Clipping Aeroespacial - Orbiz | Cecompi by Aline Almeida

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ÍNDICE OPINION: WHY EQUITY INVESTORS ARE WORRIED ABOUT THE AEROSPACE SECTOR ....... 3 BOEING SEES HEALTHY OUTLOOK IN AUSTRALIA, NEW ZEALAND ......................................... 5 EMBRAER FIRMA PARCERIA COM ACROSS PARA VENDA DE JATOS EXECUTIVOS NO MÉXICO ........................................................................................................................................... 7 MITSUBISHI AIRCRAFT CONSIDERS PROJECTS TO FOLLOW MRJ ........................................... 9 BOEING TO DEFINE MIDSIZE MARKET INITIATIVE WITHIN ONE YEAR ................................... 11 SAFRAN ENLISTS MEXICO TO SUPPORT MASSIVE LEAP ENGINE OUTPUT .......................... 14 BOEING LAUNCHES NEXTGENERATION 737 FREIGHTER CONVERSION ............................... 16 EMBRAER UNVEILS PERFORMANCE UPGRADE FOR E195E2 ................................................. 17 INFRAERO TEM EXCEDENTE DE MAIS DE 3 MIL FUNCIONÁRIOS NO PAÍS, DIZ PRESIDENTE ....................................................................................................................................................... 18 BOEING 777 AFTERMARKET WILL HOLD ITS OWN ................................................................... 20 AVIAÇÃO REGIONAL DE SÃO PAULO TERÁ INVESTIMENTO DE R$ 360,5 MILHÕES ............. 23 BOEING TEAMS UP WITH AEROMEXICO, MEXICAN GOVERNMENT ON BIOFUEL ................. 24 EMBRAER LANÇA JATO E 190 DE SEGUNDA GERAÇÃO E VÊ PAÍSES ÁRABES COMO COMPRADORES EM POTENCIAL ................................................................................................ 25 WHY ARE AIRBUS AND BOEING AFRAID OF BOMBARDIER? ................................................... 27 SETOR AEROESPACIAL TEM NOVO CENTRO DE PESQUISA NO BRASIL............................... 31 EMBRAER SAI NA FRENTE NA DISPUTA POR NOVOS JATOS ................................................. 32 NASA BEGINS WORK TO BUILD A QUIETER SUPERSONIC PASSENGER JET ........................ 34 AIRBUS PRODUZ PRIMEIRO AVIÃO NOS EUA ................................................................... 36 DESTAQUES ................................................................................................................................. 38 EMBRAER ROLLS OUT NEW E-JET E2 FAMILY AIRCRAFT ....................................................... 39

18 de fevereiro de 2016

Opinion: Why Equity Investors Are Worried About The Aerospace Sector For my first Up Front column, I thought it would be a good idea to tackle the questions we have been receiving from many aerospace industry folks these days: “Why is our share price down? We have record orders, backlogs, airline profits and growth! What doesn’t the equity market get??!!” The equity market is an unforgiving place, and the problem with the aerospace sector for many investors is that it doesn’t get better than the best of times recently experienced. Orders, backlogs and airline results are the building blocks of the current wall of worry for equity investors. Specifically: • Orders. Although the largest aircraft manufacturers achieved booktobill ratios of more than 1x in 2016, aggregate firm orders of 1,800 aircraft were still down 40% year over year. As a lead indicator for where aerospace is heading, a decline in orders year over year is not helpful. You can tell a portfolio manager that “it’s different this time” and, if he doesn’t kick you out of the room, he will then point you to the scary correlation of these OEMs’ share prices with new aircraft orders over the last 40+ years. These companies continue to cling to their forecasts of a 1x booktobill ratio, but at some point that will become elusive—and equity investors have said they do not want to be around when that happens. • Backlogs. The other positive factor to which many aerospace companies point is the massive backlog of orders that should provide revenue visibility for many years to come. Although the absolute scale of the aggregate OEM backlog is indeed impressive (12,600 aircraft at the last count), investors worry about the quality not the quantity. They estimate that 60% of deliveries are for growth and, with half of the backlog exposed to nonU. S., nonEuropean airlines, there is concern that the industry will see these growthdriven emergingmarket airlines negatively adjusting their capacity plans as their local growth situations deteriorate. Moreover, with a strengthening U.S. dollar, those new aircraft also became a lot more expensive over the last year. • Airline results. Record profits, record traffic growth and shares down 10% year to date. It is not as if the global airlines are getting a pass either, even with oil down to $30 per barrel. Airlines have much less visibility than aerospace companies, but there are similar issues with regard to whether

the best can get better. Savings on fuel are being handed back to passengers thanks to price competition, while labor cost inflation is on the rise again. The growth of revenue passenger miles looks robust, but how sustainable is this demand if it is being propped up by ticket price cuts? Throw in the Zika virus and FX, and you can perhaps see why investors are not as positive on the airlines as they were 12 months ago. Aerospace stocks in the U.S. and Europe are down 16% year to date on average (about 5% underperformance compared to broad indices) as equity investors worry that the commercial aerospace upcycle cannot last forever, and as we enter Year 7, the cycle looks increasingly vulnerable to a slowdown in emergingmarket growth, exacerbated by foreign exchange pressures. What is an already vulnerable situation has not been helped by forecasts of fewer deliveries than expected in 2016, with a cut to selected rates kicking in earlier in 2017 than anticipated. A worry being turned into reality is exactly the sort of event that can trigger panicked selling, and that was the way investors reacted to some of the aerospace and aviation 2015 fourthquarter results. Equity investors are conditioned to secondguess where the future will diverge from the recent past, and as it stands today, they are seeing a future that looks less rosy than the one most aerospace employees see.

19 de fevereiro de 2016

Boeing Sees Healthy Outlook In Australia, New Zealand AUCKLAND—Boeing expects strong longterm demand for new aircraft in Oceania, although orders will be driven more by replacements than fleet growth. Oceania—comprising Australia and New Zealand —“continues to be primarily a replacement market,” Boeing Commercial Airplanes’ vice presidentmarketing, Randy Tinseth, said during a presentation in Sydney on Feb. 19. Airlines in this region have been building up their fleets over the past several years, and are now in a cycle where fleet modernization will be a higher priority than expansion. However, Boeing estimates fleet numbers will still rise, driven by an expected 4.6% annual traffic growth rate. Airlines in the Oceania market will require about 950 new passenger aircraft through 2034, with 53% for replacement and 47% for growth, the company predicts. This would see the total fleet in this region almost double over the forecast period. Singleaisle aircraft are projected to comprise 77% of new deliveries. Tinseth said Australasian airlines tend to grow by adding new services or frequencies rather than upgauging routes with larger aircraft. For this reason the Boeing 787 has been a relatively strong seller here, he explained. This aircraft type carries as much as 10% of the international capacity to, from and within Oceania, including local and foreign airlines. Jetstar and Air New Zealand both operate 787s, and Qantas has confirmed orders. Much of the new services in the region are longrange, Tinseth noted. Although traffic in domestic markets and in the immediate region has been growing by about 1.5% a year, longhaul international traffic has been up by closer to 5%. This trend is expected to continue. A feature of the New Zealand market this year will be the introduction of services by U.S. carriers American Airlines and United Airlines, and new direct flights by Emirates. Tinseth said the increase in longhaul capacity in this market is “clearly above trend” and that other carriers have paid attention to the success Air New Zealand in opening up markets. Competition on routes to New Zealand will continue to intensify, Tinseth predicted, because “this is a good market, and airlines will go where the profits are and where the strength is.” Commenting on the broader AsiaPacific market, Tinseth said it is still forecast to be the major global growth region over the next 20 years despite economic uncertainties.

