Clipping - Orbiz | Cecompi - 1 a 15 de outubro by Aline Almeida

CLIPPING AEROESPACIAL

Outubro 2015

Índice GE AVIATION ANUNCIA INVESTIMENTO DE US$ 55 MILHÕES NA GE CELMA, UNIDADE DE FABRICAÇÃO DE MOTORES DE AERONAVES, LOCALIZADA EM PETRÓPOLIS, REGIÃO SERRANA DO ESTADO .............................................................................................................................................................. 3 AIRBUS SUBSTITUI COMPONENTE METÁLICO DE AERONAVE POR POLÍMERO DA VICTREX .............. 4 EMBRAER LEGACY 450 PILOT REPORT ......................................................................................................... 6 BOEING REPORTS THIRD-QUARTER DELIVERIES ....................................................................................... 8 ALCOA VAI FORNECER PEÇAS DE FIXAÇÃO PARA AIRBUS POR US$1 BILHÃO ...................................... 9 EUROPE TO EXCHANGE FLIGHT PLAN DATA WITH MIDDLE EAST, BRAZIL ........................................... 12 INCORE AERO APRESENTA NOVO MODELO DE NEGÓCIO PARA O SETOR AEROESPACIAL DA AMÉRICA LATINA ............................................................................................................................................. 14 AIRBUS AND BOMBARDIER DEAL TALKS CALLED OFF ............................................................................. 15 (ING) FINNAIR BECOMES THE FIRST EUROPEAN AIRLINE TO RECEIVE ITS FIRST A350 XWB............ 16 AIRBUS AND BOEING SEPTEMBER 2015 O&D ROUNDUP ......................................................................... 18 BOMBARDIER INC SHARES CLIMB AS UNITED AIRLINES SHOWS INTEREST IN CSERIES, EMBRAER JETS ............................................................................................................................................... 20 FORECAST PROJECTS DEMAND FOR 13,000 BUSINESS AIRCRAFT IN NEXT DECADE........................ 21 USED AIRCRAFT REBOUND, STEADY FLEET GROWTH DRIVE BUSINESS MRO EXPANSION ............. 23 PREOWNED BUSINESS AIRCRAFT MARKET GRAPHS FROM FALL 2015 MARKETLINE ........................ 25 EMBRAER, ATR SEE OPPORTUNITY IN MIDDLE EAST SINGLE AISLE MARKET ..................................... 35 BOEING ESTUDA UTILIZAR NOVA LIGA METÁLICA EM FUTURAS AERONAVES .................................... 37 EMBRAER REAFFIRMS E2 PLAN DESPITE CSERIES REPORT ................................................................... 38 FINMECCANICA-AGUSTAWESTLAND NEW PLANT IN BRAZIL WITH THE SUPPORT OF INVESTE SP . 40 EMBRAER PROJETA DEMANDA DE MERCADO PARA MAIS DE 1.500 NOVOS JATOS NA CATEGORIA DE 70 A 130 ASSENTOS NA EUROPA E NA CEI........................................................................................................................ 42 EMBRAER VÊ AUMENTO DE 50% NAS ENTREGAS DE JATOS NO 3º TRIMESTRE ................................. 44 OPINION: BOMBARDIER’S OPTIONS FOR SURVIVAL ................................................................................. 45

02 de outubro de 2015

GE Aviation anuncia investimento de US$ 55 milhões na Ge Celma, unidade de fabricação de motores de aeronaves, localizada em Petrópolis, região Serrana do estado Nos próximos três anos a GE Aviation vai investir US$ 55 milhões na GE Celma, unidade de fabricação de motores de aeronaves, localizada em Petrópolis. O investimento faz parte do plano de expansão da operação fora dos Estados Unidos. Cerca de 90% do montante será utilizado para a construção de um banco de testes de motor Genx, o modelo mais moderno da GE Aviation. Além disso, a GE Celma está em fase de aquisição de um terreno para construir um banco de provas no município de Três Rios, perto de Petrópolis. As obras começam no primeiro semestre de 2016 e devem ser concluídas até 2018.

Fonte: CODIN RJ

02 de outubro de 2015

Airbus

substitui

componente

metálico

aeronave por polímero da Victrex 02/10/2015 (Victrex, Assessoria de Imprensa (pressrelease)

A Airbus, líder mundial na fabricação de aviões comerciais, vai substituir o suporte de alumínio contido na porta das aeronaves modelo A350900 XWB por componentes de polímero reforçados com fibra de carbono. O suporte, agora fabricado com VICTREX® PEEK 90HMF40, está sendo produzido em série para uso comercial. O termoplástico de alta performance tem resistência à umidade que se acumula nas portas da aeronave, diferentemente do alumínio, mais propenso à corrosão. O metal tem ainda a desvantagem de precisar de revestimento de superfície especial para evitar deteriorações. A troca do suporte tem também o benefício de reduzir em até 40% o peso e custo do componente sem comprometer a segurança dos passageiros. A peça de PEEK torna ainda a perfuração mais facilitada na hora da montagem da aeronave, além de o uso de brocas de plástico com fibra de carbono reforçada otimizada (CFRP) melhorar a qualidade dos furos em comparação ao metal. Christian Wolf, chefe de Pesquisa e Tecnologia de Portas de Aeronaves da Airbus, explica o funcionamento e importância do componente PEEK: "Em termos de carga padrão, ou seja, da pressão da cabine interna, este tipo de fixação do suporte reduz a deformação na superfície exterior da porta, mantendo assim a qualidade aerodinâmica do avião”. Para Uwe Marburger, gerente de Desenvolvimento de Negócios Aeroespaciais da Victrex, a experiência adquirida com a utilização de PEEK reforçado com fibra de carbono pode ser transferida para outros componentes e áreas de aplicação em breve. "O 90HMF40 é um termoplástico especial de alta performance que também é adequado para componentes estruturais de suporte de carga, como o utilizado no A350900 XWB. Essa primeira aplicação será rapidamente seguida por outras".

Operando em todo o mundo, a Victrex possui mais de 35 anos de experiência e tem como um dos principais carroschefe produtos à base de poliariletercetona (Paek), que combina resistência e liberdade para o desenvolvimento, especialmente, de estruturas muito leves. A característica é relevante para os designers aeroespaciais e fabricantes. O polímero de alta performance com fibras de alto módulo (HMF) se baseia na série 90 dapoliariletercetona, usada principalmente em componentes moldados por injeção em paredes finas. Suas propriedades não podem ser igualadas aos componentes de classes padrão. O 90HMF40tem até 100 vezes mais resistência à fadiga e até 20% maior resistência e rigidez específica do que o alumínio 7075T6, nas mesmas condições.

02 de setembro de 2015

Embraer Legacy 450 Pilot Report Raising the bar in technology

Width is 5 in. greater and floor width is 7 in. More generous than the Latitude’s. But cabin length is about 15 in. shorter, so the Legacy 450’s overall cabin volume, excluding its 35cu. ft. aft internal luggage compartment, is within 2% of its Wichita rival’s.

