LABACE Convention News 08-12-14

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AUG. 12, 2014

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A AIN Traz Para Você as Melhores Notícias da LABACE 2014

Facing economic uncertainty and operational restrictions, business aviation in Brazil is still strong, as evidenced by participation in LABACE 2014. Exhibit space at this year’s show is up by 10 percent, and organizers expect a strong complement of upper-management visitors.

DAVID McINTOSH

O premiado time de notícias da AIN está de volta a São Paulo para trazer a você todas as notícias da Conferência & Exibição da aviação executiva Latino-Americana 2014. Nossa primeira edição chega junto com a abertura do evento nesta manhã e também estará disponível no centro de convenções e principais hotéis na quarta-feira. Nossa segunda edição chegará na quarta-feira e estará disponível durante o evento. Você encontra todas estas notícias e muito mais online no site www.ainonline.com/ labace14. Os leitores também podem se inscrever para alertas de e-newsletters da AIN e receber nossas edições especiais da LABACE esta semana.

Dentro desta edição você encontrará nossa reportagem sobre os desafios enfrentados pela aviação executiva no Brasil (página 6). Mais, conversamos com todos os maiores fabricantes de aeronaves executivas sobre como eles veem o mercado latino-americano (página 12). E não perca nosso destaque exclusivo do Guia do Comprador anual produzido pela Business Jet Traveler, publicação parceira da AIN (começa na página 16).

Brazilian bizav still optimistic despite economic, political strife

by David Donald & Richard Pedicini The LABACE show’s 11th edition opens today with the mood of Brazilian business and general aviation cautiously optimistic. “Once more in 2013 the market grew by 5 to 6 percent, as it has for the last decade,” Eduardo Marson, president of industry group ABAG told a press conference here in São Paulo on Friday.

There are signs, however, that the current

year has been a difficult one for general aviation, as a reflection of economic upheaval across Latin America and, specifically, the restrictions placed on operators during the soccer World Cup hosted by Brazil in June and July. A fuller picture of the state of Brazilian business aviation is provided by the fourth annual yearbook published by ABAG this week (see page 4).

Many of those issues facing the industry will be topics of discussion here at the show as manufacturers, operators, support companies and customers come together at São Paulo’s Congonhas Airport. Ricardo Nogueira, director general of ABAG, told reporters that a continued lack of investment in airports is a key issue, and this appears not to be getting constructive attention in Brazil’s current election campaign.

“We’ve seen little effort to handle more aircraft, only to handle more passengers,” he said.

“There’s been a focus on terminals, and not on airports. There has been nothing relevant to improve capacity for air traffic, only localized, uncoordinated and temporary actions.”

Continued on page 29 u

Association News

Manufacturers

New Aircraft

Avionics

Exhibitors

ABAG Yearbook

OEMs Speak Out on Challenges

Buyer’s Guide

Phenom Upgrade

Textron Air Force

Brazil’s general aviation trade association has just released its influential Yearbook, with a wealth of operational and economic data about the industry. Page 3

Aircraft builders face up to government policies, including what they see as restrictive treatment from air traffic control operations. Page 12

LABACE Convention News has assembled a comprehensive guide to all the new business aircraft coming down the pipeline. Page 16

Garmin’s G3000-based ‘Prodigy Touch’ avionics suite, with its touchscreen flight management system, is an optional upgrade the Phenom 300. Page 28

Now buttressed by the addition of Beechcraft, Textron Aviation is here at LABACE in force with the largest complement of aircraft on display. Page 30

ApresentAndo o FAlcon 8X. MAior AutonoMiA, MAis espAço nA cAbine, MAior cApAcidAde. A MesMA eFiciênciA lendáriA.

Embraer strengthens its customer support

LABACE

Convention News

TM

FOUNDED IN 1972 James Holahan, Founding Editor

by Mark Phelps

Wilson S. Leach, Managing Director R. RANDALL PADFIELD, CHIEF OPERATING OFFICER

In the five years since opening its customer Contact Center, Embraer Executive Jets has seen its worldwide fleet grow to a size five times as large as it was back then in 2009. So at a press conference here in São Paulo yesterday, the manufacturer announced it has opened new facilities and expanded the Contact Center to accommodate the growth in customer care needs.

The center is staffed 24 hours a day, 365 days a year by experienced professionals.

And because it is located at the factory in São José dos Campos, customers can be assured of quick connections with the appropriate personnel needed to resolve issues with minimal down time.