However, airlines there are expected to favor incremental orders rather than huge delas in the near term. Passenger traffic grew about 7% globally last year, with AsiaPacific accounting for about half of that increase, or about 100 million more passengers there annually. Tinseth explained that serving this passenger volume is the equivalent of adding an airline the size of Ryanair every year. There is still good growth potential in China in particular, he said. While the Chinese economy has slowed, Tinseth added that there are multiple parts to the story. Industrial and infrastructure sectors are growing but at rates below expectations, but consumer and services sectors are increasing at a faster rate. Since consumer and services growth drives air travel demand, passenger traffic in China has remained strong.

22 de fevereiro de 2016

Embraer firma parceria com Across para venda de jatos executivos no México A Embraer Aviação Executiva anunciou hoje parceria com a Across para comercialização de jatos executivos no México. Pelo acordo, a provedora de serviço VIP para aviação executiva, localizada no aeroporto internacional de Toluca (AIT), nos arredores da Cidade do México, se torna um representante de vendas autorizado para toda a linha de jatos executivos da Embraer no mercado mexicano. São José dos Campos – SP, 22 de fevereiro de 2016 “A Embraer estabeleceu uma sólida presença no México, fornecendo aeronaves avançadas para o mercado de defesa e companhias aéreas. Agora, nosso amplo portfólio de jatos executivos, totalmente certificado, está atraindo a atenção dos clientes mexicanos, que buscam produtos verdadeiramente inovadores que ofereçam baixo custo operacional, alta segurança, produtividade, conectividade e conforto”, disse Marco Tulio Pellegrini, Presidente & CEO da Embraer Aviação Executiva. “Ter a Across como parceiro comercial aumenta nossa presença no país e destaca nosso comprometimento com o mercado mexicano. A Across e seus serviços de alto padrão estão definitivamente em linha com o nosso objetivo de desafiar o convencional para superar as expectativas de nossos clientes. Estou animado por essa parceria de longo prazo.” A rede de vendas da Embraer Aviação Executiva acompanha a expansão global da frota de jatos executivos da Companhia. Em 2015, a Empresa entregou 120 aeronaves, o maior volume dos últimos cinco anos. No México, a frota composta pelos jatos da família Phenom, Legacy e Lineage cresceu 35% no último ano. “A Embraer Aviação Executiva representa uma nova geração para a aviação executiva. Com quase 1.000 aeronaves em operação em mais de 60 países, seu DNA de inovação tem permitido à Companhia se posicionar, ao longo da última

década, de forma inovadora em cada segmento que compete,” disse Pedro Corsi Amerlinck, CEO da Across. “É uma honra ser nomeado representante de vendas no México, um mercado com alto potencial de substituição de aeronaves antigas, com necessidade de mais segurança, eficiência e flexibilidade que a linha de produtos da Embraer Aviação Executiva oferece. Estou feliz por oferecer ao mercado produtos novos e fora do comum para uma experiência singular de nossos clientes”. Fundada em 2009, a Across oferece soluções em voos de fretamento com o conceito “Aviación a tu medida”, gerenciamento de aeronave, serviço aeroportuário de aviação executiva (FBO) e, com a nova parceria, vendas de aeronaves e propriedade compartilhada do amplo portfólio da Embraer, em busca de ampliar a flexibilidade operacional dos seus clientes. Sua moderna infraestrutura na cidade de Toluca, principal centro de aviação executiva do México, conta com hangares, VIP lounges, salas de reuniões e escritórios administrativos.

23 de fevereiro de 2016

Mitsubishi Aircraft Considers Projects To Follow MRJ SINGAPORE—As Mitsubishi Aircraft Corp. struggles with the protracted development of its MRJ regional jet, the company’s next aircraft has already entered its calculations. In working out the breakeven point for the MRJ, the airframer says it must decide how much of the program’s infrastructure costs should be attributed to future projects. That next airliner from Mitsubishi Aircraft is hardly imminent, however. The latest delay, announced in December, leaves the company more than two years away from beginning deliveries of the MRJ90, the initial 88seat version. The 76seat MRJ70 is scheduled to follow a year later. The airframer is likely to launch the MRJ100, a 100seat stretch version that has long attracted interest from European airlines. That version presumably will keep its engineers busy for at least a couple of years. The first MRJ flighttest aircraft has resumed flying, with modifications implemented after its initial three flights in November and December 2015. Customers are awaiting delayed delivery of 223 MRJs. In the meantime, Mitsubishi Aircraft signed a letter of intent Feb. 15 to supply 10 more to Miamibased Aerolease. The first would arrive within months of the scheduled initial delivery to launch customer All Nippon Airways (ANA). Mitsubishi Aircraft still has early delivery slots because its existing customers generally do not want to offset delays by compressing deliveries, Yugo Fukuhara, general manager of sales and marketing, said. To ensure a safe and smooth rampup of operations, the entire delivery schedule is being pushed to the right. The company plans to deliver the first aircraft to ANA around mid2018. When the project launched in 2008, that target was set for the last quarter of 2013. First deliveries to Miami’s Eastern Air Lines and Japan Airlines will be on schedule in 2019 and 2021, respectively, Fukuhara said. Mitsubishi Aircraft is still discussing new schedules for other customers, notably U.S. regional operators Trans States Holdings and SkyWest Airlines, he said at the Singapore Air Show. Together, those airlines have 150 MRJs on order. Compensation for late deliveries is adding to program costs, which already have been inflated by the extra development time, and therefore are increasing the breakeven point. Mitsubishi Aircraft has not said how many MRJs it must sell before it turns a profit, and it is not clear that all investment in facilities and support infrastructure should be attributed to the program.

“We do not intend to stop our business just with the MRJ,” Fukuhara noted. “We are establishing all the new infrastructure not only for the MRJ, but also for succeeding programs.” Exactly what those programs will be is still unknown. For the next aircraft, something about the size of the Bombardier C Series must be likely. Much will depend on whether Airbus and Boeing, evolving or replacing their narrowbody jets, stop building aircraft with fewer than about 150 seats in two classes. Although Mitsubishi Aircraft has cut the standard seating of both regional jet versions to allow for greater distance between rows, the capacity and length of the contemplated MRJ100 are unchanged. The design of that version has always assumed the 31in. (79cm) pitch that is now standard for the MRJ90 and MRJ70.

22 de fevereiro de 2016

Boeing To Define Midsize Market Initiative Within One Year Boeing needs to address its midsize market quandary—soon The commercial aircraft industry may be taking a noticeable pause in terms of order activity. But that does not mean its strategists are not working overtime behind the scenes. In fact, what can be observed right now may well be the calm before the storm. Key decisions that will shape the future narrowbody market are likely just around the corner. “I would like us to figure out what we will do within a year or so,” Boeing Commercial Airplanes President and CEO Ray Conner told Aviation Week on the sidelines of the Singapore Airshow. Under fierce pressure from Airbus’s hotselling A320neo family, Boeing is weighing whether to launch an allnew aircraft in the midsize category above the 737 MAX and below the 787 or a less ambitious stretched derivative of the 737. The manufacturer is starting indepth discussions with key suppliers about the definition of the aircraft. One of them is engine manufacturer Pratt & Whitney, which has started its long journey back into the singleaisle market with its new geared turbofan family and is seeking a spot on additional platforms. Pratt is “starting to have middleofthemarketairplane discussions” with Boeing, says President Robert Leduc. He sees the project as a rare neartomidterm opportunity to expand the geared turbofan family into the higherthrust “Right now the only [new] airplane we see out there is Boeing’s middleofthemarket [MOM] airplane. The Airbus product line is basically set, top to bottom,” says Leduc. Boeing is targeting the 220seatclass area “because the Airbus A321 is just killing them, particularly the A321 with the geared turbofan on it—and we have 71% of that market.” In Leduc’s view, Boeing needs to move sooner rather than later to attack the gap in its lineup. “Boeing has got to do something, because the 737 cannot compete against it,” he says. “So the question has got to be, do they do a new airplane, because they have got nothing between the A321 and the A330. Boeing has got a hole and they need to go and figure that out. I know Ray [Conner] is working on it hard. He’d prefer to do a new airplane. We are in conversation with them, as is GE, as is everybody.”

