Falcon.

Até o momento, a modificação da API no winglet do Falcon 2000 está aprovada no Brasil, mas a API está tentando acrescentar a série Falcon 900 também – apesar de já haver Falcons 900 mais novos com winglets da API de fábrica voando no Brasil. “Há uma quantia saudável de Falcons 2000 e 900 [no Brasil],” disse Dunn.

Nos modelos Falcon 900, 2000 e 50, que utilizam a mesma asa, os blended winglets High-Mach da API oferecem redução do arrasto e um aumento correspondente do alcance de “5 a 7 por cento numa típica velocidade de cruzeiro de intermediário a longo alcance,” Segundo a API. A maioria dos operadores com aeronaves equipadas com winglets preferem aproveitar a elevada capacidade de subida oferecida pelos winglets, Dunn explica, e depois voar em velocidade normal e aproveitar a elevada capacidade de alcance.

Sobre os Falcons 250 (os modelos 2000, 900 e 50), estes estão agora equipados com winglets; eles incluem em torno de 100 instalações posteriores e 150 instalados pela Dassault durante a fabricação.

“Estão se tornando muito comuns,” disse Dunn. No Falcon 900, a API recentemente recebeu aprovação da FAA e da EASA para operações mais próximas nas aeronaves equipadas com blended winglets – uma restrição anterior foi retirada após testes

de voo no ano passado.

As winglets da API são de material composto, exceto um subestrutura interna de metal que é acoplada à asa, e são fabricadas pela austríaca FACC. Instalações de winglets são feitas em locais aprovados pela API, e, geralmente, os operadores brasileiros voam para os EUA para fazer a modificação (em um fornecedor de manutenção aprovado pela ANAC). Operadores que desejam economizar uma bela quantia em dinheiro durante a instalação do winglet podem optar para que ela seja feita juntamente com a modificação dry-bay do Falcon, caso seja necessário.

Fazer os winglets e o dry-bay ao mesmo tempo, disse Dunn, economiza em torno de 300 horas de trabalho, que custa em torno de US$30.000 (a US$100 por hora). Se for realizado durante o check C, a modificação do winglet não o acrescenta nenhuma hora a mais.

Winglets da Scimitar Direcionadas aos Proprietários de BBJ Ao final deste ano, a parceria entre Aviation Partners e Boeing espera receber a certificação do novo winglet split-scimitar para o Boeing 737. Esta modificação deve ser do interesse de proprietários de Boeing BBJ também. Um 737-800 da United Airlines equipado com o winglet split-scimitar fez seu primeiro voo em 16 de julho na fábrica da Boeing em Everett, Washington. A United está instalando posteriormente as novas winglets na frota 737-800 e 900ER, iniciando no começo do ano que vem quando a certificação estiver completa.

Os winglets split-scimitar devem acrescentar outros 2 por cento em economia de combustível sobre as outras melhorias relacionadas a eficiência já existentes nos winglets padrão do 737. n

Brazil Falcons are ready for winglets

by Matt Thurber Aviation Partners (API, Stand 1018) is exhibiting for the second time at a LABACE show, according to Gary Dunn, vice president of sales and marketing. While API is highlighting all of its winglet modification programs, in Brazil it is focusing on the market for Falcon jet winglet upgrades. So far, API’s winglet modification for the Falcon 2000 is approved in Brazil, but API is working on adding the Falcon 900 series as well–although there are newer Falcon 900s with factory-equipped API winglets flying in Brazil already. “There is a healthy amount of Falcon 2000s and 900s [in Brazil],” Dunn said.

On the Falcon 900, 2000 and 50 models, which share the same wing, API’s high-Mach blended winglets offer drag

Scimitar Winglets Aimed at BBJ Owners By the end of this year, the Aviation Partners Boeing joint venture is expected to receive certification of the new split-scimitar winglet for the Boeing 737. This modification should be of interest to Boeing BBJ owners too. A United Airlines 737-800 equipped with the split scimitar winglet made its first flight on July 16 at Boeing’s Everett, Washington plant. United is retrofitting its 737-800 and -900ER fleet with the new winglets, starting early next year after certification is complete.

The split-scimitar winglets should add another 2 percent in fuel savings on top of the existing efficiency improvements of the standard winglets on the 737. n A United Airlines iniciou os testes com o novo winglet splitscimitar da Aviation Partners nos 737-800.

United Airlines has begun flight-testing the new Aviation Partners Boeing splitscimitar winglets on a 737-800.

00 LABACE Convention News • August 15, 10 14, 2013 • www.ainonline.com

reduction and a corresponding range increase of “5 to 7 percent at typical intermediate to long-range cruise speeds,” according to API. Most operators with winglet-equipped aircraft prefer to take advantage of increased climb capability offered by winglets, Dunn explained, then fly at normal speeds and enjoy the greater range capabilities.

About 250 Falcons (2000, 900 and 50 models) are now winglet-equipped; they include about 100 retrofits and 150 installed by Dassault during manufacture. “They’re getting to be quite a common sight,” Dunn said. On the Falcon 900, API recently received FAA and EASA approval for steep-approach operations on the aircraft equipped with blended winglets–an earlier restriction was removed after flight tests last year.

API winglets are of composite construction, except for some internal metal substructure where they attach to the wing, and are manufactured by Austria’s FACC. Winglet installations are done

by API-approved facilities, and, generally, Brazilian operators fly to the U.S. for the modification (at an ANAC-approved maintenance provider). Operators that wish to save a significant amount of money during the winglet installation can opt to have that done at the same time as the Falcon dry-bay modification, if that is needed. Doing both the winglets and the dry bay at the same time, Dunn said, saves about 300 hours of labor, which is about $30,000 (at $100 per hour). If done during a C-check, the winglet modification won’t add any additional down time. o

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Treinamento online ajuda operadores a preencher as lacunas na segurança por Charles Alcock Novas exigências de gerenciamento de risco para sistemas de gerenciamento de segurança (SMS, na sigla em inglês) e as respostas contidas nos Padrões Internacionais para Operações na Aviação Executiva (IS-BAO) têm sido grandes motores de demanda para um vasta gama de treinamentos de voo e tripulação de solo. Mas o que o piloto executivo e gerente de departamento de voo Scott Macpherson se deparou quando tentou proporcionar isto a seu time foi com o fato de que ele não conseguiria todos esse treinamentos de maneira conveniente, num só local. Isto o fez iniciar a Training Port, para consolidar os recursos educacionais disponíveis e disponibilizar um treinamento para segurança operacional e manutenção totalmente online.