While the Latitude has a 275nm range advantage, the Legacy 450 excels in many other areas. It’s the only business aircraft priced under $50 million, other than the Legacy 500, to boast flybywire (FBW) flight controls. The digital system lowers pilot workload by providing flight envelope protection, thrust asymmetry compensation in the event of engine failure and maintaining a constant flight path when changes are made to thrust, speed or configuration. More importantly to passengers, FBW provides a considerably smoother ride because it damps out minor bumps, gusts and shears.

The aircraft also has throttlebywire, steerbywire and brakebywire digital control systems. Autobrakes, HUD, EVS and a steep approach capability are options. No competitor has lower interior sound levels or a more comfortable ride in turbulence, based upon our observations. The aircraft’s vacuum lavatory is standard. And it’s very quiet when flushed. Compared to the Legacy 500, which is $4 million more expensive, the Legacy 450 has one fewer row of seats, a 4 ft. shorter cabin and 500 nm less range. Similar to the Legacy 500, it typically cruises at Mach 0.78 to 0.80 in the low to midforties and it can dash at Mach 0.82 in the highthirties. The Legacy 450 only is about 2 to 5 min. faster than the Latitude on typical 1to 3hr. missions because it climbs to higher altitudes for those profiles. However, it also consumes less fuel on such missions compared to the Latitude as it cruises higher. Because of its slippery, swept, supercritical wing, its longrange cruise speed actually is 10 kt. Faster than the Latitude’s highspeed cruise.

05 de outubro de 2015

Boeing Reports Third-Quarter Deliveries The Boeing Company [NYSE: BA] announced today deliveries across its commercial and defense operations for the third quarter of 2015. Major program deliveries during the third quarter, including a delivery under operating lease (which is identified by parentheses), were as follows:

05 de outubro de 2015

Alcoa vai fornecer peças de fixação para Airbus por US$1 bilhão A fabricante de produtos de alumínio Alcoa fechou contrato de US$ 1 bilhão com a Airbus para o fornecimento de materiais para sistemas de fixação aérea de alta tecnologia. Foi o maior acordo do tipo já assinado pela empresa americana com a fabricante europeia de aviões. As peças da Alcoa servirão para montar aeronaves como a A350 XWB, o mais novo modelo da área comercial, além do A320neo. Parte dos sistemas fornecidos será também utilizado em plataformas já antigas, como a do A330. A Alcoa produz os componentes com aço inoxidável, titânio e ligas de níquel. A empresa vai fabricar essas peças para a Airbus em 14 de suas linhas produtivas ao redor do mundo.

05 de outubro de 2015

Bombardier C Series Concerns Grow As Talks With Airbus Collapse Following the collapse of talks between Bombardier and Airbus about possibly joining forces on the C Series program, industry experts are becoming increasingly worried about the future of Bombardier’s main new comercial aircraft program. “Since Bombardier lacks the resources to make the C Series a commercial success on its own and since we can’t foresee a partner, Teal Group expects the program to be canceled,” the firm’s Vice PresidentAnalysis Richard Aboulafia said. “The very fact that Bombardier was talking to Airbus implies that they badly needed to talk with someone and that there was no one else. This does not look good at all.” ICF SH&E Vice President Kevin Michaels believes that “the odds [of cancellation] have gone up considerably,” but he still sees other options for Bombardier that may save the program. “While [cancellation] has been discussed as an outside consideration in the past, we think it is now a far more realistic possibility,” Credit Suisse wrote in a note to clients. The analysts believe that the remaining cash burn, until production of the C Series is in full swing, could be up to $2 billion in the coming 23 years. The company burnt through more than $800 million in the second quarter alone. As Credit Suisse estimates cancellation costs to be well under $1 billion, “potential savings appear significant enough to warrant serious consideration at this point.” Aboulafia argued the program needed $36 billion to become a success. Scotiabank said in a research note that it expects Bombardier will need access to fresh cash by the middle of next year. Late on Tuesday, Oct. 6, Bombardier and Airbus confirmed in almost simultaneous statements that talks have taken place. Airbus Group said that it has been “exploring business opportunities” with the Canadian company, but that “such discussions are no longer being pursued.” Bombardier said it “will continue to explore initiatives, such as a potential participation in industry consolidation.” Neither Bombardier nor Airbus confirmed that talks have been about the C Series, but industry sources suggest that Bombardier has offered a major stake in the program to its rival. The company is understood to have contacted other potential investors in recent weeks, among them Boeing and Comac. But, for differing reasons, neither have shown any interest in the program.

To Michaels, the fact that Bombardier has talked to Airbus indicates how serious the situation has grown, given that Airbus has arguably been its fiercest competitor in the C Series market segment and has tried to keep it out of the singleaisle arena through aggressive pricing and, ultimately, the launch of the A320neo. Increased production rates for late A320ceos—and Boeing 737 NGs—will likely make it even harder for Bombardier to land any desperately needed sales successes. Michaels still sees the option of another investor coming in, but it would have to be “one with a strong balance sheet.” He argues that the Canadian or the Quebec government would likely be prepared to step in and rescue Bombardier, but the challenge would be to do so in a WTOcompliant way. General elections in Canada could also influence decisions. Michaels believes that “they can’t go back to the capital markets.” Following a refinancing round earlier this year, Bombardier has indicated it will float a stake in Bombardier Transportation, the rail unit, later this year. However, Scotiabank cautioned that the proceeds from an initial public offering will not be “that material. We don’t see this as the right course of action.” Now in flight tests, the C Series is about $2 billion over budget. Following a series of delays amounting up to two years by now, the first aircraft is now due to be delivered to Swiss International Air Lines in the first half of 2016. The company presented both a CS100 and a CS300 at this year’s Paris Air Show, but failed to secure more orders, which would bolster finances because of the usual prepayments. There are now 243 firm orders for the two versions of the aircraft. There are also great concerns in the aerospace supply chain that even if Bombardier manages to finance the rampup, it will not be able to get the anticipated number of orders. “Airlines are trying to fly more seats on less flights,” one senior executive said. “At the same time, scope clauses [for regional affiliates] are still there.”

05 de outubro de 2015

Europe to exchange flight plan data with Middle East, Brazil Eurocontrol has signed agreements to exchange flight plan data with both the General Civil Aviation Authority (GCAA) of the United Arab Emirates (UAE) and the Department of Airspace Control (DECEA) of Brazil. The cooperation agreements were signed at the ATC Global 2015 exhibition in Dubai. The agreement with the GCAA covers the exchange of flight data, updated flight plan information, and airport departure planning information, addressing the existing lack of predictability of traffic between Europe and the Middle East. Eurocontrol DG Frank Brenner said: â&#x20AC;&#x153;With traffic between Europe and the Middle East predicted to grow at 3.6% a year over the next decade at least, it is clear that in order to deliver efficient air traffic services, we need to improve cooperation and exchange of information between the two regions. This agreement will not only contribute to the ICAO Global Air Traffic Flow Management (ATFM) Concept as part of the Global Air Navigation Plan (GANP), but will also help to establish closer links between the Air Traffic Flow and Capacity Units in Europe and the Gulf.â&#x20AC;? The agreement with the DECEA is aimed at enhancing cooperation in capacity management and operational flight data exchange. It will involve Eurocontrol's Maastricht Upper Area Control Centre (MUAC) providing support on capacity and human resource management, and operational tools and processes to the DECEA. Eurocontrol and the DECEA will also exchange updated flight plan data, airport arrival and departure planning information, and flight profile data for flights between the two regions, as well as cooperation in the area of Performance Measurement and Airport Collaborative Decision Making (ACDM). Eurocontrol said the higher level of predictability and improved information for air traffic flow management purposes would enable ANSPs and airports to better anticipate traffic.