Boeing seems to be seeing a potential advantage to bringing the development forward, which many observers originally believed would not arrive until 2030 or later. The company, which predicts a market for at least 2,000 aircraft in this sector, is studying a 220280seat product with a range of 4,5005,000 mi. A key consideration for development is whether to link the MOM to plans for a successor to the 737 MAX. “That’s a really hard question to answer—obviously, we have got to sort through all of that,” says Scott Fancher, senior vice president and general manager of airplane development at Boeing Commercial Airplanes. Airbus chief salesman John Leahy of course would not call it an opportunity, but a necessity. “If you sit out there in Seattle, you see a big hole and I think they need to do something,” Leahy said in Singapore. However, he quipped: “I don’t actually see them doing much except presentations in the next two years.” He argues that because of the success of the A321neo against the 7379, Boeing is in a “tough situation.” Leahy says that any replacement would have to be a family of aircraft that would require at least $1012 billion in investment. Airbus’s current advantage in the narrowbody market is mainly based on the success of the A321neo. The European manufacturer held 1,101 orders for the largest version of the family at the end of January, compared with 217 for the Boeing 7379 (at the end of November 2015). Airbus likes to point out that the A320neo family achieved a market share of 68% in 2015 with only 32% of orders going to the 737 MAX. “The airlines are voting with their checkbooks that there is no competition. The A320neo is the aircraft that they want,” says Leahy. But Boeing officials wave off such claims. They attribute the neo’s order lead to its launching nine months before the MAX and maintain that Boeing will narrow the order gap. “Once we were out there with the MAX and . . . airlines knew what the choice was, the market has been about 50/50,” Fancher says. “We’ve got a distinct advantage in the 7378 space; [Airbus] looks little bit better in the A321 space. . . . To say it’s a decisive advantage for Airbus, I just don’t see that the data backs that up.” Randy Tinseth, vice president of marketing at Boeing Commercial Aircraft, says other factors—such as the likelihood an order will actual come to fruition—need to be considered in assessing Airbus’s lead. He notes that IndiGo, which operates a fleet of just 100 aircraft, has placed orders for 430 A320neos. That’s nearly identical to 437 737 MAXs ordered by four established carriers—Southwest Airlines, Ryanair, United Airlines and Alaska Airlines—that collectively operate 1,600 aircraft. “I think they’re going to come back and order more” MAXs, Tinseth adds. “This is a nobrainer when it comes to the quality of backlog.” Tinseth does allow that the A320neo “had a really great year” in 2015. “I think it’s all about timing,” he says. And in spite of the slowing growth in parts of the AsiaPacific region, Leahy insists that productionrate increases planned by Airbus for its narrowbodies—from the current 42 aircraft per month to 60—is fully justified by the market. “At rate 60, there still is na insufficiency of

production,” he says. “We should be careful about not being able to deliver the aircraft that we have sold.” At Airbus the ratio of backlog to annual production is now at 10:1, but if production is raised to 60, as planned beginning in mid2019, the ratio would drop to only 7:1 in 2020. Leahy points out that the airframer has won 64% of singleaisle and 56% of widebody orders in the AsiaPacific region over the past decade. “AsiaPacific will continue to experience stronger growth than any other region in the world,” he says. “Airbus will be especially well placed to respond to this demand in every size category.” In the short term, Airbus has other worries. The first A321neo, which flew for the first time on Feb. 9, will have to undergo significant repair work and stay on the ground for weeks following a tail strike during flight tests on Feb. 15. The aircraft was performing the tests at Perpignan Airport in France when the incidente occurred. “These things happen,” Airbus President/CEO Fabrice Bregier says. “We go beyond certified limits [during testing].” According to Bregier, the aircraft was able to fly back from Perpignan to Toulouse, where it will be repaired; flight tests are suspended for now, for “a matter of a few weeks.”

23 de fevereiro de 2015

Safran Enlists Mexico To Support Massive Leap Engine Output Safran’s recently announced $75 million investment in a new factory in Mexico is part of the French engine maker’s concerted response to meeting the exceptionally high levels of demand for the Leap engines it produces through its CFM International joint venture with GE Aviation. By the end of 2017, the new plant at Queretaro, 125 miles north of Mexico City, will start producing 3D woven composite fan blades for the Leap turbofans. By 2021, the facility, which is being built in partnership with U.S. company Albany International, is expected to reach an annual output rate of more than 20,000 blades. Working alongside its sister factories in Rochester, NY (GE Aviation) and Commercy, France (Safran), the Queretaro facility will produce around one third of all Leap fan blades. Safran CEO Philippe Petitcolin told AIN that the Mexican site was selected over an alternate location in China after CFM committed to support a collective production rate of 60 aircraft per month for the Boeing 737 Max and the Airbus A320neo narrowbodies. The total order book for the Leap engines, which also will power China’s Comac C919 airliner, stands at around 10,000 units. Mexico offers hourly labor rates of around $5 that are comparable to those found in China. The supply of skilled labor is well backed up by the availability of specialist schools near Queretaro. Safran and Albany believe they will be able to produce the blades for a cost of between 20 to 30 percent less than at the U.S. and French factories (not including the cost of materials). All three factories will have the same production machinery. Safran will have spent approximately €1.25 billion ($1.38 billion) on developing the Leap engine, and Petitcolin declared himself to be fairly calm about keeping within budget. “I’ve got a few orange alerts on this, but nothing that’s a red alert,” he told AIN. Production is now transitioning from the CFM56 engines that powered the previous generation 737s and A320s, with total output of the Leap expected to reach 100 motors this year, rising to 500 in 2017, 1,200 in 2018, 1,800 in 2019 and 2,000 in 2020. Today, 20 years after its first involvement in Mexico, Safran employs a total of 6,000 people in Mexico across 10 factories (not counting the new facility). These include plants operated for the

following five subsidiaries: Snecma, Turbomeca, Morpho, MessierBugattiDowty and Labinal Power Systems. Over the past 10 years, Safran has invested more than $1 billion in Mexico. Most recently, it spent $40 million to open a new Queretaro facility for its maintenance, repair and overhaul facility Snecma American Engine Services, which is doubling in size. The MessierBugattiDowty landing gear plant in the same city is being expanded through 2018. The companyâ&#x20AC;&#x2122;s existing Snecma Mexico subsidiary already produces parts for the CFM56 engines. By 2020, Leap production will account for 80 percent of the groupâ&#x20AC;&#x2122;s overall activities in Mexico. The existing Queretaro facility is being expanded by around 30 percent and the workforce there is increasing from 400 to 600 by 2020. Meanwhile, its sister factory at Suzhou in China, which also makes parts for the Leap engine, is also being expanded.