A empresa canadense está sempre atualizando a apresentação e o conteúdo de seus muitos cursos. Há pouco expandiu o currículo introduzindo cursos iniciais e periódicos com treinamento de radar meteorológico de bordo conduzido pelos peritos Erik Eliel da Radar Training International e Archie Trammel da AJT Inc. Segundo Macpherson, que possui qualificação (type rating) para as aeronaves da família Dassault Falcon, empresas com simuladores como a Flight Safety International estão desenvolvendo um hábil trabalho em fornecer treinamento para aeronaves com equipamentos específicos. A abordagem da Training Port é focar em treinamentos com base em fatores mais humanos que são valorizados por qualquer operador e sua equipe.

Macpherson está na diretoria do Conselho Internacional de Aviação Executiva (IBAC) e especificamente no comitê que analisa o IS-BAO. Ele disse à AIN que operadores estão enfrentando novos e múltiplos desafios em garantir que suas operações estejam em sintonia com os compromissos assumidos nos sistemas de gerenciamento de segurança e que este processo revelou lacunas na abordagem da aviação executiva ao treinamento. A Training Net pode fornecer aos clientes uma avaliação inicial completa para identificar necessidades específicas de treinamento.

“A indústria reconheceu que precisa sair da fase dos treinamentos inflexíveis e que operadores precisam fazer uma avaliação completa de suas necessidades baseada no que seus manuais [operacionais] os comprometeram a fazer,” disse Macpherson. “Quando o SMS foi discutido pela primeira vez cerca de 15 anos atrás, realmente não havia treinamento específico nessa linha.”

Desde o início, a Training Port decidiu disponibilizar seu treinamento inteiramente via Internet para que estivesse prontamente acessível aos treinandos, mesmo quando estão na estrada. As lições, que podem ser vistas em aparelhos tablet ou até mesmo em smart phones, são divididos em sessões curtas, de 15 minutos para que sejam absorvidos por uma equipe atarefada. Em média, os treinandos fazem um lição por semana e cada lição termina com três a cinco perguntas para que ao final de um ano tenham feito de 150 a180

Online risk management training helps operators close safety gaps

by Charles Alcock

questões de exames ao todo.

A empresa faz uso frequente de gráficos sofisticados e instruções de voz em suas apresentações na Web. Cerca de 40 por cento de cada seção envolve os treinandos respondendo interativamente.

As lições são atualizadas em formato e conteúdo quase todo ano para evitar que fiquem ultrapassadas. “Esta abordagem é especificamente importante para prover treinamento periódico efetivo,” disse Macpherson.

A Training Port (estande 4012) está agora colocando ênfase na expansão internacional.

Em maio, assinou com a Aeroex da Alemanha para ser seu representante na Europa e está explorando opções para ter presença na Índia o e na China.

New risk management requirements for safety management systems (SMS) and the responses to these encapsulated in the International Standards for Business Aircraft Operations (IS-BAO) have been big drivers of demand for a wide array of training for flight and ground crews. But what corporate pilot and flight department manager Scott Macpherson found when he tried to provide this for his team was that he just could not get all this training conveniently in one place. This prompted him to start Training Port to consolidate available educational resources and deliver entirely online training for operational safety and maintenance topics.

A Training Port disponibiliza uma vasta gama de cursos cobrindo tópicos relacionados a segurança desenvolvidos com a tripulação e pessoal de solo da aviação executiva em mente. Estão todos disponíveis inteiramente online e podem ser acessados em dispositivos móveis como tablets.

Training Port delivers a wide range of courses covering largely safety-related topics developed with business aircraft flight and ground crew in mind. These are all available purely online and can be accessed on mobile devices such as tablets.

12 LABACE Convention News • August 15, 2013 • www.ainonline.com

The Canadian company is forever refreshing the presentation and the content of its many courses. It has just expanded the curriculum by introducing initial and recurrent courses on airborne weather radar training led by experts Erik Eliel of Radar Training International and Archie Trammel of AJT Inc. According to Macpherson, who holds type ratings for the Dassault Falcon family of aircraft, simulator-based companies like Flight Safety International are doing a fine job providing equipment-specific aircraft training. Training Port’s approach is to focus on more human factors-based training that is of value to any operator and its staff.

Macpherson sits on the board of the International Business Aviation Council (IBAC) and specifically on its committee overseeing IS-BAO. He told AIN that operators are facing multiple new challenges in ensuring that their operations are entirely attuned to the commitments made in their safety management systems and that this process has revealed gaps in business aviation’s approach to training.

Training Net can provide clients with a full initial assessment to identify precise training needs.

“The industry has recognized that it needs to move past inflexible training and that operators need to make a full assessment of their needs based on what their [operations] manual has committed them to,” said Macpherson. “When SMS was first discussed 15 or so years ago there really was no specific training along these lines.”

From the start, Training Port decided to deliver its training entirely via the Internet so as to be readily accessible to trainees, even when they are on the road. Lessons, which can be viewed on tablet-devices and even smart phones, are broken down into short, 15-minute sessions so as to be easily absorbed by busy staff. On average, trainees take about one lesson each week and each lesson ends with three to five questions so that by the end of a year they have done about 150 to 180 exam questions overall.

The company makes a lot of use of sophisticated graphics and professional voice-over instruction in its Web presentations. About 40 percent of each session involves trainees responding interactively.

The lessons are refreshed in format and content every year or so to avoid getting stale. “This approach is especially important for providing effective recurrent training,” said Macpherson.

Training Port (Stand 4012) is now placing a strong emphasis on international expansion. In May, it signed up Germany’s Aeroex as its representative in Europe and it is now exploring options to have a presence in India and China. o

São Paulo heliport designed for the future

by Kirby J. Harrison

São Paulo’s Helicidade Heliporto recently underwent a thorough modernization. It now can accommodate 12 helicopters in parking spots and up to 80 in its 4,500 sq m of hangars.

Helicidade Heliporto (HeliCity Heliport) is making its fourth consecutive LABACE appearance (Stand 2019), with an exhibit totaling 25 sq m and aimed at promoting its reputation as “one of the greatest heliports in Latin America.”