The agreement will also establish close cooperation between regional ATFM units in support of ICAO GANP. “As a result of this cooperation, Eurocontrol and DECEA will contribute to ICAO’s global ATFM concept, exchanging important real time data information on the traffic flows between Europe and South America,” Brenner said. “Working between continents, harmonizing benchmarking, and exchanging best practices is something that we already do with other parts of the world, and we are happy that we are now extending our cooperation to South America."

06 de outubro de 2015

Incore Aero apresenta novo modelo de negócio para o setor aeroespacial da América Latina Companhia brasileira oferece pacote de serviços que vai muito além da representação comercial e consultoria

O setor aeroespacial e de defesa latino-americano conta com um novo player, a Incore Aero. Localizada em São José dos Campos (São Paulo, Brasil), a empresa atua em três frentes: representação comercial, consultoria em suprimentos (supply chain) e comércio de peças e produtos voltados a fabricantes e distribuidores nacionais e internacionais (Tier 1 e 2). No entanto, diferente da concorrência local, a Incore Aero oferece um pacote de soluções que engloba todas as etapas do negócio, da assessoria nas áreas de engenharia, produção, qualidade e certificação ao suporte logístico, tributário e jurídico. “Até hoje, a região não dispunha de uma empresa com esse perfil, que agrega ao comércio e à consultoria diferentes tipos de serviços. Funcionamos, de fato, como um departamento do cliente na América Latina”, afirma Fernando Dias, diretor-presidente da Incore Aero.

Há mais de duas décadas no setor aeroespacial brasileiro, com passagens por Embraer (11 anos) e Lord Corporation (6 anos), Dias comanda a Incore Aero auxiliado por um time multitarefa. “Com essa estrutura, temos condições de identificar oportunidades de mercado, desenvolver diferentes cadeias de fornecedores, participar de licitações e criar planos de manutenção e de fabricação. Ou seja, apoiar de todas as formas as empresas que buscam negócios no mercado aeroespacial latino-americano”, detalha Dias.

A Incore Aero também participa do Cluster Aeroespacial Brasileiro (CECOMPI) e, em breve, da Associação Brasileira de Aviação Geral (ABAG), bem como dispõe de uma ampla rede de contatos no Departamento de Ciência e Tecnologia Aeroespacial (DCTA) e na Agência Nacional de Aviação Civil (ANAC). Para mais informações, acesse www.incoreaero.com

07 de outubro de 2015

Airbus and Bombardier deal talks called off Airbus Group issued a statement Oct. 7 confirming that it had been exploring business opportunities with Canadabased Bombardier, but said that such discussions were no longer being pursued. There was no more detail to the statement and Airbus said it would make no further comment. Bombardier issued a statement afterwards confirming that "discussions occurred ... regarding certain business opportunities." The Canadian manufacturer added, "As previously mentioned, Bombardier will continue to explore initiatives such as a potential participation in industry consolidation." Bombardier is developing a commercial jet, the CSeries, that puts it in the narrowbody market against Airbus and Boeing, but sales have been disappointingly slow and the program has seen delays. Airbus and Boeing are seeing record numbers of sales for their newgeneration, reengined narrowbodies, the A320neo and 737 MAX. The CSeries seats between 120 and 160 passengers, depending on variant and configuration.

07 de outubro de 2015

(ING) Finnair becomes the first European airline to receive its first A350 XWB (Finnair, Assessoria de Imprensa (pressrelease))

The first of Finnair's nextgeneration Airbus A350 XWB aircraft has been unveiled today at a special delivery ceremony at the Airbus delivery centre in Toulouse, France. Finnair is the first European airline to fly the Airbus A350 XWB. "This moment heralds a new and exciting chapter in Finnair's 92 year history. The A350 is the future of flying and will give our passengers a completely new and enhanced travel experience," said Finnair CEO, Pekka Vauramo. "This is also a proud moment for all Finnair employees who have worked relentlessly on the Finnair A350 programme. From route planning to pilots and cabin crew, from technical services to marketing, this is the moment we have worked for. With the A350, we get the fleet that our strategy requires, and we can start building our growth," Vauramo continued. "At Airbus, we're proud and delighted to see Finnair, one of the world’s longeststanding and most respected airlines, become the first European carrier to fly the A350,” said Fabrice Brégier, Airbus President and CEO. “The A350's unrivalled fuel efficiency and passenger comfort make it the perfect aircraft to spearhead Finnair's Asian expansion. "Finnair intends to double its Asian traffic by 2020 from the 2010 baseline, and the A350 fleet investment is the backbone of this strategy. The company has ordered a total of 19 A350's, making it the biggest investment in Finnair's history. The first four aircraft are expected to arrive in the fleet in 2015, with another seven being delivered in 2016 and 2017. The complete order will be fulfilled by 2023. The new A350 aircraft also plays a key role in Finnair's cargo strategy, providing up to 50% more cargo capacity by 2020. The A350's first scheduled commercial flight, from Helsinki to Amsterdam and Oslo will be on October 9, 2015 as part of its crew familiarisation tour. The first Finnair Airbus A350 XWB will enter into longhaul service on November 21, 2015 on Finnair's HelsinkiShanghai route.

After the delivery ceremony, the A350 XWB will make its first flight to Helsinki from Toulouse.