24 de fevereiro de 2015

Boeing Launches NextGeneration 737 Freighter Conversion Boeing has launched a 737800NG freighter conversion program on the basis of orders and commitments for up to 55 conversions from seven customers, the company announced Wednesday. Dubbed the 737800 Boeing Converted Freighter (BCF), the program marks Boeing’s first ever conversion offering involving the 737NG series. The company expects operators to use the airplanes mainly to carry express cargo on domestic routes. “The NextGeneration 737 provides exceptional value to express freight carriers through its superior payload, range, reliability and efficiency,” said Boeing Commercial Airplanes Commercial Aviation Services senior vice president Stan Deal. “While the recovery of the global cargo market has been slow, we see demand for freighters, such as the 737800BCF, that will carry express cargo on domestic routes…Over the next 20 years, Boeing forecasts customers will need more than 1,000 converted freighters the size of the 737, with China’s domestic air freight carriers accounting for nearly onethird of the total market.” The 737800BCF carries up to 52,800 pounds (23.9 metric tons) of cargo, flying routes of nearly 2,000 nautical miles (3,690 kilometers). Twelve pallet positions—11 standard pallets and one halfpallet— provide 5,000 cu ft (141.5 cubic meters) of cargo space on the main deck, supplemented by two lowerlobe compartments providing more than 1,540 cu ft (43.7 cubic meters) of space for revenuegenerating cargo. Boeing has won firm orders for a total of 30 737800BCFs along with commitments for another 25. YTO Airlines, based in Hangzhou, China, has ordered 10 conversions and signed commitments for another 10; China Postal Airlines, based in Beijing, has ordered 10 conversions and GE Capital Aviation (GECAS), which has agreed to provide the initial airplane for conversion, has ordered five conversions. Meanwhile, an unannounced customer has ordered five conversions and placed two commitments. Other signatories for a total of 13 commitments included SF Airlines, based in Shenzhen, China; Cargo Air, based in Sofia, Bulgaria, and another unidentified customer. Boeing expects to deliver the first 737800BCF in the fourth quarter of 2017. Plans call for existing passenger airplanes to undergo modification at “select” facilities located near conversion demand, including Boeing Shanghai. Modifications include installing a large maindeck cargo door, a cargohandling system and accommodations for up to four nonflying crewmembers or passengers.

24 de fevereiro de 2016

Embraer Unveils Performance Upgrade for E195E2 Prompted by its airline advisory group, Embraer is boosting the range and hotandhigh performance of the new E195E2 by increasing wingspan and maximum takeoff weight. The changes, announced on the eve of the Feb. 25 rollout of the first aircraft in the company’s newgeneration airliner family, the E190E2, will add 450 nm in range in standard day temperatures. For operations from sealevel airports, this will increase range with a full load of 132 passengers to about 2,450 nm. For hot and high operations from higheraltitude airports such as Denver International, the changes will increase range to 1,950 nm. “We are introducing two new important modifications that are customerdriven,” Luis Carlos Affonso, chief operating officer for Embraer Commercial Aviation, said. “We are increasing maximum takeoff weights to improve the range, and we are increasing the span to improve the hot and high performance. As we evolved the design, we saw the aircraft had the capability to do that with very, very limited impact.” The maximum takeoff weight is increasing by 4,400 lb. to 133,700 lb., while the wingspan will increase by 4 ft. 6 in. to 115 ft. 6 in. The decision to modify the configuration was made “relatively recently,” Affonso explained. Despite this late change, he added that the larger span will be featured on the prototype, which is scheduled to make its first flight in 2017. The change also means all three variants of the new E2 family will have diferente wings. The wing for the smaller E175E2 will be considerably different from that of the larger models, which, until the recently announced design change for the stretched E195E2, was going to be common to the E190/195 models. The improved performance is expected to benefit sales prospects for the E195E2, particularly with LCC, John Slattery, chief commercial officer of Embraer Commercial Aviation, said. “As the LCCs need to grow outside of traditional markets they are serving, as they focus on secondary and tertiary costs, they are still focused on seatmile cost. But this [E195E2] has a trip cost that’s at a huge discount to the larger equipment.” Slattery added the extra performance will make it easier for E190E2 operators to “upgauge” without the range penalty originally expected with the threerow stretch to the longer model.

24 de fevereiro de 2016

Infraero tem excedente de mais de 3 mil funcionários no país, diz presidente A Infraero vai alcançar um excedente de mais de 3 mil funcionários este ano mesmo após a concessão de mais quatro aeroportos à iniciativa privada, afirmou nesta quartafeira o presidente da estatal, Gustavo do Vale. A Infraero conta atualmente 12 mil funcionários em todos os aeroportos do país. Vale destacou que o Santos Dumont é um exemplo claro da situação vivida hoje pela estatal. O terminal conta com mais de 600 funcionários sendo que a necessidade é de cerca de 280. "Funcionaríamos hoje tranquilamente com 9 mil funcionários em todo país", disse ele a jornalistas durante evento de inauguração de nova ala no Santos Dumont. Com a concessão do aeroporto do Galeão à iniciativa privada, muitos dos funcionários da Infraero, migraram para outros aeroportos do Estado, a maioria para o Santos Dumont, disse Vale. Segundo ele, além dos 2,6 mil funcionários da Infraero que já aderiram a um programa de demissão voluntária (PDV) há um potencial para mais 1,4 mil desligamentos após o leilão dos terminais localizados no Sul e Nordeste do país. Para conseguir viabilizar esses cortes de excedente de pessoal, a Infraero precisa de recursos do Tesouro para conseguir indenizar os empregados. A Infraero já conseguiu junto ao Tesouro Nacional a autorização para liberação de cerca de 598 milhões de reais, mas diante do contigenciamento de recursos promovido pelo governo federal só devem ser liberados cerca de 500 milhões de reais para o PDV da estatal. O custo total estimado com o PDV é de aproximadamente 768 milhões, disse Vale. "A estimativa é que o dinheiro seja suficiente para pagar uns 2 mil dos 2.615 que aderiram ao PDV", disse ele. Após a concessão de seus principais aeroportos, a Infraero ficará com muitos terminais deficitários e de menor porte em todo país. A Infraero fechou ano passado com déficit

"abaixo de 500 milhões de reais", disse Vale, acrescentando que as perspectivas para 2016 não são favoráveis.

25 de fevereiro de 2016

Boeing 777 Aftermarket Will Hold Its Own Despite production cuts, MRO shops foresee ample 777 work The Boeing 777 aftermarket outlook resembles the consensus forecast for the newproduction side— general strength and stability, with a dash of uncertainty. Earlier this year, Boeing, seeking to ensure a smooth transition to the 777X, confirmed it will throttle back 777 production rates. The cut, from 8.3 per month to seven per month starting next year, was expected. But some insist it is not enough. “Although Boeing has finally conceded to a weaker than hoped demand environment and cut the 777300 rate to seven per month, there is concern that there could be further downside,” RBC Capital Markets noted soon after the change was announced. RBC projects that Boeing still needs to sell about 140 777s to bridge the gap to full 777X production. “Based on expectations that Boeing is likely to continue to struggle to sell the plane, we have cut our projections for 777 deliveries going forward. We now assume that the rate is cut to six per month in 2018, and then five per month in 2019, with the model ceasing production and deliveries in 2021,” RBC says. The nearterm production uncertainty will do little to destabilize what is a Strong program. Aviation Week fleet data showed 1,295 777s in commercial service at the end of January. Add in Boeing’s backlog of 218 of the twin jets, and the original 777 family’s success is indisputable, even with a rate cut or two between now and the end of production.