Certainly it is one of the most luxurious, thanks in part to recent modernization projects.

In addition to an executive reception area, Helicidade Heliporto offers meeting and changing rooms, a restaurant, gym, valet automobile parking, convenience store and weather center. The lounge features cable television and Internet access, as well as massage chairs for both pilots and passengers.

“We decided to expand our inner area to serve our customers with more convenience,” said Helicidade director Edson Pedroso. “Our goal is to offer them not only a higher standard of service, but also comfort and sophistication.”

Situated four stories high in the metropolitan São Paulo suburban neighborhood of Jaguaré, the entire complex totals 18,000 sq m (193,000 sq ft) offering 12 helicopter parking slots, 4,500 sq m (48,000 sq ft) of hangars that can accommodate up to 80 helicopters and a maintenance workshop.

Opened in 2002, the heliport was conceived by Brazilian economist Fabio Tinelli. Not only is it located near the city center, it is roughly a 40-minute flight from 11 of São Paulo’s airports. And it would appear there is a considerable customer base to support the activity at Helicidade for some time into the future. The helicopter fleet registered in São Paulo now numbers nearly 500 and, assuming that the Wealth Report 2013 from Singapore-based intelligence service Wealth-X is accurate, that number is likely to grow.

The report notes that some 1,880 individuals with net-assets of $30 million currently call São Paulo home, and by 2020 that number is expected to reach around 4,556. And, the report added, there are approximately 50 individuals in Brazil with assets of $1 billion or more. o www.ainonline.com • August 15, 2013 • LABACE Convention News 13

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Com um total de 13.965 aeronaves, a frota de aviação geral do Brasil somavam quase 900 unidades a mais em 2012 que em 2011, de acordo com os dados divulgados esta semana na terceira edição do Anuário Brasileiro de Aviação Geral. O anuário, que é publicado pela ABAG, Associação Brasileira de Aviação Geral, mostra que a frota local cresceu 6,7 por cento no ano passado – um aumento um pouco maior que a taxa de 2011 para 2012.

Acréscimos à frota incluem seis trijatos, 95 bijatos, 119 monos e 56 helicópteros bimotores. Esta nova edição do anuário também inclui uma vasta gama de dados a respeito da frota de brasileira de aeronaves executivas. Estima-se o valor em conjunto do mercado local em 13,6 bilhões para o ano passado, o que representa uma alta de 16 por cento em 2011.

Os números avaliados jogam luz sobre a composição da frota. O total de 16 trijatos no país representam 0,11 por cento da frota em números, mas 4 por cento em valor. Um total de 35 por cento do valor da frota brasileira é representado por bijatos, outros 23 por cento são helicópteros bimotores e 13 por cento são aeronaves com duplos turbopropulsores de asa fixa. As 8.008 aeronaves de pistão simples representaram 57 por cento da frota total em 2012 mas apenas 7 por cento do valor conjunto.

A ABAG começou a publicar o anuário para tornar as informações a respeito do tamanho

da frota mais prontamente disponível para os reguladores. As autoridades brasileiras têm que lidar com uma situação em que a crescente demanda por serviços de aviação comercial coloca pressão na limitada infra-estrutura de aviação do país.

A Yeb Inteligência de Mercado, que edita o anuário, utilizou os dados mais recentes disponíveis em três órgãos do governo para traçar um perfil do tráfego da aviação geral nos maiores aeroportos do país. Por exemplo, em 2012, voos de instrução aumentaram 63 por cento e ultrapassaram os táxis aéreos para se tornarem o segundo maior grupo de operações GA com um total de 25 por cento das movimentações. Outra surpresa é que em 2012 os helicópteros foram o tipo de aeronave mais utilizado, representando 35 por cento dos voos GA. Para os 20 aeroportos mais movimentados, informações como comprimento da pista e espaço de pátio são dadas, assim como algumas características dos aeródromos onde as conexões são feitas: públicos ou privados, pavimentados ou não, dentre outras. Tabelas indicam o tipo de aeronave utilizada em cada aeroporto e o motivo dos voos.

A frota brasileira também está dividida em estado e região. A região centro-oeste foi a que mais cresceu, 8 por cento, e 44 por cento da frota total está localizada nos estados de São Paulo, Minas Gerais e o Mato Grosso.

Evolution of Brazil’s General Aviation Fleet

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by Richard Pedicini With a new total of 13,965 aircraft, Brazil’s general aviation fleet numbered almost 900 more units in 2012 than in 2011, according to data released this week in the third annual edition of the Handbook of Brazilian General Aviation. The yearbook, which is published by Brazilian industry association ABAG, shows the local fleet having grown at 6.7 percent last year– a slightly larger increase over the 2011 to 2012 rate.

Additions to the fleet include six trijets, 95 twinjets, 119 singles and 56 twin-engine helicopters.

This new edition of the handbook also includes a broader array of data about the Brazilian business aircraft fleet. It estimates the combined value of the local market at $13.6 billion for last year, which was 16 percent up on 2011.

The valuation numbers shine a new light on the fleet’s composition. The country’s total of 16 trijets accounts for 0.11 percent of the fleet by number, but 4 percent by value. A total of 35 percent of the Brazilian fleet’s value is accounted for by twinjets, another 23 percent is twin-engine helicopters and 13 percent are twin-turboprop fixed-wing aircraft. The country’s 8,008 piston single aircraft accounted for 57 percent of the total fleet in 2012 but only 7 percent of the combined value.

ABAG began publishing the handbook to make information on the size of the fleet more readily available to policymakers. Authorities in Brazil have to deal with a situation in which rising demand for commercial airline service is putting pressure on the country’s limited aviation infrastructure.

Yeb Inteligência de Mercado, which edits the yearbook, used the most recent data available from three government agencies to profile general aviation traffic at the country’s largest airports.

For example, in 2012 instruction flights increased 63 percent and surpassed air taxies to become the second-largest group of GA operations with 25 percent of total movements. Another surprise is that in 2012 helicopters were the most used aircraft type, representing 35 percent of GA flights.

For the 20 busiest airports, information such as runway length and ramp space is given, as well as some characteristics

of the aerodromes to which connections are made: public or private, paved or unpaved,

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New stats show genav growing faster in Brazil

and so forth. Tables also show the type of aircraft used at each airport, and the purpose of the flights.

The Brazilian fleet is also broken out by state and region.