There are now more than 780 Embraer executive jets operating in more than 50 countries around the world.

To serve the growing fleet, the Contact Center integrates customer service representatives; factory-owned and factoryauthorized service facilities; parts distribution centers; field service representatives; and technical, flight operations and support teams into a cohesive network dedicated to both carrying out scheduled service and resolving unscheduled events quickly.

In addition, Edson Carlos Mallaco, the Brazilian airframer’s v-p of customer support and services, announced here at the LABACE show that Embraer has added a new authorized service center for Phenom 100 and 300 models in the Brazilian Northeast. AeroMecânica, located at Coroa do Avião Airport near metropolitan Recife, becomes the first in the region to be approved for

Embraer’s Contact Center in São José dos Campos has been upgraded and the manufacturer has also appointed Recifebased AeroMecânica as a new service center covering northeastern Brazil.

line maintenance, scheduled inspections and remote service.

The shop will work in cooperation with Embraer’s field service representative, already in place in the region.

AeroMecânica has a second maintenance location in Curitiba, where it has been an authorized Phenom service facility since 2011. Also part of the national service network are Algar Aviation in Belo Horizonte; Globo Aviação in Brazilia; Boar Aviação in Goiânia; and Embraer-owned service centers in São José dos Campos and here in São Paulo at Sorocaba Airport. Malloca

Embraer’s Phenom 100 (foreground) and 300 light jet models have proved popular among Latin American customers.

said, “Having a dedicated team to provide better support is a commitment we have with our customers in the Northeast region.”

Embraer’s São José dos Campos factory service center has been named Brazil’s authorized Rolls-Royce line maintenance center for the AE3007 turbofan, which powers the Embraer ERJ 145 line of regional jets and the ­Legacy 600/650 series, among other aircraft. Embraer can now perform warranty repairs as well as participate in R-R’s CorporateCare program services, which cover the cost of parts and labor on scheduled and unscheduled maintenance. Embraer Executive Jets’ service portfolio includes maintenance tracking tools, performance and flight operation software as well as special maintenance programs such as Embraer Executive Care (EEC) and the company’s Aircraft Health Analysis and Diagnostic (AHEAD) system. o

Chile’s Aerocardal establishes an Air Elite FBO

by Curt Epstein Santiago, Chile-based Aero­­ cardal Limitada has become the first FBO in Latin America to be accepted into the Air Elite Network, which is World Fuel Services’s specially-selected group of service providers for business aviation. Aerocardal, which is a full-service facility with its own fuel farm and trucks, is now the WFS preferred

ground handler and fuel distributor for business aviation at Comodoro Arturo Merino Benítez International Airport.

The Chilean company’s newly-renovated 24/7 facility has a 7,700-sq-ft (715-sq-m) terminal, which is one of the largest in Latin America. It features separate executive passenger lounges for interna-

Aerocardal’s FBO in Santiago is one of the largest in Latin America.

tional and domestic boarding, customs and immigration service, concierge, onsite car rental, flight planning room, crew rest area, and showers.

An extensive video camera surveillance system adds an additional level of security.

The FBO has nearly three acres (11,000 sq m) of ramp space in addition to more than 30,000 sq ft (nearly 3,000 sq m) of available hangar storage.

“We are excited to be the first to bring the Air Elite service designation to Latin America,” said Ricardo Real, Aerocardal’s general manager. “It has always been the goal of our team to provide the very best of service to private aviation travelers in Santiago.”

Air Elite was established in 2011, and for an FBO to qualify for membership it must

2 LABACE Convention News • August 12, 2014 • www.ainonline.com

meet certain airport, facility and service quality requirements. This latest addition to the network brings the number of worldwide locations to 31.

Recently, former vice chairman of Air Elite Larry Wade of Golden Isles Aviation in St. Simons Island, Georgia was elected chairman of the network, while Will Holroyd of the UK’s Harrods Aviation was named as vice chair. The board’s representation aligns with the locations and demographics of the network’s membership for the betterment of the programs and direction of Air Elite, according to World Fuel Services (Booth 3010).