The program’s MRO prospects offer similar longterm promise. Demand for 777 work in 2016 is expected to account for about 13% of the $63.2 billion in global MRO demand, Aviation Week 2016 Commercial Fleet and MRO Forecast figures show. In 2025—some four years after the last 777 rolls off the line—the model’s demand will still account for about 13% of the global market’s $90.5 billion MRO total. Shorterterm, there are questions. Delta CEO Richard Anderson jangled some nerves in October when he said the carrier is “seeing a huge bubble in excess widebody aircraft,” pegging values of 910yearold 777s at “about $10 million.” Boeing and some other aircraft owners disputed the valuation, calling any aircraft in that price range an outlier. “Any 10yearold used 777200ER you could buy for $10 million, which by the way we have not seen in the marketplace, would be in runout condition, would need engine overhauls, landinggear overhauls, major airframe checks, interior, inflight and entertainment replacement,” said John Plueger, CEO of lessor Air Castle. “All that stuff could cost $3040 million to complete.” Plueger says data from “nine or 10 different appraisers” and marketplace transactions put the value of a “normal” 777200ER at $4570 million. “The fact of the matter is that today, with sustained lower fuel prices, the 777200ER offers a pretty good value to the airlines,” he says. Still, airlines are using a record 40% of new deliveries to replace older aircraft, meaning something has to be parked. As 787s, Airbus A350s and even new 777300ERs take their places in the global fleet, older 777s are among those being retired. Analysts at Canaccord Genuity peg the 777 as one of the three platforms—along with the IAE V2500 and GE90 engines—poised to see a flood of used parts hit the market soon. The impact of a usedparts rush is difficult to quantify, though it is sure to drive down newparts sales and could eat into the lucrative component market. It will not be enough to turn the 777 aftermarket into a bad bet, however. Demand for 777 MRO is expected to total $8.3 billion in 2016, including engine work, which makes up about 45% of the total. Aviation Week’s forecast projects that figure to rise steadily over the next decade to $11.8 billion in 2025, a compound annual growth rate (CAGR) of 3.6%. Total forecast demand for the period is $103.7 billion, the analysis projects. A deeper dive into the figures shows line maintenance as the secondlargest demand category, expected to grow from $1.8 billion in 2016 to $2.4 billion in 2025, a 3% CAGR, and account for 22% of total MRO demand during the decade. Component work is expected to generate $1.4 billion in demand in 2016, growing to $1.9 billion by the end of the decade, a 3% CAGR. The $22 billion in component work will make up 21% of 777 MRO demand, the forecast indicates. Airframe work is the smallest but fastestgrowing category, expected to rise from about $550 million this year to $860 million in 2025, a notable 4.6% CAGR. Airframe work will generate about 7% of 777 MRO demand through 2025, Aviation Week figures project.

The remaining demand is forecast to come from modifications and upgrades. The Market will fluctuate over the decade, starting out at about $900 million this year and topping out at $1.5 billion in 2021, and total demand will top $12.6 billion through 2025, according to Aviation Weekâ&#x20AC;&#x2122;s forecast.

25 de fevereiro de 2016

Aviação regional de São Paulo terá investimento de R$ 360,5 milhões O governo federal vai investir R$ 360,5 milhões para revitalizar a aviação regional de São Paulo. O estado tem 19 aeródromos que receberão investimentos para reforma e reestruturação. Serão beneficiados aeroportos em Araçatuba, Araraquara, Barretos, Bauru e Arealva, Botucatu, Fernandópolis, Franca, Guaratinguetá, Guarujá, Marília, Ourinhos, Piracicaba, Presidente Prudente, Registro, Ribeirão Preto, Rio Claro, São José do Rio Preto, São José dos Campos e Sorocaba. Diversos terminais de São Paulo já recebem vôos regulares e serão transformados em polos regionais, como Presidente Prudente, São José do Rio Preto, Bauru, Ribeirão Preto, São José dos Campos e Araraquara. O investimento federal total na região Sudeste totalizará R$ 1.625,9 bilhão, segundo a Secretaria de Aviação Civil (SAC). A região conta com 65 aeroportos espalhados por quatro estados. Dois novos aeroportos serão construídos, um em Ouro Preto (MG) e outro em Nova Friburgo (RJ). Os demais serão reformados. São Paulo tem o maior número de equipamentos (19). Em seguida vem Minas Gerais, com 33 terminais, que terão recursos da ordem de R$ 815,5 milhões. O Rio de Janeiro terá R$ 273,4 milhões para investir em nove equipamentos e o Espírito Santo receberá R$ 176,6 milhões para aplicar em quatro aeroportos.

25 de fevereiro de 2016

Boeing teams up with Aeromexico, Mexican government on biofuel Boeing said it will collaborate with Aeromexico and Mexico’s Airports and Auxiliary Services (ASA) on

biojet

program

supported

Mexico’s

Sector

Fund

for

Energy

Sustainability

(SENERCONACYT) to advance research and development of sustainable aviation biofuel in Mexico. The initiative, coordinated through the Mexican Bioenergy Innovation Center, will support Mexico’s aviation sector as well as its environmental and socioeconomic goals, according to Boeing. Executives at Boeing, Aeromexico, ASA and the Potosinian Institute of Scientific and Technological Research (IPICYT) formalized the initiative at a ceremony in Mexico City. Boeing International president Marc Allen said sustainable jet fuel will “play a critical role in reducing aviation's carbon emissions and will bring a new and innovative industry to Mexico.” Through the agreement, IPICYT will lead a broader aviation biofuel development effort involving 17 institutions including Aeromexico and Boeing; nine CONACYT research centers; Mexican companies Pemex, QENER and Tratamientos Reciclados del Sureste; the Mexican Petroleum Institute; Masdar Institute of Science and Technology in United Arab Emirates; and the US Joint BioEnergy Institute. According to a Boeing statement, the Mexican government and participating institutions will fund the effort for four years, aiming to develop a selfsustaining business model. Research will be conducted on biomass sourcing, fuel production, sustainability and lifecycle assessment, and aviation biofuel market development. Aviation biofuel feedstocks in Mexico are expected to include jatropha, salttolerant Salicornia and sewage sludge. The initiative’s projects are expected to meet sustainability criteria established by the Roundtable on Sustainable Biomaterials. Boeing said it has been active biofuel projects on six continents, including in the US, Australia, Brazil, China, Europe, Middle East, South Africa and Southeast Asia.

26 de fevereiro de 2015

Embraer lança Jato E 190 de segunda geração e vê países árabes como compradores em potencial São José dos Campos – A Embraer apresentou nesta quinta-feira (25) a segunda geração do modelo de avião E190, que integra sua nova família de jatos comerciais. O E190 E2, como é chamado, transportará até 106 passageiros em configuração de uma classe e 97 em duas classes e terá autonomia de voo de aproximadamente 5.185 quilômetros. A quantidade de passageiros que poderá transportar é a mesma do modelo hoje em produção, mas a autonomia supera a da primeira geração em até 800 quilômetros. O presidente da Embraer, Frederico Curado, afirmou que os países do Norte da África e do Oriente Médio são potenciais compradores do novo modelo. Desde que essa nova família foi lançada, em junho de 2013, a Embraer recebeu 267 pedidos firmes de compra, além de outras 373 opções. O preço de lista de cada unidade do E190 E2 é de US$ 58,2 milhões. Curado afirmou que esse modelo de avião se encaixa em um segmento abaixo, em número de passageiros, daquele atendido pelas menores famílias de aviões das fabricantes Boeing e Airbus, os modelos 737 e A320, respectivamente. “Estamos na Jordânia, Egito, Arábia Saudita, Marrocos, Israel (que não é árabe, mas está no Oriente Médio). Com este avião, será a continuidade da nossa participação nas rotas regionais, de menor densidade dos países do Oriente Médio e da África. Outra opção (para os clientes) é usar este avião em horários de menor movimento dos aeroportos. Então a empresa pode utilizar um A320 (que transporta mais de 180 passageiros) em um voo no horário de pico da manhã e utilizar este jato em voo no início da tarde. Cabe perfeitamente”, afirmou Curado, após a cerimônia de lançamento e batismo da nova aeronave, com um banho de champanhe no “nariz” do avião, na sede da empresa, em São José dos Campos, no interior de São Paulo. O E190 E2 fará seu primeiro voo de testes no segundo semestre deste ano e começará a operar no primeiro semestre de 2018. Segundo a Embraer, o modelo tem um consumo de combustível 24% menor por assento em relação ao modelo anterior e um custo de manutenção 25% mais baixo. Segundo o vice-presidente de Operações da Embraer, Luís Carlos Affonso, as principais mudanças realizadas nesta nova geração do modelo foram a troca de motores, agora mais modernos e econômicos, um novo projeto de asas, que as deixou maiores, e um sistema de voo mais moderno. O projeto da nova família de E-jets, no qual este modelo está incluído, consome US$ 1,7 bilhão em

investimentos, com recursos da empresa e financiamentos. A nova famĂlia de jatos comerciais da companhia tem ainda outras duas unidades: E 195 E2, que comeĂ§a a voar em 2019, e E-175 E2, que operarĂĄ a partir de 2020.