The central-west region grew the most at 8 percent, and 44 percent of the total fleet is located in the states of São Paulo, Minas Gerais and Mato Grosso. o

SMS está no horizonte para a familia Falcon por Charles Alcock Pouco mais de 50 anos passados desde o primeiro voo do jato Falcon da Dassault Aviation em maio de 1963, a família dos jatos executivos nunca foi tão crucial aos negócios de longo prazo da fabricante francesa. Resultados financeiros cobrindo a primeira metade de 2013 mostraram renda de grupo e lucratividade de certa forma abalados por fatores que incluem um menor número de entregas de Falcon comparado com os primeiros seis meses do ano passado (29 aeronaves contra 34). Porém, a empresa disse que ainda projeta um total de70 entregas de Falcon para o ano de 2013, o que seria 4 a mais que em 2012. No geral, os jatos Falcon ainda representam quase três quartos de todas as vendas da Dassault, com o restante consistindo de atividades militares.

Numa coletiva de imprensa em 25 de julho em Paris, o presidente da Dassault Aviation Eric Trappier disse que o mercado da aviação executiva ainda enfrenta uma “recuperação incerta” numa situação econômica mundial também incerta. “Assim, precisamos continuar lutando em três campos” vendas, suporte e inovação,” ele disse. “Por inovação, queremos dizer finalização [do interior da cabine de passageiros] e modificações em andamento na frota já existente e, claro, o SMS.” Trappier se referia ao muito esperado super jato tamanho médio da Dassault, mas os visitantes da LABACE não devem descobrir nada mais sobre isto nesta semana.

Será preciso aguardar até a mostra NBAA em Las Vegas em outubro, quando espera-se o lançamento oficial do novo programa.

Um ponto do SMS que a Dassault (estande 5102) está empenhada em mostrar é que ele não deve ser visto como uma substituição para o Falcon 900 já existente. A atitude da empresa é deixar que o mercado decida quando uma aeronave ficou ultrapassada na linha de produção atual.

Com certificação desde 2010, as winglets 900LX’s reduzem a queima de combustível para permitir um aumento de alcance de 5 a 7 por cento. O trijato tem o mesmo volume na cabine de passageiros que o recente Falcon 2000S. Segundo o gerente de engenharia de vendas da Dassault Frédéric Recher, o 900LX é “rei da performance aérea” e é apropriado para operar em aeroportos chave e restritos como Cannes, no sul da França.

“Seu peso máximo na decolagem é 70 por cento maior [que aeronaves similares] mas a queima de combustível dos rivais é 50 por cento maior pela mesma performance e alcance,” Recher explicou.

Ele disse que isto é particularmente significativo em situações em que uma missão envolve fazer viagens curtas para buscar passageiros e seguir num longo voo.

Tecnologia Futura Apesar do grande esforço de engenharia em que está embarcando para trazer o SMS para o

Mesmo com a aguardada chegada ao mercado do novo super jato tamanho médio Falcon SMS da Dassault, a empresa acredita que o Falcon 900LX ainda tem futuro especialmente graças à sua impressionante performance no espaço aéreo.

mercado, a Dassault também se propôs desafios tecnológicos para o longo prazo. Três elemento chave disto, explicou o vice-presidente para pesquisa e tecnologia da fabricante Bruno Stoufflet, estão tornando a família Falcon mais verde, mais elétrica e mais digital. Os engenheiros do grupo também têm foco em melhorar a segurança, tornar as cabines de passageiros mais confortáveis, elevar a competitividade de seus produtos, reduzir riscos do programa, permitir que seus jatos operem a partir de mais aeroportos e aperfeiçoar a disponibilidade das aeronaves através de manutenção mais eficiente.

O principal foco do projeto Falcon Mais Verde é a redução de ruído. A Dassault tem o ambicioso objetivo de até 2015 tornar suas aeronaves 20 dB mais silenciosas do que eram em 2000. Stoufflet disse que a empresa está tomando proveito das novas tecnologias de computação

16 LABACE Convention News • August 15, 2013 • www.ainonline.com

Continua na página 17 u

Even with the pending arrival on the market of Dassault’s planned new Falcon SMS super-midsize jet, the company believes the existing Falcon 900LX still has a future–especially thanks to its impressive airfield performance.

SMS is on the horizon for the Falcon family

by Charles Alcock Just over 50 years since Dassault Aviation’s first Falcon jet flew in May 1963, the business jet family has never been more crucial to the longterm business of the French manufacturer. Financial results covering the first half of 2013 showed group revenues and profits somewhat dented by factors including a smaller number of Falcon deliveries compared with the first six months of last year (29 aircraft versus 34). However, the company said it still projects a total of 70 Falcon deliveries for the whole of 2013, which would be four more than were delivered in 2012. Overall, the Falcon

jets still account for almost three quarters of all sales at Dassault, with the rest comprised of its military activities.

In a July 25 press conference in Paris, Dassault Aviation chairman and chief executive Eric Trappier said the business aviation market still faces an “uncertain recovery” in an uncertain world economic situation. “Thus we must keep fighting on three fields”–sales, support and innovation,” he said. “By innovation we mean [cabin interior] completion as well as ongoing modification of our existing fleet and, of course, the SMS.” Continued on page 17 u

Dassault boosts Falcon support center at Sorocaba

SMS está no horizonte

by Charles Alcock

aero-acústicas que não estavam disponíveis uma década atrás.

Reduzir ainda mais a queima de combustível e as emissões de dióxido de carbono são outros objetivos importantes. Aqui o foco da Dassault está em tecnologias promissoras como asas laminares estendidas mais aerodinamicamente eficientes. “O desafio é aumentar a porção laminar do vento o quanto for possível para reduzir o arrasto,” disse Stoufflet. “Fizemos voos com o 7X para medir onde a transição [aerodinâmica] ocorre entre o fluxo laminar e não laminar. Também precisamos dominar as tolerância envolvidas na fabricação, mas pensamos poder atingir uma economia de sete a nove por cento [em queima de combustível e emissões].”

Os esforços da Dassault para reduzir o impacto ambiental de

Over the next six months, Dassault will be expanding the workforce at its Sorocaba service center in Brazil. The São Paulo-area facility, which is its ­ first company-owned service center outside France and the U.S., opened four years ago, in June 2009, and holds authorizations from the U.S. F ­ederal Aviation Administration and the European Aviation Safety Agency, as well as from aviation authorities in Brazil, Argentina and Bermuda.