In the Wednesday edition of LABACE Convention News, read more about World Fuel Services’s perspective on the Latin American market. o

Editor-in-chief – Charles Alcock EDITOR – Ian Sheppard Press room managing Editor – Mark Phelps PRODUCTION DIRECTOR – Mary E. Mahoney the editorial team – David Donald, Curt Epstein, Rob Finfrock, Mark Huber, Richard Pedicini, Matt Thurber production editor – Lysbeth McAleer the production team – Mona L. Brown, Jane Campbell John T. Lewis, John A. Manfredo, Annmarie Yannaco Photographer – David McIntosh online editor – Chad Trautvetter LEAD web developer – Mike Giaimo web developer – Evan Williams Digital media designer – Colleen Redmond Publisher – Anthony T. Romano associate Publisher – Nancy O’Brien Advertising Sales – north america Melissa Murphy – Midwest +1 830 608 9888 Nancy O’Brien – West +1 530 241 3534 Anthony T. Romano – East/International +1 203 798 2400 Joe Rosone – East/International/Middle East +1 301 834 5251 Victoria Tod – Great Lakes/UK +1 203 798 2400 Advertising Sales – International – Daniel Solnica – Paris marketing manager – Zach O’Brien director of finance & new product/ONLINE development David M. Leach production/MANUFACTURING manageR – Tom Hurley AUDIENCE DEVELOPMENT MANAGER – Jeff Hartford manager of onsite logistics – Philip Scarano III group brand manager – Jennifer Leach English sales/production administrator – Susan Amisson Advertising/sales Secretary STAFF – Patty Hayes; Cindy Nesline Financial Analyst & Human ResourceS Manager – Michele Hubert accounting/Administration manager – Irene L. Flannagan accounting/AdministratiON Staff – Mary Avella; April Hurst U.S. EDITORIAL OFFICE: 214 Franklin Ave., Midland Park, NJ 07432 Tel: +1 201 444 5075; Fax: +1 201 444 4647 Washington, D.C. EDITORIAL team: Bill Carey (air transport and defense); bcarey@ainonline.com Tel: +1 202 560 5672; Mobile: +1 202 531 7566 Paul Lowe (business aviation); paulloweain@aol.com Tel: +1 301 230 4520; Fax: +1 301 881 1982 EUROPEAN EDITORIAL OFFICES: Ian Sheppard; isheppard@ainonline.com Hangar 9, Redhill Aerodrome, Surrey RH1 5JY, UK Tel: +1 44 1 737 821 409; Mobile: +1 44 775 945 5770 U.S. advertising OFFICE: 81 Kenosia Ave., Danbury, CT 06810 Tel: +1 203 798 2400; Fax: +1 203 798 2104 EUROPEAN ADVERTISING OFFICES: Daniel Solnica; dsolnica@solnica.net 78, rue de Richelieu, Paris, France Tel: +33 1 42 46 95 71 Italian Representative: Diana Scogna; dscogna@dsmedia.com.fr Tel: +33 6 62 52 25 47 RUSSIAN ADVERTISING OFFICE: Yuri Laskin, Gen. Dir., Laguk Co. Ltd.; ylarm-lml@mtu-net.ru Russia, 115172, Moscow Krasnokholmskaya Nab., 11/15 - 132 Tel: +7 05 912 1346, +7 911 2762; Fax: +7 095 912 1260 the convention news company, inc. – ain publications LABACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.:+1 201 444 5075. Copyright © 2014. All rights ­reserved. Reproduction in whole or in part ­without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, AINsafety, AINtv, Business Jet Traveler, BJT Waypoints, ABACE Convention News, Dubai Airshow News, EBACE Convention News, Farnborough Airshow News, HAI Convention News, MEBA Convention News, NBAA Convention News, Paris Airshow News, Singapore Airshow News.

Printed in São Paulo by: Grafica Aquarela.

Yearbook 2014 chronicles Brazil’s vital bizav stats

by David Donald & Richard Pedicini

Source of Record

“I’m happy when data on aviation is published, and ABAG is given as the source,” he added. “I like it when I go to a meeting at the Secretariat of Civil Aviation, and some authority shows a slide, and the source of the data is given as ABAG.” Compiled by a team led by economist Felix Yéboles, the Yearbook is the result of thousands of telephone calls and six months of statistical analysis. This year’s publication is supported by Shell, Lider, BR Aviation (Petrobras fuel), Aerovale (Caçapava airport) and Synerjet.

New to the latest edition, which is two-thirds larger than the 2013 Yearbook, is a section on economic data. It also details socio-economic benefits

for users and the population at large, fleet distribution by region and aircraft type, and major airport movements. In the near future ABAG is planning to include an expanded airport database.

By the Numbers

Covering 14,648 aircraft, 813,000 movements, 33 major airports and 1.9 million flying hours, the figures published in the new edition show that Brazil’s business fleet grew by 4.9 percent in number during 2013, taking it past Mexico as the world’s second largest. The overall fleet value has increased by 16 percent, up to $12.4 billion. In terms of usage, the sector with the biggest increase was training, while helicopters and turboprops each jumped by 9 percent.