26 de fevereiro de 2016

Why are Airbus and Boeing Afraid of Bombardier? Both Airbus and Boeing are being aggressive to preempt Bombardier from winning key customers in the commercial aircraft market. As we noted in our C Series report in 2010, John Leahy at Airbus stated that Airbus wouldn’t make the same mistake that Boeing did when Airbus entered the market and that would be aggressive against the C Series. It appears that Boeing is taking the same path. Boeing appears to have preempted Bombardier from a C Series order at United, and according to a article from Jon Ostrower at the Wall Street Journal. “Ray Conner, Boeing Commercial Airplanes chief executive, in an internal presentation on Feb. 10, said the first January deal with United was designed to block Bombardier from gaining a foothold with one of its most loyal customers, according to two people who heard his remarks.” It appears that the two big players in the market afraid of the small competitor from Canada gaining a foothold. The question is why? There are a number of reasons:

Capabilities

The C Series is not and was not designed as a regional jet, but as a flexible small trunk-liner with full trans-continental range. This means, unlike regional jets that offered limited range, the C Series can compete with Airbus and Boeing across all narrow-body routes, including smaller routes for which “right sized” aircraft are needed. In addition, the interior, with fewer and wider middle seats, will be viewed as more comfortable by passengers, as it incorporates the latest in cabin design technology.

Efficiency

The C Series is a much more modern and efficient aircraft than either the A320neo or 737MAX families. While Airbus and Boeing have dramatically updated their A320 and 737 platforms, these program still date from 1989 and 1967, and have the same fuselage diameter and basic layout as their original designs. Think of a new car, with all of the bells and whistles, being built on platform designed in the 1960s or 1980 versus one designed in the 2010s. There’s no comparison. While with aircraft this isn’t as dramatic a difference as with automobile platforms, there are differences in technology.

The C Series has new materials, improved aerodynamics, and was optimized for new technology engines, rather than retrofitting them into an existing platform that in Boeing’s case, was designed when engines were still cigar shaped. Even with the same engine technology, there is no way the Airbus or Boeing could be as efficient as a C Series. While lower fuel prices today reduce the economic differential from lower fuel burn, the C Series remains better in operating costs than its similarly sized competitors, the A319neo and 737MAX7, and about equal to their larger A320neo and 737MAX8 models. From its on-board monitoring systems that reduce maintenance costs to its lighter weight Aluminum-Lithium fuselage and advanced carbon fiber wings, it is simply a newer and better airplane. Bombardier are the Masters of Stretch A real concern in giving Bombardier a foothold is that it will stretch the C Series with larger models that compete directly with Airbus and Boeing’s larger models. Bombardier has reserved trademarks for CS500 and CS700, providing at least the possibility of future stretched models of the aircraft. Stretched models would put C Series in direct competition with the older designs for their bread and butter aircraft, and could negatively impact demand. Return on neo and MAX Investment

The A320neo decision at Airbus was in part a reaction to the C Series, and closing the gap, since the CS300 has better operating seat-mile economics than the A320ceo, and is quite close to the A320neo because of its weight and fuel burn advantage. Airbus’ decision to be more aggressive against C Series led to Boeing rushing the MAX into development rather than developing an all-new narrow-body aircraft. Each of the two big OEMs has developed a new derivative model and generated 3,000-4,000 orders between them. They do not need to develop an all-new program today, as they need to capture the return on investment from their existing programs, expected to have a 10-12 year production run before the next generation of airplanes is announced. What has resulted from the big duopoly are no narrow-body aircraft optimized to take advantage of today’s new generation of narrow-body engines, the Pratt & Whitney GTF and the CFM LEAP. Only Bombardier, Irkut, and COMAC will offer designs optimized around these engines, with Bombardier the only viable threat. Boeing’s financial catastrophe with the 787, and Airbus similar saga with the A380 highlight the risks of developing new aircraft. The big duopoly simply cannot afford another new aircraft development, and had to resort to compromise and low cost re-engining programs. An All New Competitor Wouldn’t Differentiate Itself Today Engine technology drives aircraft design. The C Series is the first airplane to be optimized for new technology engines, and designed from the ground up with those engines in mind. An all new aircraft from Airbus and Boeing would also be optimized for new technology engines, but wouldn’t likely gain significant competitive advantage over the C Series, since engine technology, systems, and materials technologies are already at the current state of the art.

Boeing and Airbus would look to the heart of their market for optimization, about 170 seats, for a new model. The C Series is optimized for 130 seats, and as a result is a much lighter aircraft, that could still be stretched. Just as todayâ&#x20AC;&#x2122;s â&#x20AC;&#x153;shrinkâ&#x20AC;? models, the A318 and 737-600, are smaller models of designs of aircraft optimized for higher seating levels, an all new model from Airbus or Boeing could not easily compete with the CSeries in the 130 seat segment. It is much easier to stretch than shrink, and Airbus and Boeing have moved customers to larger aircraft. Airlines would Love a Third and Fourth Competitor in the Narrow-Body Market While someday COMAC will become a major competitor, China is not yet ready to compete aggressively with Airbus or Boeing. Nor is UAC in Russia, although the Irkut MC-21 is, on paper, a better airplane than either the A320neo or 737MAX give its modern clean sheet design optimized for same the P&W GTF engines used on the A320neo. But Bombardier and Embraer are here with their new offerings in the 100-130 seat class. The CS100 and CS300, combined with the E2-190 and E2-195, will give Airbus and Boeing a run for their money at the low end of the market between 100-130 seats. The E2 jets, with four abreast seating, are already quite long aircraft and are therefore unlikely to be stretched. This has taken them off the direct threat radar screen, and Airbus and Boeing seem content to allow Embraer to remain in their market niche. But Bombardier, which can seat 155 in the CS300 in high density, and have an aircraft that can be stretched, is viewed as a threat. What has been the result so far? For airlines that invited C Series to their competition, the results have been massive price concessions from Airbus and Boeing to keep Bombardier out. A number of campaigns that Bombardier was close to finalizing have been lost at the 11th hour with an offer too good to refuse. Our sources indicate that Easyjet, Vueling, and United have all received incredible pricing on aircraft to keep Bombardier out of the picture. With deep pockets and highly optimized cost structures due to high production levels, Airbus and Boeing can undercut Bombardier, which must amortize their development costs over a smaller number of aircraft. As a result, it is difficult for Bombardier to match pricing to simply to gain a market foothold and lose money on each aircraft. But is taking a great deal from Airbus or Boeing counterproductive in the long term for airlines? Airbus and Boeing would love to see Bombardier fail. By taking the low priced order from Airbus or Boeing, and not the innovative competitor with superior technology, are airlines being myopic? The Bottom Line Bombardier has built a great airplane that can beat its competition from Airbus and Boeing. They would rather split the market two rather than three ways, and are doing everything they can to stop Bombardier. Airlines that are taking attractive deals for aircraft not as well suited for their operations maybe are being short-sighted by failing to recognize why those prices are so low, and the reason they are being offered them.

The cream rises to the top, and Bombardier has built a superior aircraft. Airbus and Boeing are fighting a war, and Bombardier isnâ&#x20AC;&#x2122;t in a strong position to fight back. But the industry and the airlines need Bombardier, in ways they currently do not perceive.