08 de outubro de 2015

Airbus and Boeing September 2015 O&D Roundup Boosted by Wizz Air’s firm commitment for 110 A321neo aircraft, Airbus’ 2015 commercial aircraft order book gross total reached 869 as of Sept. 30. As of the end of the third quarter, Boeing’s gross total for commercial aircraft orders was 491. Airbus’ yeartodate commercial aircraft order book represents approximately $110.78 billion in sales; Boeing’s accumulated commercial aircraft sales for the same period is valued at approximately $76.31 billion. Wizz Air’s Sept. 14 order, which was previously announced at the Paris Air Show in June, was the “biggest single order ever” for the A321neo, according to Airbus; it is valued at $13.68 billion. Airbus’ other firm orders in September came from lessors BOC Aviation and Standard Charter Bank for four A330300s split evenly between the two companies, all to be leased to EVA Air and valued at $1.01 billion; RwandAir, which ordered an A330300 and an A330200, valued at $483 million; Croatia Airlines, which ordered four A320neos, valued at $425 million; and Groupe Dubreuil, which ordered an A350900 XWB, valued at $305 million. Boeing’s major September order came from British leisure travel carrier Jet2.com, which finalized an order for 27 NG 737800 aircraft on Sept. 2, valued at $2.59 billion. Boeing’s other commercial aircraft order for the month came from an unidentified customer: two 7879 Dreamliners, valued at $529 million. In September, Boeing delivered 73 commercial aircraft to 40 airlines and lessors, plus two unidentified customers. Airbus delivered 48 commercial aircraft to 36 customers during the month. Yeartodate, Boeing has delivered 560 commercial aircraft, compared to Airbus’ 441. Boeing’s September commercial deliveries included five aircraft to China’s Xiamen Airlines (four 737800s and a 7878 Dreamliner); four aircraft to United Airlines (two 7879 Dreamliners and two 737900ERs) ; and three aircraft each to Dutch lessor AerCap (all 737800s), Air Lease Corporation (ALCall 737800s); American Airlines (two 737800s and a 7878); China Eastern (all 737800s); FedEx Express (two 767300Fs and a 777F); Hainan Airlines (all 737800s); Lion Air (all 737800s); and Norwegian Air Shuttle (all 737800s). Additional 7878 Dreamliner deliveries were made to Switzerland’s PrivatAir, Qantas, and Qatar Airways. Additional 7879 Dreamliners were delivered to All Nippon Airways, British Airways, LATAM Airlines Group and Virgin Atlantic.

Airbusâ&#x20AC;&#x2122; September commercial deliveries included six aircraft to China Eastern Airlines (two A330200s, two A320ceos and two A321ceos) and two aircraft each to American Airlines (both A321ceos), Singaporebased lessor BOC Aviation (an A321ceo bound for Asiana Airlines, and an A320ceo bound for Vistara Airlines), Chinese lessor CALC (A320ceos bound for Air India and Sichuan Airlines), American lessor CIT (an A350900 XWB bound for Vietnam Airlines and an A330200 bound for Sichuan Airlines), Emirates (two A380s), SAS (two A330300s), Chinaâ&#x20AC;&#x2122;s Spring Airlines (both A320ceos) and Turkish Airlines (both A321ceos).

09 de outubro de 2015

Bombardier Inc shares climb as United Airlines shows interest in CSeries, Embraer jets United Airlines plans to order a fleet of 100-seat jetliners from either Bombardier Inc. or Embraer SA if it can agree on terms for a two-year contract extension with pilots in expedited bargaining. Reaching a deal would assure labour peace with a crucial union for new Chief Executive Officer Oscar Munoz and bring back some flying now done by regional partners with cramped, less- efficient 50-seat planes. For Bombardier or Embraer, a sale to United would be a significant victory as they try to place their biggest narrow-body models at the largest U.S. carriers. “This time of senior leadership change is a unique opportunity for us,” United Senior Vice President Douglas McKeen wrote in an Oct. 2 letter to union chief Jay Heppner, in a reference to Munoz’s hiring last month after the ouster of predecessor Jeff Smisek. McKeen proposed capping the talks at 45 days. An airline spokeswoman, Megan McCarthy, confirmed the overture but declined to discuss the possible negotiating terms at the unit of United Continental Holdings Inc. Dave Kelly, a spokesman for United’s chapter of the Air Line Pilots Association, said: “We cannot discuss offers or proposals.” United, buoyed by an upbeat investor update on third- quarter profit, rose 7.1 per cent to US$55.97 at 10:26 a.m. in New York. Bombardier shares rose about 5 per cent to $1.64 at mid-day on Friday. American depositary receipts for Brazil’s Embraer also advanced. Buying new 100-seat planes for mainline flying would be a lure for pilots, because it would generate jobs and appeal to their interest in cutting-edge aircraft — an affinity jokingly referred to in the industry as “shiny jet syndrome.”

12 de outubro de 2015

Forecast Projects Demand For 13,000 Business Aircraft In Next Decade A new business aviation forecast projects demand for nearly 13,000 new business jets and turboprops over the 10year period from 2016 to 2025. It also projects aircraft retirements to total more than 5,500. The world’s inservice fleet, meanwhile, is expected to grow from 31,000 aircraft in 2016 to nearly 38,000 in 2025. That’s according to Aviation Week Network’s second annual 2016 Market Summary Report. Global deliveries are projected to rise from 1,100 in 2016 to a peak of 1,400 in 2021, before slowing to 1,200 in 2025, it said. Deliveries include new business jets and turboprops along with regional and commercial jets used as business aircraft. The past few years have seen stronger demand for larger cabin jets, while demand for smaller business jets has been softer. Going forward, however, the market for super midsize jets is expected to strengthen, though strong demand will remain for large cabin jets and turboprops. The 2016 forecast expects growth in deliveries to taper off around 2019 and retirements to spike in the immediate future because of the cost of compliance with noise limitations on older jet engines and other regulations. Demand for turboprops is expected to lead the demand with 2,693 deliveries over the next 10 years, followed by light jets at 2,467 and ultralong range jets at 2,062 aircraft, the forecast said. The top five aircraft deliveries during the 10year period are expected to include the King Air 300/350, Pilatus PC12, Gulfstream G650, Challenger 350 and Phenom 300. Other findings include a 2.3% annual growth rate in the world’s business aircraft fleet. Although China has a small fleet, it is expected to grow the fastest at 9%, despite economic and political pressures. North America is projected to grow at 2.3% while Western Europe, the secondlargest market, grows at a rate of 4.1%. North America’s fleet share remains constant during the forecast period at 63.5%, while Western Europe’s share of the world’s fleet increases to 12.5%. Latin America and Africa lose some fleet share, while Eastern Europe and China gain fleet share.

Manufacturers are investing in new products and upgrades to stimulate new sales. The past year has seen additions to product lineups in several business aircraft segments. Connectivity, upgraded avionics and compliance with the ADSB mandate, Future Air Navigation Systems and traffic collision and avoidance software are also importante considerations. Still, the soft used market has been a hindrance to new aircraft sales. And sales of very old equipment sometimes results in the aircraft being transferred to poorer regions where regulations are less stringent or the aircraft being taken out of service. For example, hush kits for early models can cost more than $1 million per engine, making the older business aircraft expensive compared to their retail value. The forecast predicts a rash of aircraft retirements in 2016, in large part because of the cost of Stage II noise compliance issues. Leading the way are turboprops at about 49% of the expected retirements, followed by older light jets and large cabin jets. The biggest retirements are the King Air 90 with 781 retirements over the forecast period, followed by the King Air 200/250, the Turbo Commander, Citation II and Learjet 35/36. Regional Growth North America will continue to lead the business aviation market, the forecast said. It projects the business aircraft fleet to grow from 19,700 aircraft to 24,100 aircraft in 2025, maintaining its 63% market share. Taken separately, Eastern and Western Europe’s projected fleet size growth during the forecast period will trail only China, which is projected to grow 9% a year through 2025. Western Europe’s fleet of 3,329 business aircraft is expected to grow at a rate of 4.1% a year, while Eastern Europe’s fleet is expected to grow 3.6% a year, from about 540 aircraft to 740 by 2025. Latin America’s 4,500 business aircraft in service totals 4,558 aircraft and is expected to grow to 4,667 aircraft by 2025, an annual growth rate of 0.3%. India’s fleet numbers fewer than 70 aircraft, but is projected to grow 3.1% per year over the period. The Middle East, meanwhile, has 419 aircraft in its fleet and is expected to climb to 510 by 2025. Asia Pacific’s fleet, which excludes China, numbers 1,025 and is expected to total 1,310 in 2025. China, meanwhile, has the world’s most promising economy, despite a recent crackdown on corruption, which put a damper on highend business. It slowed the flow of private funding in may sectors and limited charter operations by government officials. In addition, its national airspace system remains severely constrained. Its fleet is expected to grow to 679 business aircraft over the next 10 years.