The Sorocaba center is authorized to perform line maintenance and airframe inspections on all Falcon jets, apart from the older Falcon 20 and 100 models. Additionally, the facility has clearance to perform engine maintenance on engines powering the Falcon fleet, including GE’s CFE738, Honeywell’s TFE731 series, and Pratt & Whitney Canada’s PW307A and PW308C turbofans.

The facility is equipped for specialized nondestructive testing services, such as penetrant and eddy-current methods. A full-service battery shop is available to repair, replace or change

main and emergency batteries on Falcons and a variety of other aircraft.

The Sorocaba personnel includes an aircraft-on-ground “go-team” to provide rapid response directly to an aircraft anywhere in South America, with the parts and tools necessary to get it flying again with minimal delays. Throughout Latin America, there are currently around 129 Falcons registered in various countries.

At Sorobaca, which is about 56 miles from the center of São Paulo, Dassault houses more than $3 million worth of commonly used parts. There is also space in its hangars to accommodate three Falcons at a time.

Last month, Dassault launched a new customer service application that allows operators to access its support network on a variety of mobile and tablet devices. It includes instant touch-call features for AOG hotlines, technical centers, spares and field service facilities, as well as tools for searching service center locations and contact Falcon pilots. o

SMS is on the horizon

suited to operating from key restricted airports like Cannes in the south of France.

“Its maximum takeoff weight is 70 percent higher [than competing aircraft] but the fuel burn of competitors is 50 percent more for the same performance and range,” Recher explained.

He said this is particularly significant in situations where a mission involves making a short hop to collect passengers for a longer onward flight.

uContinued from page 16

Trappier was referring to Dassault’s long-awaited supermidsized jet, but LABACE show visitors are not expected to learn anything more about it this week. That will have to wait until the NBAA show in Las Vegas this October, when the company is expected to formally launch the new program.

One point about the SMS that Dassault (Stand 5102) has been keen to stress is that it should not be viewed as a replacement for the existing Falcon 900. The company’s attitude is that it leaves it to the market to decide when an aircraft has outlived its position in the current production line.

Certified in 2010, the 900LX’s winglets reduce fuel burn to allow for a 5- to 7-percent increase in range. The trijet has the same cabin volume as the latest Falcon 2000S. According to Dassault sales engineering manager Frédéric Recher, the 900LX is the “king of airfield performance” and is well

Future Technology

Despite the major engineering effort it is now embarking on to bring the SMS to market, Dassault also has set itself challenging long-term technology goals. Three key elements of this, explained the manufacturer’s vice president for research and technology Bruno Stoufflet, are making the Falcon family greener, more electric and more digital. The group’s engineers also have a strong focus on improving safety, making cabins more comfortable, improving the competitiveness of its products, reducing program risks, allowing its jets to operate from more airports and improving the

uContinuação da página 16

seus produtos se estende aos processos de design e manufatura.

Também está sendo avaliado como os Falcons podem ficar mais verdes ao longo de seu ciclo de vida.

O projeto Falcon Mais Elétrico procura alcançar uma proporção mais eficiente entre o suprimento de energia instalado na aeronave e seu uso médio. Com uma arquitetura típica de suprimento de energia hoje, o uso médio é sete vezes menor que a capacidade total. Por contraste, explicou Stoufflet, numa aeronave toda elétrica a proporção cai para 2:1. Economia de energia e peso, assim como melhora a confiabilidade na expedição da aeronave. A Dassault planeja introduzir mais tecnologias elétricas passo-apasso estando a maior parte das melhorias alcançáveis à disposição em 2025.

O conceito digital do Falcon da Dassault é focado na inovação do cockpit, conduzido pela necessidade de capitalizar na flexibilidade operacional disponível através dos

Como parte do seu programa Falcon Mais Verde, a Dassault tem feito voos teste no Falcon 7X para desenvolver asas mais aerodinamicamente eficientes que podem resultar em redução na queima de combustível de mais 7 a 9 por cento.

availability of aircraft through more effective maintenance.

The main focus of the Greener Falcon project is noise reduction. Dassault has the ambitious objective that by 2025 its aircraft will be 20 dB quieter than they were in 2000. Stoufflet said the company is taking advantage of new aero-acoustic computation techniques that were not available a decade ago.

Further reducing fuel burn and carbon dioxide emissions are other important objectives. Here Dassault’s focus is on promising technologies such as more aerodynamically efficient laminar extended wings. “The challenge is to enlarge the laminar portion of the wing as much as possible to reduce drag,” said Stoufflet.

“We’ve done flights with the 7X to measure where the [aerodynamic] transition occurs between laminar and non-laminar flow.

We also need to master the manufacturing tolerances involved, but we think we can achieve a seven to nine percent saving [in

programas de modernização de gerenciamento de tráfego aéreo da Sesar e NextGen. Stoufflet acrescentou que avanços no cockpit também reduziriam o volume de trabalho do piloto e potencialmente diminuiriam custos operacionais.

Engenheiros da Dassault estão tentando adaptar a antena de descarga multifunção desenvolvida por seu Neuron UAV para uso no Falcon. Pode-se melhorar a conectividade ao mesmo tempo em que reduz o arrasto.

Os engenheiros também trabalham em maior redução de peso para as estruturas do Falcon. Uma técnica sendo explorada é fazer melhor uso dos controles automáticos de voo para controlar cargas e vibração na aeronave. Stoufflet disse que reduzir a massa estrutural dos Falcons pode resultar em uma redução na queima de combustível de 2 a 4 por cento.

A Dassault também está investindo em planos para uma nova caixa da asa composta e um demonstrador o foi agora produzido.

As part of its Greener Falcon program, Dassault has been flight-testing a Falcon 7X to develop more aerodynamically efficient wings that could result in a further 7- to 9-percent reduction in fuel burn.

fuel burn and emissions].”

Dassault’s efforts to reduce the environmental impact of its products extend to the design and manufacturing processes. It is also assessing how the Falcons could be made greener throughout their lifecycle.

The More Electric Falcon project is seeking to achieve a more efficient ratio between an aircraft’s installed power supply and its average use. With a typical power supply architecture today, average power use is seven times less than the total power supply capacity.