Overall movements were slightly down last year, compared with 2012, as were air taxi charter operations, which fell by 13 percent. This has been a steady downward trend as corporations have turned to purchasing their own aircraft instead of using charter companies. However, while air taxi operations are down, this has not necessarily translated into a drop in revenue for the operators, who have increasingly branched out into offering other services. o

DAVID McINTOSH

ABAG, the Brazilian general aviation association, has just published its influential annual yearbook, which compiles a wide range of economic and operational data about business and general aviation activities in the country. Now in its fourth edition, the ABAG Yearbook is a trusted reference for a wide range of parties, including Brazil’s air force-run air traffic control organization, and ANAC, the national civil aviation agency.

“The Yearbook is ABAG’s most beautiful child. It’s four years old, but it has the face of a grown-up,” said Ricardo Nogueira, the association’s director general. “Some authorities still, in 2014, confuse air transportation and airlines.

General aviation is a strategic sector, which has a lot of weight, and it’s being ill-treated.

Staking out new turf Bombardier’s newly certified super midsize Challenger 350 is here at LABACE, hoping to gain a foothold in the expanding market turf for business jets. With 3,200 nautical miles of range, it suits the South American mission well, says the OEM, capable of linking São Paulo with San Juan. The 350 is one of four Bombardier jets here at the show, joined by its stablemates: the Global 6000, Challenger 605; and the Learjet 75.

API gets ANAC nod for Falcon 50 winglets

by Curt Epstein Aviation Partners, Inc. (API) will this week start installing the first set of its high-Mach blended winglets on a Brazilianregistered Dassault Falcon 50.

An existing U.S. FAA supplemental type certificate has been approved by Brazil’s ANAC agency. The U.S. company received FAA approval for the modification earlier this year.

The new-design winglets are optimized for higher cruise speeds than the Seattle-based

manufacturer’s previous blended winglet design and provide drag reduction along with a corresponding range increase of 5 percent at Mach .80. When optimum long-range speeds are selected, that benefit can increase to more than 7 percent.

In addition to the Falcon 50 series, API provides retrofit winglets for the Falcon 900- and 2000-series business jets, and they are factory installed on the 900LX and the 2000LX/LXS/S

models. Currently, more than 300 Dassault Falcon aircraft are flying with API winglets.

“The Falcon program has been by far our most successful business jet winglet program to date,” said Gary Dunn, the company’s vice president of sales and marketing. “This latest STC approval means that Falcon 50 and 50EX operators can now benefit from the same blended winglet technology, and we are already seeing strong interest in the product.”

Dunn is on hand at the show to discuss winglets for the Falcon private jets as well as for the Hawker 800 series. Several of API’s approved installers such as Dassault Aircraft Services and Duncan Aviation are here at the LABACE show with information on installation slot availability. o

DAVID McINTOSH

JET RANGER X MAKES FIRST BRAZIL APPEARANCE Bell’s Model 505 Jet Ranger X is making its Brazilian debut here at the LABACE show, at least in full-scale mock-up form. The company expects to fly the light single helicopter by the end of the year, and hopes that it can repeat the success of the original JetRanger that became a true “classic” of the rotary-wing world. The 505 is intended for a wide range of tasks, such as training, law enforcement, corporate/VIP transport and utility work, for which a 1,500-pound cargo hook is fitted. With extensive glazing offering excellent visibility, the 505 has a state-of-the-art glass cockpit with Garmin G1000H integrated avionics suite. Power is provided by a Turbomeca Arrius 2R engine with dual-channel Fadec control. The 505’s high-inertia rotor system is intended to p ­ rovide excellent auto-rotation characteristics, improving safety and combining with good handling to make it an ideal trainer.

Also on show this week in São Paulo are Bell’s 407GX and 429WLG helicopters.

–D.D.

www.ainonline.com • August 12, 2014 • LABACE Convention News 3

Gulfstream meets need with upgraded support aircraft now based here compared to 105 only five years ago.

Mexico has the highest number of Gulfstream aircraft in the region, with 80, and there are more than 30 Gulfstreams based in Venezuela. However it is in Brazil that the growth has really taken off, going from 14 aircraft in 2009 to 40 now (12 mid-size and 28 large-cabin models). He added that nearly half of the large-cabin business jets based in Latin America are manufactured by Gulfstream, including 30 percent of the large-cabin jets in Brazil.