25 de fevereiro de 2015

Setor aeroespacial tem novo centro de pesquisa no Brasil As mais de cem pequenas e médias empresas que compõem a cadeia aeroespacial brasileira poderão contar, a partir deste ano, com uma infraestrutura de ponta inédita para o desenvolvimento de pesquisas e projetos, a um custo 30% menor em relação ao mercado privado, informa Marcelo Sáfadi, diretor de planejamento do Parque Tecnológico de São José dos Campos, em São Paulo. Neste Parque, onde as principais empresas do setor estão instaladas, foi inaugurado nessa quartafeira um Centro de Desenvolvimento de Manufatura (CDM), com equipamentos que atuam no conceito de “indústria 4.0”. O termo engloba as principais inovações tecnológicas nos campos da automação, controle e tecnologia da informação aplicadas aos processos de manufatura. O centro uma OS (organização social) sem fins lucrativos é resultado de uma parceria entre Banco Interamericano de Desenvolvimento (BID), Prefeitura de São José dos Campos (SP) e governo do Estado de São Paulo, que investiram R$ 4,3 milhões no projeto. O custo para desenvolvimento de pesquisas e projetos é menor porque os equipamentos foram doados pelo Estado e BID. Por este motivo não é necessário transferir o custo do investimento para o preço final ao cliente. A infraestrutura tecnológica do Parque contempla ainda dois outros laboratórios de referência, nas áreas de estruturas leves, simulação e sistemas críticos. Somados, os investimentos feitos nos três laboratórios e em um novo laboratório de interferência eletromagnética, que será inaugurado ainda este ano no Parque Tecnológico, são superiores a R$ 75 milhões. Sáfadi, que também é diretor do Cecompi (entidade que apoia o arranjo produtivo aeroespacial e de defesa local), disse que a presença de universidades e centros de pesquisas como Unifesp, Fatec e ITA tem favorecido o desenvolvimento conjunto de projetos com empresas como Embraer, Akaer, Thales Alenia, Boeing, Airbus, entre outras. Duas empresas controladas pela Embraer, a Visiona Tecnologia Espacial (joint venture com a Telebras) e a Atech também estão instaladas no Parque. No mesmo local, a Embraer participa de projetos de pesquisa para o futuro, focados em tecnologias em estágio précompetitivo, como sistemas de comando e controle, sistemas de comunicação satelital, sistemas para segurança pública, comandos de voo e simulador reconfigurável de engenharia e avião virtual. “A nossa cadeia aeronáutica não tem estrutura de pesquisa e desenvolvimento como as grandes empresas. Com a infraestrutura disponível hoje no Parque, as pequenas e médias empresas poderão desenvolver novos processos e produtos de alto valor agregado que as ajudem a conquistar novos mercados”, disse Sáfadi. Para o diretor geral do Parque, Marco Antônio Raupp, a estrutura laboratorial vai ajudar no desenvolvimento não apenas das empresas residentes ou associadas aos clusters do Cecompi, mas também de toda a região do Vale do Paraíba. O CDM, por exemplo, poderá prestar serviços nas áreas de engenharia, processos de design e manufatura. Possui máquinas de controle numérico computadorizado para usinagem complexa e impressora 3D para prototipagem rápida.

26 de fevereiro de 2015

Embraer sai na frente na disputa por novos jatos Sob os olhares de uma plateia formada por representantes de mais de 50 companhias aéreas de todo o mundo, fornecedores, empregados e autoridades militares, a Embraer apresentou ontem o novo jato E190E2, o primeiro da segunda geração da sua nova família de aviões comerciais. Em um momento que os principais concorrentes, como a canadense Bombardier e a japonesa Mitsubishi, sofrem atrasos nos seus programas, a brasileira mantém o cronograma de realizar o primeiro voo no segundo semestre deste ano e o início das entregas em 2018. A nova família de EJets, composta por três aeronaves (E175E2, E190E2 e E195E2) alcançou uma carteira de 267 pedidos firmes e 373 opções e direitos de compra. "Estamos super otimistas com o avião. Nunca tivemos um produto com tamanha demanda assegurada. Para uma aeronave que só vai entrar no mercado daqui a dois anos é um começo extraordinário", afirmou o presidente da Embraer, Frederico Fleury Curado. O presidente da Trans States Holdings, maior grupo de aviação regional dos Estados Unidos, Richard Leach, pretende exercer as 50 opções de compra dos novos jatos E175E2, assim que as entregas dos 50 pedidos firmes forem concluídas. O grupo, que também controla as companhias aéreas Trans States Airlines, Compass Airlines e GoJet Airlines, encomendou 100 aeronaves do modelo de 76 assentos da Embraer, um negócio avaliado em US$ 2,4 bilhões. As aeronaves da Trans States, segundo previsão da Embraer, começarão a ser entregues em junho de 2020. Leach disse que a relação bem sucedida com a Embraer vai muito além dos novos jatos que foram adquiridos. "Iniciamos essa parceria em 1991, com 35 aeronaves turboélice Brasília, que evoluíram para o jato ERJ145, o qual ainda operamos 67 unidades e, mais recentemente, temos 62 jatos E175 da primeira geração voando em nossa frota", comentou. Horas depois da cerimônia de apresentação do novo avião, que teve direito até a um show aéreo com toda a linha de aeronaves produzidas pela empresa, incluindo o novo jato militar KC390, a Embraer recebeu a notícia de que a agência de classificação de risco Moody's havia rebaixado o rating da companhia em moeda estrangeira de Baa3 para Ba1. O rebaixamento do grau de investimento, de acordo com uma fonte da Embraer, não afetará o andamento dos programas da companhia. O cenário econômico negativo do Brasil também não terá impacto significativo na fabricante, pois 85% da sua receita está vinculada a contratos de exportação.

"Haveria impacto se a empresa não conseguisse cumprir o plano estratégico. Mas, ao contrário, ela está conseguindo manter um bom volume de vendas na sua carteira de pedidos (cerca de US$ 22,5 bilhões até 31 de dezembro de 2015) e vem cumprindo a risca prazos e orçamento estabelecido para o programa de desenvolvimento do seu novo jato E2", disse a fonte. A mesma fonte lembra que apesar da grande competição que existe hoje no mercado de aviação mundial, a Embraer é a única que está conseguindo manter a promessa de cumprimento de prazos e investimentos em novos programas. "Isso é um grande diferencial neste mercado e os nossos clientes estão atentos", afirmou. Ela cita o exemplo da japonesa Mitsubishi, que em janeiro anunciou mais um atraso na data de entrada em serviço do seu novo jato comercial, o MRJ, concorrente da Embraer, e os chineses, que também adiaram o início da operação do ARJ 21, depois de atrasos que superaram os seis anos. No caso da Bombardier, a fonte da Embraer diz que o orçamento do programa dos seus novos jatos CSeries praticamente dobrou em relação ao valor estabelecido inicialmente, além dos diversos atrasos que aconteceram por problemas técnicos e de gestão. A partir de 2018, segundo a fonte, a Embraer estará atuando com duas frentes importantes e estratégicas. Uma delas é o início das entregas dos jatos comerciais da nova geração e a outra é a nova oportunidade que será aberta com o início das entregas do KC390, que irá disputar um mercado potencial de 700 aeronaves em 10 anos.