By contrast, explained Stoufflet, in an all-electric aircraft the ratio drops to 2:1. This saves on power consumption and weight, as well as improving aircraft dispatch reliability. Dassault plans to start introducing more electric technologies on a stepby-step basis with most of the achievable improvements being in service by 2025.

Dassault’s Digital Falcon concept focuses on cockpit

innovation driven by the need to capitalize on the operational flexibility available through the Sesar and NextGen air traffic management modernization programs. Stoufflet added that cockpit advances would also reduce pilot workload and potentially reduce operating costs.

Dassault engineers also are looking at how they can adapt the flush multifunction antenna developed for its Neuron UAV for use on the Falcon. This could improve connectivity while also reducing drag.

Engineers are also working on further weight reductions to Falcon airframes. One technique being explored is to make better use of automatic flight controls to control load and vibration in the aircraft. Stoufflet said this could result in a 2- to 4-percent fuel burn reduction by reducing the structural mass of the Falcons. Dassault also is investing in plans for a new composite wingbox, and a demonstrator has now been produced. o

www.ainonline.com • August 15, 2013 • LABACE Convention News 17

Com congestionamentos no tráfego sempre em alta em cidades como São Paulo, e uma base de mercado crescente para clientes de aviação, a propriedade compartilhada parece estar ganhando força na América Latina, particularmente no Brasil e no México. Aqui, um Agusta 109 oferece uma alternativa ao ato de sentar-se num carro em meio a uma rodovia congestionada.

With traffic congestion at an all-time high in cities like São Paulo, and a growing market base of aviation customers, fractional ownership appears to be gaining traction in Latin America, particularly in Brazil and Mexico. Here, an Agusta 109 provides an alternative to sitting in a car on a congested highway.

O papel da propriedade compartilhada cresce na aviação executiva da América Latina por Kirby J. Harrison A propriedade compartilhada de aeronaves é um conceito que chegou lentamente à América Latina, provavelmente como resultado de uma base de clientes de aeronaves executivas pequeno demais para suportar tal empreitada. Mas está crescendo.

Um dos programas mais estabelecidos de propriedade compartilhada na América Latina é o MexJet, uma unidade de negócios da antiga fornecedora de serviços para a aviação Mexicana Aerolíneas Ejecutivas.

A empresa possui um total de 24 aeronaves, sendo 22 jatos; Hawker 400s, 700s e 4000s, e Learjet 45s. Além disso, oferece dois helicópteros:

A Avantto o custo da adesão única de um Phenom 100 é $1.38 milhões, permitindo ao membro 20 horas de voo ao mês por $1.585 a hora.

um Agusta 109 Power e um Agusta 109 Grand.

A matriz da empresa é em Toluca; mas também tem bases em Bajío, Culiacán, Mérida e Monterrey. Com um total de 140 clientes, incluindo membros de seu programa JetCard, a MexJet possui cinco hangares no Aeropuerto Internacional de Toluca, na cidade de Toluca, próxima da Cidade do México. A infra-estrutura para manutenção fica em um dos hangares, onde Beechcraft fornece serviço e suporte para seus produtos. O operador é certificado pelos comitês de auditoria independentes Wyvern e IS-BAO.

Continua na página 20 u

Avantto’s one-time buy-in cost in a Phenom 100 is $1.38 million, entitling the shareholders to 20 flight hours a month at $1,585 an hour.

18 LABACE Convention News • August 15, 2013 • www.ainonline.com

Fractionals increase role in Latin American bizav

by Kirby J. Harrison Aircraft fractional ownership is a concept that has been slow to take hold in Latin America, most likely the result of an installed business aircraft customer base too small to support such an effort.

But it is growing.

One of the more established fractional ownership programs in Latin America is MexJet, a business unit of long-time Mexican aviation services provider Aerolínas Ejecutivas.

The company has a total of 24 aircraft, 22 of them jets: Hawker 400s, 700s and 4000s, and Learjet 45s. In addition, it offers two helicopters: an Agusta 109 Power and an Agusta 109 Grand.

The company’s headquarters is in Toluca; it also has bases in Bajío, Culiacán, Mérida and Monterrey. With a total of 140 customers, including members of its JetCard program, MexJet has five hangars at Aeropuerto Internacional deToluca, in the city of Toluca, not far from Mexico City. Maintenance facilities are in one of the hangars, where Beechcraft provides service and support for its products. The operator

is certified by independent-audit bodies Wyvern and IS-BAO. “Safety and security are not negotiable,” said MexJet director Alexis Javkin.

According to Javkin, MexJet has experienced 10- to 15-percent growth over the past several years, “better than the 8- to 10-percent growth of comparable companies.”

MexJet offers one-eighth, one-quarter and one-half shares in its fractional program, with buy-in and other costs determined by the value of the particular aircraft at the time, based on its age, model and total flight hours. A oneeighth share typically entitles the shareholder to 100 flight hours a year.

The company’s JetCard program offers two-year memberships, with 50 to 200 flight-hour cards available. It allows customers to fly a lesser number of hours without a major investment.

In 2012, MexJet few 10 percent more hours than in 2011 and, based on activity in the first half of this year, Javkin said he expects 2013 will be better.

Continued on page 20 u

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Propriedade compartilhada uContinuação da página 18

“Segurança e proteção não são negociáveis,” disse o director da MexJet Alexis Javkin.

Segundo Javkin, a MexJet vivenciou um crescimento de 10 a 15 por cento nos últimos anos, “melhor que o crescimento de 8 a 10 por cento de empresas similares.”

A MexJet oferece participações de um oitavo, um quarto ou metade no seu programa de propriedade compartilhada, com custos de entrada no programa e outros determinados a partir do valor daquela aeronave em particular, com base na idade, modelo e horas de voo. Uma participação de um oitavo geralmente garante ao proprietário 100 horas de voo por ano.

O programa de JetCard da empresa oferece adesões de dois anos, com cartões de 50 a 200 horas de voo disponíveis. Ele permite aos clientes voar uma quantidade menor de horas sem ser necessário um grande investimento.

Em 2012, a MexJet voou 10 por cento mais horas que em 2011 e, com base nas atividades na primeira metade deste ano, Javkin disse que espera que 2013 seja melhor.

Aproximadamente 75 por cento dos voos da empresa são dentro do México, com o restante sendo para destinos na América Central e EUA.