The company is now working toward certification of its new G650ER in the fourth quarter of this year. The new extended range model was announced at EBACE in Geneva this past May. A Gulfstream spokesman confirmed that, “performance of the [aircraft] has already been demonstrated…we have completed all performance flight testing and we are now doing Business aviation maintenance is a 24-hour-a-day business, and Gulfstream has responded to an expanded market with a new facility in nearby Sorocaba.

who oversaw the new development. The company’s other main international facilities (outside the U.S.) are in London (Luton Airport) and Beijing.

Family of Products

Here at the LABACE show, Gulfstream is exhibiting examples of its entire product range.

AIN flew from Sorocaba into the show site at Congonhas Airport in the company’s flagship G650, which has joined the G550, G450, G280 and G150 on the static display.

Fabio Rebello, Gulfstream’s new regional vice president, international sales for Latin America (in a newly created role after it was separated out of the Asia-Pacific sales role), said that the company’s fleet in the region had grown by 70 percent since 2009, with almost 180

the airplane flight manual modifications. We have confirmed that there is no need for any significant structural changes e.g. for flutter, or for stronger landing gear.” Space for the additional 4,000 pounds (1,814 kg) of fuel was already available in the 650’s wing tanks, he added.

Rebello told AIN that there have already been 650ERs sold in Latin America, both new aircraft and as retrofits to existing 650s. The conversion costs $2 million and “involves one week of downtime.”

Here in São Paulo this week, Gulfstream also is marking 10 years since the G450 model entered service. o

bizav in the back yard LABACE’s location at Congonhas Airport in the heart of São Paulo is ideally situated for visitors. Show ­organizers expect this year's edition to reflect growth in the demand for business aviation in the region.

Evo-lution is improving Piaggio turboprop twin

by Charles Alcock Piaggio Aero’s new Avanti Evo aircraft is making its first appearance outside Europe this week at the LABACE show. The new model has been designed to deliver improved performance and a quieter ride–both inside and out–compared with the existing Avanti II twin turboprop. The Evo is being shown here at Congonhas Airport in the static display area of the Italian airframer’s Brazilian distributor Algar Aviation.

The distinctive aircraft’s new features include a redesigned forward wing and engine nacelles, as well as new fiveblade scimitar propellers developed for Piaggio by Hartzell Propeller. Even more noticeable are the drag-reducing winglets that have been added following flight trials last year.

Collectively, these changes have generated significant performance benefits over the current production model, such as a 3-percent faster climb to the 41,000-foot ceiling and a 17-percent increase in maximum range to 1,720 nm (3,183 km).

The Evo offers a 402-knot top speed (744 km/h) and can operate from runways as short as around 3,000 feet (914 m).

The aircraft can be flown by one or two pilots in a cockpit equipped with a Rockwell Collins Pro Line 21 avionics suite with a tablet-based electronic flight bag.

The Evo also features a new landing gear with carbon, anti-skid brakes and digital steering.

Hartzell’s new fully feathering, constant-speed propellers are 85 inches (216 cm) in diameter, reversible and hydraulically controlled.

Piaggio Aero has upgraded its Avanti II turboprop with a series of improvements to make up the new Evo.

4 LABACE Convention News • August 12, 2014 • www.ainonline.com

DAVID McINTOSH

Gulfstream Aerospace has strengthened its Latin American customer support network with the official opening yesterday of its new maintenance facility at Bertram Luiz Leupolz Airport in Sorocaba, around 62 miles (100 km) west of São Paulo. The 38,000-sq-ft (3,530-sq-m) facility is large enough to house four large-cabin and three mid-cabin aircraft simultaneously.

“The demand for Gulfstream aircraft in Brazil was the catalyst for establishing a companyowned maintenance facility in Sorocaba, Brazil, in June 2012,” according to the company. In fact the building was formerly operated by Gulfstream’s General Dynamics sister company Jet Aviation. Gulfstream took full control of the facility last month.

“We have received substantial positive feedback from customers about how much better our location is at Sorocaba airport,” said Mark Burns, president of Gulfstream Product Support,

DAVID McINTOSH

by Ian Sheppard

Significantly, external noise has been reduced by 68 percent compared with the current Avanti, and cabin noise will be 20 percent less.

The Avanti has long been known for its high external-noise level, and the improvement will be a welcome change for operators.