29 de fevereiro de 2016

NASA Begins Work to Build a Quieter Supersonic Passenger Jet The return of supersonic passenger air travel is one step closer to reality with NASA's award of a contract for the preliminary design of a “low boom” flight demonstration aircraft. This is the first in a series of ‘X-planes’ in NASA's New Aviation Horizons initiative, introduced in the agency’s Fiscal Year 2017 budget. NASA Administrator Charles Bolden announced the award at an event Monday at Ronald Reagan Washington National Airport in Arlington, Virginia. “NASA is working hard to make flight greener, safer and quieter – all while developing aircraft that travel faster, and building an aviation system that operates more efficiently,” said Bolden. “To that end, it’s worth noting that it's been almost 70 years since Chuck Yeager broke the sound barrier in the Bell X-1 as part of our predecessor agency's high speed research. Now we’re continuing that supersonic Xplane legacy with this preliminary design award for a quieter supersonic jet with na aim toward passenger flight." NASA selected a team led by Lockheed Martin Aeronautics Company of Palmdale, California, to complete a preliminary design for Quiet Supersonic Technology (QueSST). The work will be conducted under a task order against the Basic and Applied Aerospace Research and Technology (BAART) contract at NASA's Langley Research Center in Hampton, Virginia. After conducting feasibility studies and working to better understand acceptable sound levels across the country, NASA's Commercial Supersonic Technology Project asked industry teams to submit design concepts for a piloted test aircraft that can fly at supersonic speeds, creating a supersonic "heartbeat" -- a soft thump rather than the disruptive boom currently associated with supersonic flight. “Developing, building and flight testing a quiet supersonic X-plane is the next logical step in our path to enabling the industry's decision to open supersonic travel for the flying public," said Jaiwon Shin, associate administrator for NASA’s Aeronautics Research Mission. Lockheed Martin will receive about $20 million over 17 months for QueSST preliminary design work. The Lockheed Martin team includes subcontractors GE Aviation of Cincinnati and Tri Models Inc. of Huntington Beach, California.

The company will develop baseline aircraft requirements and a preliminary aircraft design, with specifications, and provide supporting documentation for concept formulation and planning. This documentation would be used to prepare for the detailed design, building and testing of the QueSST jet. Performance of this preliminary design also must undergo analytical and wind tunnel validation. In addition to design and building, this Low Boom Flight Demonstration (LBFD) phase of the project also will include validation of community response to the new, quieter supersonic design. The detailed design and building of the QueSST aircraft, conducted under the NASA Aeronautics Research Mission Directorate's Integrated Aviation Systems Program, will fall under a future contract competition. NASAâ&#x20AC;&#x2122;s 10-year New Aviation Horizons initiative has the ambitious goals of reducing fuel use, emissions and noise through innovations in aircraft design that departs from the conventional tubeandwing aircraft shape. The New Aviation Horizons X-planes will typically be about half-scale of a production aircraft and likely are to be piloted. Design-and-build will take several years with aircraft starting their flight campaign around 2020, depending on funding. For more information about NASAâ&#x20AC;&#x2122;s aeronautics research, visit: http://www.nasa.gov/aero

29 de fevereiro de 2016

AIRBUS PRODUZ PRIMEIRO AVIÃO NOS EUA Fábrica no Alabama, ainda concorrência com a Boeing

construção,

vai

apertar

ainda

mais

O primeiro Airbus A321 “made in USA” vai decolar no próximo semestre (Airbus)

A primeira fábrica da Airbus nos Estados Unidos, na cidade de Mobile, no Alabama, ainda não foi concluída, mas os trabalhos já começaram. A empresa apresentou na última semana o primeiro A321 construído em solo norte-americano. A aeronave ainda será pintada com a cores da companhia JetBlue, e seu primeiro voo está programado para o segundo semestre. A fábrica da Airbus nos EUA trabalha em regime de baixa produção. Até o final deste ano, a planta deve entregar outros seus jatos A321, encomendados pela American Airlines. Esse volume de produção, no entanto, vai crescer de forma significativa nos próximos dois anos.

Como informou a empresa, até o final de 2017 a fábrica no Alabama terá capacidade produtiva de quatro aeronaves por mês. Combinado o esforço das plantas na Alemanha, França, China e EUA, a Airbus espera produzir, a partir de 2018, até 58 jatos da família A320 por mês. A fábrica da Airbus nos EUA, fruto de um investimento avaliado em US$ 600 milhões, vai acirrar ainda mais a disputa de mercado com a Boeing, especialmente contra o jato 737. Com essa nova opção, companhias aéreas norte-americanas agora podem adquirir jatos da empresa europeia sem precisar pagar taxas de importação, além de reduzir os processos de logística.

29 de fevereiro de 2016

Destaques Embraer e Republic I A Embraer informou ontem que a programação de entregas das 28 aeronaves E175 encomendas pela companhia americana de aviação regional Republic Airways, que pediu recuperação judicial na sextafeira, não foram interrompidas. A empresa declarou, porém, que já está avaliando eventuais impactos que possam decorrer desse processo. Em nota, a fabricante brasileira declarou que quatro das 28 aeronaves encomendadas pela companhia americana já foram entregues e as 24 restantes estão programadas para acontecer entre agosto e dezembro. "A despeito do pedido de recuperação judicial, a Republic continua operando normalmente, a exemplo de outras empresas aéreas que passaram por recuperação judicial no passado", disse a Embraer em nota. Embraer e Republic II A Republic Airways é uma das mais importantes clientes da Embraer com uma frota de 230 jatos, sendo 50 do modelo de pequeno porte ERJ 140/145 de 50 assentos e 180 do E170/175, de 76 lugares. A falta de pilotos, por causa dos baixos salários e novas regras que exigem a formação adicional das equipes de voo, levaram a Republic a paralisar o voo de alguns dos seus aviões, o que levou a Delta Air Lines a mover uma ação alegando danos por causa da perda de serviço. As grandes companhias aéreas têm focado suas operações em aviões maiores, deixando pouco espaço para as empresas regionais, que utilizam seus aviões menores, na faixa de 70 a 100 assentos. As aéreas American Airlines e United Airlines declararam que vão continuar trabalhando com a Republic para garantir o atendimento dos seus clientes.

26 de fevereiro de 2016

Embraer Rolls Out New E-Jet E2 Family Aircraft Embraer rolled out today in Sao Jose dos Campos, its new E190-E2 jet, marking the start of a new generation of regional family aircraft from the Brazilian manufacturer.

â&#x20AC;&#x153;Today we have taken another step into the future of Embraer commercial aviation with the world premiere of our second-generation E-Jets,â&#x20AC;? said Paulo Cesar Silva, President & CEO, Embraer Commercial Aviation. The E2 family aircraft is a major upgrade to the original EJet series launched over a decade ago. The new family will comprise the E175-E2, the smallest member of the family, the E190-E2 and the stretched E195-E2.

Launched in 2013 during the 50 Paris Air Show, the E2 includes a new, modern wing, improved aerodynamics and systems. It also incorporates a new power plant. Embraer selected the Pratt & Whitney Geared Turbo Fan (GTF) PW1000G, in lieu of the General Electric CF34 used on the current aircraft in production. These improvements altogether are sought not only to improve fuel burn, but also to reduce carbon footprint and noise levels. Additionally, the range of the E2 has been signiŕŽ&#x201D;cantly increased over the current generation of aircraft. In the case of the E190-E2, range was increased by 400 nautical miles (741km) to cover distances of up to 2,800 nautical miles (5,186km).

The E2 also oஔers improvements in the passenger cabin. While the aircraft will retain the same fuselage cross section of the current production models, Embraer has redesigned the cabin to include larger passenger bins, keeping the same 2+2 standard seating arrangement, with 97 seats in a two-class cabin conஔguration or 106 in a single-class layout. Since its launch, the E2 has obtained 640 commitments, 267 ஔrm orders and 373 options and purchase rights from both airline customers and leasing companies. According to Embraer, the E-Jets are being operated by about 70 customers in 50 countries. With over 50% market share, they are the global leader in the segment of up to 130 seat aircraft. This aircraft is the ஔrst of four prototypes that will be used in the E190-E2 certiஔcation campaign. The aircraft ́s ஔrst ஔight is scheduled for the second quarter of 2016, and entry into service is expected to take place in 2018. Two additional planes will be added for the E195-E2 campaign, which will enter into service in 2019 and three more will be used in the E175-E2 campaign, which is scheduled to begin services a year later.