13 de outubro de 2015

Used Aircraft Rebound, Steady Fleet Growth Drive Business MRO Expansion The recent rebound in usedaircraft sales and generally positive flightactivity figures from major markets bodes well for businessjet aftermarket providers, which are expected to see business grow more than 3% annually from 201625, the Aviation Week Business Aviation Fleet & MRO Forecast projects. Business aviation MRO is projected to grow from $10.2 billion in 2016 to $13.9 billion in 2025—a compound annual growth rate (CAGR) of 3.5%, the forecast calculates. The 10year demand will total $121.8 billion, split closely between the four major spending categories. Engine and component work will each capture 27% of the market, with modifications just behind, at 26%. Airframe maintenance is calculated to account for the remaining 20%, the forecast says. The steady uptick will be driven by both increased utilization of existing aircraft and na increase in newaircraft deliveries. On the used side, 2014 set a record for preowned business jet sales, JetNet figures show. Last year, 2,569 aircraft changed hands in fullretail sale transactions—an 8% increase over 2013 and the fifth straight year of growth following the global economic drop of 200708. When 2015 started, the number of used business jets on the market was 2,200, the lowest total since 2008, according to JetNet figures cited by the forecast. Flight activity is producing similarly positive trending data. Argus International figures place 2014’s flight activity as the best year since 2008 and a 2% increase over 2013. FAA’s figures put business jet activity up 4% in 2014 to 4.2 million flights—the fifth straight yearoveryear (YOY) increase, while figures through the first half of 2015 suggested a small YOY boost was in the cards this current calendar year. During business aviation’s peak, annual jet flights topped 4.7 million in three different calendar years, topping out at 4.8 million in 2007. Europe’s latest figures offer few signs of optimism. EuroControl figures showed businessaviation movements down 2.7% YOY through June 30. WingXAdvance’s fullyear 2014 figures showed a 0.5% dip from the previous year. “Europe’s staggering economy—which was showing signs of stabilizing in the second half of 2015—combined with the repercussions from the conflict in eastern Ukraine were prime drivers in the 2014 and early 2015 struggles,” the forecast suggests. While activity remains a primary indicator of future MRO spending, the forecast notes that suppliers are seeing more opportunities that are not houror cycledependent.

Mandates such as ADSB and upgrading collisionavoidance systems are etched in stone and driving avionics work, as is the desire to boost aircraft connectivity. “We’ve been doing a lot of education of business jet customers [and] general aviation customers, trying to make those upgrades as seamless and simple as possible by having really compatible equipment, easy installation, less wiring in the airplane,” explained Carl Esposito, Honeywell’s vice president of marketing and product management, at na investor conference in August. “Those kind of upgrades really decouple our aftermarket from flight hours.” The fundamental driver in MRO spending is fleet size, and the forecast projects a steady expansion. The world’s business aviation fleet is projected to increase from 31,000 in 2016 to 38,000 at the end of 2025, a 2.3% CAGR. North America’s growth will mirror that of the global market, keeping its marketleading share of the business aviation fleet at 63%. Accordingly, North Americanbased operators will generate the most MRO demand, at about 58% of the total throughout the forecast. The forecast projects modifications as the fastestgrowing MRO segment during the decade, at 4.4% annually, totaling $31.7 billion. Component work is expected to increase at 3.6%, totaling $33.2 billion. Engine maintenance is projected to increase at 3.1%, totaling $32.7 billion. Airframe work— which will slow due to a high fleetreplacement rate—will grow at 2.6% annually and total $24.2 billion. Within the engines segment, the fleet will start with about 61,400 engines in 2016 and grow to 74,600 at the end of the forecast period. The top three engine OEMs—Pratt & Whitney Canada, RollsRoyce, and Honeywell—will capture 74% of the projected $32.7 billion in engine work that was forecast for the 10year period.

13 de outubro de 2015

PreOwned Business Aircraft Market Graphs from Fall 2015 Marketline Marketline's graphs show the trends for the broad used business aircraft market as well as the jet, turboprop, single/multi piston and helicopter categories. All of the listed aircraft have a composite score that is presented in the Used Aircraft Market graph. Data points are represented in relationship to the respective new delivered historical price that is equal to 100%. The measure of change is reported in the actual percentage of value in relation to new. The delta between reporting periods can be concluded as the percentage of change.

The Large Jet chart depicts the average price (in thousands) of the seven jets listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft.

YEAR/MODEL

% CHANGE

2006 Bombardier Global Express

-7.8

2007 Bombardier Challenger 605

-4.0

2005 Dassault Falcon 900 EX Easy

-0.0

2005 Dassault Falcon 200EX Easy

-5.1

2005 Gulfstream G550

-6.9

2005 Gulfstream G450

-6.3

2005 Embraer EMB135 Legacy

-0.0

The Medium Jet chart depicts the average price (in thousands) of the six jets listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft.

YEAR/MODEL

% CHANGE

2005 Bombardier Challenger 300

-4.8

2005 Bombardier Lear 45XR

-5.3

2005 Cessna Citation Sovereign

0.0

2005 Cessna Citation XLS

0.0

2006 Gulfstream G150

-12.7

2005 Hawker 800XP

-2.8

The Small Jet chart depicts the average price (in thousands) of the six jets listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft.

YEAR/MODEL

% CHANGE

2005 Beech Premier 1

0.0

2005 Cessna Citation CJ2+

-3.0

2006 Cessna 510 Mustang

0.0

2008 Embraer Phenom 100

0.0

2009 Embraer Phenom 300

0.0

2005 Hawker 400XP

-2.9

The Turboprop chart depicts the average price (in thousands) of the seven turboprops listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft.