Clube de Fração Prime No Brasil, o Clube de Fração Prime está crescendo de maneira estável com uma frota que inclui um mix de nove aeronaves de asa fixa e helicópteros, três iates e quatro automóveis superiores.

Mas o Prime levou o conceito de “compartilhar” ainda mais longe. O proprietário da participação pode não apenas utilizar horas em outra aeronave de asa fixa ou helicóptero – mas também é possível utilizar as horas compartilhadas em um iate de luxo. Faz parte do que diferencia a empresa com base em São Paulo das outras empresas – a participação em uma permite ao membro compartilhar todas, explicou o presidente e fundador da Prime Marcus Matta.

O custo da estrutura é similar à maioria dos outros programas de propriedade compartilhada, seja no Brasil, nos EUA ou na Europa.

Uma participação de um quarto em um Agusta 109S Grand, por exemplo, requer uma adesão inicial de R$3.445 milhões, taxas mensais de R$34.724 e uma taxa variável por hora de voo a partir de R$2.774. Não há cobrança de espera ou taxa de reposicionamento.

A frota tem como base São Paulo ou o Rio de Janeiro, e os destinos mais frequentes são as maiores cidades industriais e cidades de praia dentro do país.

Avantto Voa Alto no Brazil A maior operadora de propriedade compartilhada na América Latina, e a maior no Brasil também, é a Avantto. Desde sua criação em 2010 pelo presidente Rogério Andrade, as adesões da empresa com sede em São Paulo saltaram de 350 para quase 400, com a participação de um décimo sendo a mais popular. E a frota cresceu de 24 jatos e 23 helicópteros um ano atrás para 28 jatos e 25 helicópteros em meados de julho.

Entre os acréscimos de aeronaves de asa fixa à frota gerenciada está uma Challenger 605, um jato executivo capaz de um voo sem paradas do Rio de Janeiro a Miami, ou do Rio de Janeiro a qualquer destino na América

A frota de 22 aeronaves de asa fixa da MexJet e dois helicópteros estão disponíveis em seu programa de propriedade compartilhada.

Latina com facilidade.

De 2011 a 2012, a empresa vivenciou um crescimento de 25 por cento nos rendimentos e, este ano, mesmo com a desaceleração da economia brasileira, disse Rogério, “Nós ainda esperamos um crescimento entre 20 e 25 por cento.”

A vagarosa redistribuição de renda no Brasil é um fator conduzindo o crescimento da propriedade compartilhada no país; isto, e uma infra-estrutura para aviação tal que apenas em torno de 100 das 5.000 cidades é servida pelas companhias aéreas.

A Avantto oferece apenas participações de um terço em seu programa de asa fixa.

Como exemplo, o custo da adesão única de um Phenom 100 é $1.38 milhões, permitindo ao membro 20 horas de voo ao mês por $1.585 a hora. A taxa fixa mensal de $22.200 cobre tripulação, seguro, liberação do hangar, administração e manutenção.

A empresa também opera um programa de gerenciamento de aeronaves, que representa 30 por cento de sua renda annual. E, como apenas 200 das mais de 1.500 aeronaves executivas no Brasil estão atualmente sob contratos de gerenciamento de aeronaves, Rogério sugere que esta parte da empresa provavelmente verá um crescimento maior que a propriedade compartilhada.

Rogério também está considerando uma parceria compartilhada de fora do Brasil. Há uma discussão em andamento com um grupo das Filipinas a respeito da possibilidade de lançamento de uma operação similar à que a Avantto teve naquela ilha do Pacífico. “E temos feito voos com parceiros em potencial mais próximos de casa, com um acordo formal em aberto,” ele disse.

Como Andrade, Matta, da Prime vê céu de brigadeiro adiante para operações fracionadas no Brasil. Enquanto três aviões de asa fixa são constituem uma grande frota, a empresa tem pedidos para outro Phenon 100, um Phenon 300 e um Pilatus PC-12C. Além disso, pedidos de helicópteros incluem um Robinson R66 e um Eurocopter AS350 B3E, assim como um AW109S Grand e um AgustaWestland AW109 Power.

Propriedade compartilhada, disse Matta, “é a melhor maneira de satisfazer necessidades profissionais e/ou momentos de lazer sem ter que pagar por todo o bem.” o

20 LABACE Convention News • August 15, 2013 • www.ainonline.com

MexJet’s fleet of 22 fixed-wing aircraft and two helicopters are available through its fractional ownership program.

Fractionals increase uContinued from page 18

Approximately 75 percent of the company’s flights are within Mexico, with the remainder to destinations in Central America and the U.S. Prime Fraction Club

In Brazil, Prime Fraction Club is growing steadily with a fleet that includes a mix of nine fixed-wing aircraft and helicopters, three yachts and four highend automobiles.

But Prime has taken the “share” concept a step further. Not only can a shareholder in one aircraft use hours in another aircraft–fixed-wing or helicopter–but it is also possible to apply share hours in a high-end yacht. It’s part of what differentiates the São Paulo-based company from other fractionals–a share of one entitles the member to a share of all, explained Prime president and founder Marcus Matta.

The cost structure is similar to most other fractional ownership programs, whether in Brazil, the U.S. or Europe.

A one-quarter share in an Agusta 109S Grand, for example, requires an initial buy-in of R$3.445 million, monthly fees are R$34,724 and a variable fee per flight hour begins at about R$2,774. There is no wait charge or repositioning fee.

The fleet is based in São Paulo and Rio de Janeiro, and the most frequent destinations are major industrial cities and beach locales within the country.

Avantto Flying High in Brazil

The largest fractional operator in Latin America, and the largest in Brazil as well, is Avantto. Since its creation in 2010 by president Rogério Andrade, the São Paulo-based company’s fractional share membership has jumped from 350 to nearly 400, with a one-tenth share being the most popular. And the fleet has grown from 24 jets and 23 helicopters a year ago to 28 jets and 25 helicopters as of mid-July.

Among the fixed-wing additions to

the managed fleet is a Challenger 605, a business jet capable of nonstop flight from Rio de Janeiro to Miami, or from Rio de Janeiro to any destination in Latin America with ease.

The slow redistribution of wealth in Brazil is one factor driving the growth of fractional ownership in the country; that, and an aviation infrastructure such that only about 100 out of 5,000 cities are served by airlines.