YEAR/MODEL

% CHANGE

2005 Beech King Air350

0.0

2005 Beech King AirB200

0.0

2005 Beech King AirC-90B

0.0

2005 Cessna 208 Grand Caravan

0.0

2005 Piaggio AvantiP180

-10.6

2005 Pilatus PC12/45

0.0

2005 Socata TBM700C2

0.0

The Single/Multi-Piston chart depicts the average price (in thousands) of the 12 aircraft listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft. YEAR/MODEL

% CHANGE

2005 Beech 58 Baron

0.0

2005 Diamond DA42 Twin Star

0.0

2005 Piper PA34-220T Seneca V

0.0

2005 Beech A36 Bonanza

0.0

2005 Cessna/Columbia 400

0.0

2005 Cessna 182T Skylane

2.8

2005 Cessna T206H Turbo Stationair

0.0

2005 Cessna 172S Skyhawk SP

3.7

2005 Cirrus SR22-G2

0.0

2005 Diamond DA40-180 Star

0.0

2005 Piper PA46-350P Mirage

0.0

2005 Piper PA28R-201 Arrow

0.0

The Helicopter chart depicts the average price (in thousands) of the seven helicopters listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft. YEAR/MODEL

% CHANGE

2005 Agusta A109E Power

-8.5

2005 Bell 430

-4.5

2005 Eurocopter EC130B4

-10.7

2005 Eurocopter AS350B-3 Ecureuil

-3.1

2004 Enstrom 280FX

0.0

2005 Robinson R44 Raven

-7.5

2005 Sikorsky S-76C+

-9.3

The Legacy Jet chart depicts the average price (in thousands) of the eight jets listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft. Legacy Aircraft are those produced prior to the year 2000. YEAR/MODEL

% CHANGE

1996 Bombardier Challenger 604

-5.3

1996 Bombardier Lear 31A

0.0

1996 Cessna Citation Ultra

0.0

1996 Dassault Falcon 900B

-7.7

1997 Dassault Falcon 50EX

0.0

1996 Gulfstream GV

-6.0

1996 Gulfstream GIVSP

-7.9

1996 Hawker800XP

0.0

The Legacy Piston chart depicts the average price (in thousands) of the ten piston aircraft listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft. Legacy Aircraft are those produced prior to the year 2000. YEAR/MODEL

% CHANGE

1990 Beech A36 Bonanza

0.0

1990 Beech F33 Bonanza

0.0

1986 Cessna 210 Centurion II

0.0

1986 Cessna 172P Skyhawk B

0.0

1985 Cessna 152 Commuter II

0.0

1990 Mooney 252 TSE

0.0

1990 Piper PA-28-236 Dakota

0.0

1990 Piper PA-28R-201 Arrow

0.0

1990 Piper PA-28-181 Archer II

0.0

1990 Piper PA-28-161 Warrior II

0.0

The Legacy Multi Engine Piston chart depicts the average price (in thousands) of the six aircraft listed. Each modelâ&#x20AC;&#x2122;s year will precede the name of the aircraft. Legacy Aircraft are those produced prior to the year 2000.

YEAR/MODEL

% CHANGE

1986 Beech 58P Pressurized Baron

0.0

1990 Beech 58 Baron

3.8

1985 Cessna 421 Eagle III

-2.4

1981 Cessna 310R II

0.0

1982 Piper PA-310C Navajo

0.0

1990 Piper PA-34-220T Seneca III

0.0

13 de outubro de 2015

Embraer, ATR see opportunity in Middle East single aisle market Embraer, ATR to target Middle East low cost airlines in their sales campaigns

Dubai: Aircraft manufacturers Embraer and ATR are confident they can take a sizeable share of the Middle East single aisle, narrow body aircraft market that is dominated regionally — and globally — by Boeing Co. and Airbus Group. Embraer see’s as many as 210 aircraft sales in the region over the next 20 years, Raul Villaron, Embraer’s Marketing Director for commercial aviation in Europe, Middle East, Africa and Central Asia, told Gulf News at the Middle East & Africa Airfinance Conference in Dubai on Wednesday. Some of these orders will be for new models replacing existing Embraer aircraft operated by Saudi Arabian Airlines (Saudia), EgyptAir Express, Royal Jordanian and Oman Air. This represents around 38 aircraft; however, Oman Air announced this year it plans to phase out its Embraer fleet. “This segment is important. Airlines cannot just get rid of this segment. They need to feed their hubs,” Villaron said, adding that “a few orders” are expected in the coming months and that there could be an announcement at the Dubai Airshow in November. Embraer is confident of booking the 210 orders “in the long term,” believing many can come from low cost airlines, including flydubai, Air Arabia and Jazeera Airways. Villaron said Embraer is trying to “break the paradigm” that low cost airlines should operate with a single manufacturer fleet and will look to sell its 132 seat E195-E2, which starts delivery in 2019, to the region. Flydubai’s operates a fleet of Boeing 737s while Air Arabia and Jazeera Airways fly the Airbus A320. ATR is also bullish on Middle East sales, however, Milco Rappuouli, the French-Italian turboprop manufacturer’s Sales Director for the Middle East and Africa was more reserved, declining to state a sales outlook figure. ATR is watching Iraq, Jordan and North Africa closely. It lost a tender to Embraer for the EgyptAir Express fleet around a decade ago but still see’s appetite in the market. “Egypt would be a sweet spot,” he said.

ATR sold 20 aircraft on firm order to Dubai Aerospace Enterprise (DAE) and rights for a further 20 in 2014. But Rappuouli said regional growth will be â&#x20AC;&#x153;driven by operatorsâ&#x20AC;? and arguing the turboprops make a good business argument for Air Arabia Maroc and Air Arabia Jordan.

13 de outubro de 2015

Boeing estuda utilizar nova liga metálica em futuras aeronaves No início da história da aviação, um dos principais desafios era conseguir construir uma máquina que fosse mais pesada que o ar e, ainda assim, conseguisse flutuar. Como sabemos, os aviadores encontraram outras soluções para darem asas à seus sonhos. A Boeing, uma das gigantes do mundo da aviação, anunciou uma novidade que pode revolucionar a indústria de aeronaves. Num vídeo (confira abaixo) divulgado na última semana, a Boeing apresenta experiências com o um material que feito “99,99% de ar “. O microlattice é uma liga metálica porosa considerada uma das mais leves e resistentes já criados pelo homem. De baixíssima densidade, o microlattice é um polímero constituído por uma rede de tubos ocos interligados.

Sua estrutura garante uma incrível resistência que permite que o microlattice seja comprimido a elevados níveis de pressão sem quebrar. Além disso, o material tem grande capacidade de absorção de energia. Como se observou no vídeo divulgado pela Boeing, um ovo atirado do 20° andar de um prédio, precisaria de aproximadamente 1 m de plástico bolha para resistir a queda. Com o microlattice, a quantidade seria significativamente menor. Com inúmeras potenciais aplicações – especialmente na indústria automotiva e aeronáutica – o microlattice foi considerado uma das 10 inovações mais promissoras pela pela Popular Mechanics em 2012. A Boeing não informou claramente se ele planeja usar o material a curto prazo, mas o vídeo menciona que o material poderia ser muito útil para a diminuição do peso, aumento da resistência e a eficiência de consumo de combustível em futuras estruturas de aeronaves.

Boeing: Lightest. Metal. Ever.: https://www.youtube.com/watch?time_continue=25&v=k6N_4jGJADY

14 de outubro de 2015

Embraer reaffirms E2 plan despite CSeries report Embraer says it remains committed to developing the E-Jet E2 family, despite a Canadian newspaper report suggesting Bombardier intends to offer a partnership on CSeries. One week after Airbus ended discussions on a CSeries partnership with Bombardier, The Globe and Mail newspaper in Toronto reported on 13 October that Bombardier executives plan to approach their Brazilian competitor with a similar deal, citing a “senior aerospace executive” who works outside but “close” to Bombardier. The same executive also said that Bombardier could make a similar pass at Boeing, according to the Globe and Mail. But Embraer shows little interest in the reported opportunity. "Embraer has not been approached by Bombardier regarding a partnership on the CSeries and remains fully committed to the development of its E-Jets E2 family of aircraft,” the company tells Flightglobal in a statement. The Globe and Mail report says Bombardier executives may view the CSeries as complementary to E2 family, but there is a clear rivalry in the market between members of each aircraft family. The $1.7 billion E-Jet development project includes one model, the stretched Embraer 195-E2, with 132 seats in a single-class cabin with 31in seat pitch. That places the re-engined and re-winged aircraft in a similar class as the CS100 with 120 seats in a single-class layout with 32in seat pitch. On the other hand, the E195-E2 offers significantly less range than the five-abreast CS100. But the CS100 is now competing against the E195-E2 for a potentialUnited Airlines order, pending the outcome of contract extension talks with the Air Line Pilots Association. Pay scales for both models are included in United's current contract with ALPA, and United has dangled an offer to buy one of the models if the union agrees to extend the contract.

For several years, Embraer executives have publicly ridiculed Bombardierâ&#x20AC;&#x2122;s decision to launch the CSeries into a market that competes directly with existing and future re-engined versions of the Airbus A320 and Boeing 737. Meanwhile, the CS100 is scheduled to complete certification with Transport Canada by year-end, followed by entry into service withSwiss International Air Lines next year. But the programme has struggled to meet schedule and marketing goals, now two years late and with 243 firm orders collected since 2008. Bombardier approached Airbus last month to offer a partnership in the CSeries programme. But Airbus broke off discussions after news reports surfaced of their existence.

14 de outubro de 2015

Finmeccanica-AgustaWestland

new

plant

Brazil with the support of Investe SP Major expansion, with anticipated operational readiness in 2016 to serve growing demand for AgustaWestland helicopters. Supporting the 190 existing light and intermediate types in service, as well as the all new AW189 and AW169 models FinmeccanicaAgustaWestland announced today that its Brazilian subsidiary AgustaWestland do Brasil is to undergo a major expansion with the building of a new facility in Itapevi, 30 km from Sao Paulo, which will include maintenance hangars with space that could accommodate a helicopter final assembly line, training centre with full flight simulation capability, bonded warehouse, workshops and other supporting

services

including

dedicated

heliport.

The

Itapevi

location,

selected

AgustaWestland, features easy access from Sao Paulo with potential for future development. Construction of the new facility is scheduled to be completed in 2016. The project is being supported by Investe São Paulo, the investment promotion agency linked to the Secretariat of Economic Development, Science, Technology and Innovation. “The aerospace sector is considered a priority for Investe São Paulo, because it requires highly skilled workers and adds value to a complex industrial chain,” says the president of Investe SP, Juan Quirós. The agency has also assisted in the procurement of environmental and construction licenses. AgustaWestland has achieved steady business growth in Latin America and Brazil in recent years and this latest development is intended to support the company win new opportunities in the region, which shows significant mediumtolongterm potential. This new larger facility will enable the company to grow its industrial presence and allow the company to potentially assemble helicopters in Brazil, demonstrating AgustaWestland's long term commitment to the region and its customers. AgustaWestland do Brasil's new maintenance hangars will be able to accommodate helicopters ranging from Singleengine to the threeengine AW101, with additional space to potentially establish a helicopter final assembly line. A bonded warehouse will also form a key part of the new facility giving customers in South America quicker access to spare parts. AgustaWestland do Brasil's new facility will also allow accommodating the local deployment of training capabilities in order to improve services to be more and more respondent to regional customers. The facility will

have its own dedicated heliport for helicopters up to the size of an AW101, with five landing spots and a Final Approach and Takeoff (FATO) area. The new facility is designed to cope with the expected introduction of significant numbers of new AW189 and AW169 helicopters into the Brazilian market. The AW189 is already in service globally and is set to enter service in Brazil for offshore duties while the AW169 has recently obtained EASA certification and has already been ordered by many customers in Brazil and Latin America. AgustaWestland has over 190 commercial helicopters operating in Brazil performing many roles including corporate/private transport, law enforcement, public services and offshore transport.

14 de outubro de 2015

Embraer projeta demanda de mercado para mais de 1.500 novos jatos na categoria de 70 a 130 assentos na Europa e na CEI Berlim, Alemanha, 14 de outubro de 2015 – A Embraer divulgou hoje, durante a Assembleia Geral da Associação de Companhias Aéreas Regionais Europeias (European Regions Airline Association – ERA), realizada em Berlim, na Alemanha, as perspectivas de mercado para a Europa e a Comunidade dos Estados Independentes (CEI). A empresa prevê que estes mercados vão demandar 1.540 novas entregas de jatos no segmento de 70 a 130 assentos (no valor de aproximadamente USD 72 bilhões, a preços de lista) ao longo dos próximos 20 anos. Este é o segundo maior mercado mundial para o segmento, com a frota crescendo de 740 para 1.560 unidades até 2034.

O relatório aponta que, na Europa, o foco sobre passageiros premium de rotas longas está perto de limite – o que, por sua vez, reforça a importância de jatos no segmento de 70 a 130 lugares para alimentar voos internacionais. Companhias aéreas tradicionais estão se reestruturando a fim de aumentar a eficiência e reduzir os custos. O fraco desempenho financeiro não é resultado de baixo crescimento de tráfego ou taxa de ocupação, já que o crescimento de RPK (receita por passageiroquilômetro, medida do volume de passageiros transportados) foi sólido em 2014 (5,8%) e a taxa de ocupação total foi superior a 80%. No entanto, o poder de precificação das companhias aéreas europeias diminuiu significativamente, com a oferta superando de forma consistente a demanda. Os rendimentos diminuíram 2% anualmente ao longo dos últimos cinco anos. Além disso, há uma necessidade de mudanças estruturais, consolidação de negócios e gerenciamento de capacidade. Alimentação de grandes aeroportos e diferenciação de serviços para atrair passageiros de negócios são opções, mas isso exigirá aeronaves com capacidade adequada no segmento de 70 a 130 assentos. Em paralelo, algumas companhias aéreas de baixo custo (Low Cost Carriers – LCC) atingiram o limite de crescimento em rotas-tronco. Como as oportunidades para explorar essas rotas são limitadas, os mercados de baixa densidade estão se tornando mais relevantes em suas redes. O

desequilíbrio entre capacidade das aeronaves e demanda tem levado a um aumento no número de cancelamentos de serviço – as empresas aéreas se retiraram de 460 mercados em 2014 em comparação com 370 apenas três anos antes. As altas taxas de crescimento das LCCs não podem ser mantidas indefinidamente. Atualmente, há um mercado cancelado para cada mercado aberto, uma pronunciada queda desde 2007, quando as LCCs abriam sete vezes mais mercados do que cancelavam. “A próxima fronteira poderia ser a introdução de aeronaves de menor capacidade, uma que vez que as LCCs devem considerar novas estratégias para acessar os mercados de baixa densidade para sustentar o crescimento”, explica Paulo Cesar Silva, Presidente & CEO, Embraer Aviação Comercial.