Avantto offers only one-third shares in its fixed-wing program. As an example, the one-time buy-in cost in a Phenom 100 is $1.38 million, entitling the shareholders to 20 flight hours a month at $1,540 an hour. A monthly fixed fee of $21,650 covers crew, insurance, hangar lease, management and maintenance.

The company also operates an aircraft management program, which accounts for about 30 percent of annual revenues.

And, as only about 200 of the more than 1,500 business aircraft in Brazil are currently under an aircraft management contract, Rogério suggests that this part of the company is likely to see greater growth than fractional ownership.

Rogério is also considering a fractional partnership from outside Brazil. There is an on-going discussion with a group from the Philippines about the possibility of launching an operation similar to that of Avantto in that Pacific island nation.

“And we’ve been doing some flights with potential partners closer to home, pending a formal agreement,” he said.

Like Andrade, Prime’s Matta sees smooth skies ahead for fractional operations in Brazil. While three fixed-wing airplanes is not a large fleet, the company has on order another Phenom 100, a Phenom 300 and a Pilatus PC-12C. In addition, helicopter orders include a Robinson R66 and a Eurocopter AS350 B3E, as well as an AW109S Grand and an AgustaWestland AW109 Power.

Fractional ownership, said Matta, “is the better way to satisfy professional needs and/or leisure moments without paying for the whole asset.” o

1,000-strong King Air clan reigns in Latin America

Piper’s turboprop Meridian represents the top of the Florida-based airframer’s product line. The pressurized PT6A-42A-powered aircraft seats six and has a cruising speed of up to 260 knots with a 1,000-nm range.

DAVID McINTOSH

by Ian Sheppard

Piper’s Brazil dealer showcases Seneca and Meridian at LABACE

by David Donald the geography and terrain of the world’s fifth most populous country.”

The Meridian is the top of Piper’s PA-46 Malibu-based M-class line. It seats six in comfort and its 500-shp Pratt & Whitney PT6A-42A turboprop engine gives it a cruising speed of up to 260 ktas and a range of up to 1,000 nm. A Garmin G1000 avionics suite is fitted.

Other members of the M-class are the piston-engine Mirage and Matrix, the latter being unpressurized.

Of course, the PA-34 Seneca is already a very familiar shape here in Brazil, where 876 of earlier models were built under license by Embraer as the EMB-810. The Seneca V on display here is the current incarnation of the highly popular light twin, and represents Piper’s Twin Class family, which also includes the T-tailed PA-44 Seminole.

The Seneca V’s two 220-hp Continental TSIO-360-RB engines offer a 197-ktas maximum cruise, and the aircraft is also equipped with a Garmin G1000 avionics suite with a three-screen display. o

America’s leading business aviation event is to stress the dominant position of the King Air turboprop fleet in its market. The region is now home to more than 1,000 Beechcraft aircraft, including 420 in Brazil alone.

“We have more than 70 percent of the business turboprop market share in what continues to be one of our largest growth areas outside the United States,” said Beechcraft Americas president Keith Nadolski. King Air types make up 56 percent of the Latin American business turboprop market of some 1,800 aircraft (a figure based on JetNet data, said Beechcraft, which is here at Chalet 5107).

Based on second-quarter figures, Beechcraft deliveries have increased by 66 percent in 2013 compared with 2012: some 115 deliveries, up from 69. o

DAVID McINTOSH

Piper is demonstrating two aircraft from its range here at the LABACE show: a Seneca V and a Meridian. The display is being undertaken in conjunction with J.P. Martins Aviacão, the authorized local Piper dealer.

“Brazil is on a path to economic development, solidifying its place in the global aviation marketplace,” remarked the dealership’s founder, João Paulo Martins. “As the largest Piper dealer in the world, J.P. Martins is positioned to take full advantage of the growing popularity of Piper airplanes in Brazil.” The company was established in 1965 and operates a maintenance center here in São Paulo. The center includes a parts department that serves all regions of Brazil.

While Piper and J.P. Martins are here to promote the entire Piper range, the Seneca and Meridian were selected specifically to represent the wider family.

“Piper has had great success in this market,” said Drew McEwen, Piper’s v-p of marketing and sales, “and the two aircraft on display are particularly suited to

Beechcraft is back at the annual LABACE show for the first time since emerging from bankruptcy protection earlier this year with a revised business plan focused on its turboprop family of aircraft. Together with its regional distributor Líder Aviação, the U.S. manufacturer is parking four King Airs on the static display here at Congonhas Airport: a C90GTx featuring the Rockwell Collins Pro Line 21 avionics suite; a Model 250 with its lightweight composite winglets and propellers; a King Air 350i; and a special-mission 350ER (equipped with an emergency medical cabin interior), which is on a year-long world tour. It also has a Bonanza G36 on display, underlining its general aviation roots.

The company’s focus at Latin

Newly revitalized Beechcraft is making a strong showing at LABACE, having brought its entire turboprop family, including the flagship King Air 350i. The company claims more than 70 percent of Brazil’s turboprops.

J.P. Martins Aviacão, the world’s largest Piper aircraft dealer, is exhibiting the latest version of the Piper Seneca. The Seneca V’s twin Continental piston engines provide a maximum cruise of just under 200 ktas.

22 LABACE Convention News • August 15, 2013 • www.ainonline.com

DAVID McINTOSH

World Fuel Services gets closer to Brazilian operators with local office World Fuel Services (WFS) recently opened an office here in São Paulo, with Paulistano Celso Azuma appointed as business aviation sales executive for the region.

The Florida-based company’s new Brazil office provides local “boots on the ground” expertise to enable the fuel-logistics group to effectively serve the needs of FBOs and flight departments in the region.

The new office handles supply of the Ascent branded aviation fuel, as well as the Alliance-World Fuel Services contract fuel program and other elements of the WFS family of business aviation-related products and services.

Meanwhile, despite a stall in industry growth, WFS (Stand 5007) reports that its FlyBuys rewards program continues to grow following the program’s launch at the MEBA convention in Dubai last December. Growth since January this year has been logged as 6.9 percent, with members in 58 countries.

With FlyBuys, personnel or flight departments using linked Avcards, purchasing Alliance-WFS contract fuel or using a BaseOps account automatically accrue points that can be exchanged for merchandise or gift cards from local vendors. More than 7,500 locations offer FlyBuy points worldwide, and merchants are able to offer bonus points at their discretion as an incentive for buying more fuel.

–D.D.

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