Em outra etapa de desenvolvimento, a aviação intra-regional na CEI tem sido o meio de transporte que apresenta o crescimento mais rápido, sendo fundamental para melhorar a conexão entre cidades. Para apoiar este crescimento, os países têm mudado sua estratégia de transportes e focado o mercado interno, tornando as viagens aéreas mais acessíveis a mais pessoas e proporcionando ligações globais. Essas mudanças incluem a liberalização do transporte aéreo e os investimentos na indústria aeroespacial. Novos jatos com 70 a 130 lugares são capazes de adequar melhor a oferta de assentos às variações de demanda e oferecer maior conectividade, ampliando frequência de voos e abrindo novas rotas.

Dez companhias aéreas integrantes da ERA operam aeronaves da Embraer, em uma rede que abrange toda a Europa, de Portugal até a Bielorrússia. São agora 30 companhias aéreas de 21 países europeus voando mais de 300 aeronaves fabricadas pela Embraer. Há 60 unidades da família ERJ 145 e outros 245 E-Jets em operação. Cinco companhias aéreas membro da ERA voam a família de jatos regionais ERJ 145, enquanto seis operam os E-Jets.

Desde que lançou a família de E-Jets, a Embraer registrou cerca de 1.700 pedidos firmes e mais de 1.100 entregas. As aeronaves estão em serviço com cerca de 70 clientes de 50 países. Em 2013, a empresa lançou os E-Jets E2, segunda geração desta bem-sucedida família de jatos comerciais. O primeiro E2, modelo E190-E2, está programado para entrar em serviço em 2018, seguido pelo E195-E2, em 2019, e o E175-E2, em 2020.

15 de outubro de 2015

Embraer vê aumento de 50% nas entregas de jatos no 3º trimestre A fabricante de aeronaves Embraer entregou 51 jatos no terceiro trimestre de 2015, número 50% maior que o registrado um ano antes, quando foram entregues 34 unidades. Na aviação comercial, a companhia entregou 21 unidades, 20 do modelo menor E175 e uma do maior E195. Na aviação executiva, foram entregues 30 unidades, sendo 21 jatos leves e nove grandes. A carteira de pedidos firmes a entregar (backlog) totalizava US$ 22,1 bilhões em 30 de setembro. A carteira de pedidos ficou 3,5% menor que a do segundo trimestre e acabou estável na comparação anual. O maior pedido anunciado no período veio da SkyWest, para 18 jatos E175 com valor estimado de US$ 800 milhões com base nos atuais preços de lista. A empresa terminou o terceiro trimestre com 530 pedidos firmes a entregar, sendo que o maior volume é para os modelos E175 e 175E2.

16 de outubro de 2015

Opinion: Bombardier’s Options For Survival Last week Bombardier rocked the industry with the News that Airbus had walked away from the opportunity to take a controlling interest in the C Series. Offering control of its most important aircraft to a fierce rival smacked of desperation. In my Feb. 12, 2015, column, I proposed a threepart strategy to save Bombardier’s aerospace business: 1) sell or joint venture the commercial aircraft business; 2) sell the aerostructures business; and 3) doubledown on business aircraft. The stunning Airbus news may be a sign that, at least for now, Bombardier has run out of options for the first part of this strategy. The Canadian manufacturer’s key issue now is liquidity. Some $23 billion (U.S.) might be needed to certify and cover the expected C Series losses over the next several years, and an additional $1 billion or more could be required to develop and certify the Global 7000/8000 programs. With a dire financial outlook, rapidly depleting working capital and a weak balance sheet, Bombardier’s ability to raise this kind of cash from capital markets is dubious. This leaves three major alternatives for the world’s thirdlargest civil aircraft manufacturer to survive: sell assets, shut down the C Series or accept government intervention. The first option is to sell assets. The most obvious asset is its $10 billion transportation business. Bombardier previously tried and failed to sell a minority stake of this division. Instead, it could sell the entire business and become a pure aerospace company. This might raise more than $5 billion that could see the manufacturer through the difficult period ahead and help it pay down debt. This would also address the market’s perception that Bombardier’s very survival is at risk. What about another asset—the aerostructures business? This makes sense strategically, but the value of this unit is tied to the C Series, and it won’t bring in enough capital to fund the company’s war chest. Better to sell it after the C Series program is stabilized. Finally, there might still be a buyer for the comercial aircraft business—perhaps Comac or another deeppocketed Asian aerospace OEM such as Mitsubishi or Avic. This could bring not only capital but also muchneeded customers. Bombardier’s second option is to stop the bleeding and shut down the C Series. This option will not be cheap, as Bombardier would need to pay back suppliers for development costs, adding up to $1 billion or more. It would face customer ire, penalties and severely damaged credibility. And the move would deal an emotional blow to Canada in the wake of other hightechnology failures.

Finally, there is a third option: government intervention. The interesting twist here is that that support may be tied to next week’s Canadian federal elections. Justin Trudeau’s Liberal Party has a narrow lead in recent polls, and his base of support is in Ontario and Quebec. If he wins, he may feel compelled to pay back voters, given Bombardier’s footprint in both provinces. What about Stephen Harper’s Conservatives? If they win a majority government, it could doom federal aid, as Harper’s base of support in western Canada wouldn’t stand for a bailout of eastern interests. But what if the Conservatives score a narrow win and form a coalition government? The Bloc Quebecois is a potential coalition partner, and aid to Bombardier might be a condition for their support. At the provincial level, Quebec has indicated its willingness to support Bombardier. This would likely come via the Caisse de Depot et Placement du Quebec, a huge institutional fund manager with more than $240 billion in assets. Na equity injection might qualify as an illegal subsidy with the World Trade Organization. But this is an issue for the future. Finding a buyer for the commercial aircraft division remains the best option for Bombardier because it could bring capital, critical mass and customers. Alternatively, the sale of Bombardier Transportation or government intervention would remove the risk of company failure, enabling the manufacturer to pursue new orders aggressively, such as the potential order for 100 jets that United Airlines recently dangled to Bombardier and Embraer. These alternatives also might drive a restructuring of Bombardier’s convoluted shareholder composition, which gives two families effective control of the company. Recent analysis by Credit Suisse indicates that Bombardier could reach breakeven in five years through a $2 billion injection into the C Series, even with modest unit sales of 60 aircraft per year. If Bombardier can execute against these projections, it will be in a much stronger position to sell or create a joint venture of the commercial aircraft business down the line. Eventually, Bombardier must restructure to address the reality that it competes in too many markets. Right now, survival is the order of the day. Kevin Michaels is a vice president with ICF International’s Aerospace & MRO Consulting practice in Ann Arbor, Michigan.