“The Hartzell Propeller team worked hard as RPM [revolutions per minute] was reduced from 2,000 to 1,800 to achieve the desired external noise reduction, while maintaining Piaggio’s exceptional flight performance,” explained Hartzell president Joe Brown. “The Evo’s engineering and design challenge was verified by thermal testing of the exhaust temperatures over the pusher props.”

The Evo is also more environmentally friendly with a 3 percent reduction in emissions, allowing it to operate with roughly half the carbon dioxide emissions of a comparably-sized jet. The aircraft is powered by a pair of 850-shp Pratt & Whitney Canada PT6A-66B engines.

The Avanti’s passenger cabin also has evolved with a complete redesign featuring a new interior by Poltrona Frau and seats from Iacobucci HF. Piaggio also has invested in improved lighting and air conditioning.

The Evo was first unveiled at the European Business Aviation Convention & Exhibition in Geneva. At last month’s Farnborough International Air­ show, Hong Kong-based Bravia Capital became the launch customer for the new model when it signed a contract for 10 aircraft, with options for 40 more. o

D

CONFIDENCE IS

OU TY

RE A

E

O S UP P O R YT

ANYTIME. ANYWHERE.

Consider it Done™ ™

ARNED

For 12 consecutive years, aircraft operators have voted Gulfstream number one in product support.

This achievement reinforces our steadfast commitment and, more importantly, your confidence.

To the customers who inspire us and the employees who power us, we thank you. When it comes to service experience, choose the best. Gulfstream Product Support: Consider It Done.

+1 912 965 3300 – MARK BURNS mark.burns@gulfstream.com | President Product Support | GULFSTREAM.com/done Gulfstream was recently voted No. 1 in Aviation International News’ annual product support survey for the 12th consecutive year.

Restrições e competição apertando Restrictions and competition squeezing business aviation in Brazil a aviação executiva no Brasil

by Richard Pedicini

por Richard Pedicini em relação ao forte crescimento durante o início do ano que, espera-se, vá totalizar 5 a 6 por cento de aumento em relação a 2013.

Mais dependente de viajantes executivos que outras companhias, A TAM Linhas Aéreas (que compartilha do mesmo fundador da TAM Aviação Executiva, mas é hoje uma empresa independente) comunicou uma queda de 5,2 por cento nos passageiros em junho.

Brazilian business aviation faces a squeeze between official restrictions and unofficial competition, vying with airline traffic for limited slots at the country’s major airports and with illegal “pirate” air taxi services for customers.

Hosting the World Cup soccer tournament at 12 host cities around the country in June and July served as a stress test

C-FLY AVIATION

A aviação executiva brasileira enfrenta um aperto entre restrições oficiais e competição extraoficial, disputando com companhias aéreas por espaços limitados nos maiores aeroportos do país e com serviços ilegais “piratas” de táxi aéreo para os clientes. Sediar a Copa do Mundo de futebol em 12 cidades-sede em torno do país em junho e julho serviu como um teste para a infraestrutura de aviação do país. Apesar de nenhum grande problema ter ocorrido, muitos, incluindo o grupo industrial ABAG, sentem que a aviação executiva foi sacrificada para este aparente sucesso–e que isto não é um bom sinal.

“As restrições colocadas à mostra por conta da Copa do Mundo são um sinal do que há por vir,” o diretor geral da ABAG Ricardo Nogueira contou à AIN. Devido à total falta de planejamento governamental para aumentar a capacidade dos aeroportos brasileiros, a tendência é de maiores restrições no uso destes aeroportos pela aviação geral –o governo quer que os maiores aeroportos sejam dedicados à aviação comercial.”

Estas restrições incluem solicitar encaixe para operações da aviação executiva em mais de 20 aeroportos nas e próximo das cidades-sede, quando anteriormente só alguns aeroportos chave como Congonhas em São Paulo pediam solicitações de encaixe. Os planos oficiais colocam a aviação geral na parte de baixo da lista de prioridades na disputa por encaixes e também a última em prioridade para liberação de decolagem após o jogo final.

Amplas áreas com voo não permitido, próximas a estádios, o que em muitas cidades congelou os principais aeroportos que por acaso eram próximos dos estádios, duravam de fato horas antes e depois do jogo, uma janela nobre para a aviação executiva e helicópteros fretados. O jornal Folha de São Paulo calculou que os seis jogos realizados no novo estádio local custaram aos operadores de helicóptero da cidade US$4.5 milhões em renda.

O tráfego de pico durante os jogos foi manejado pelo uso mais intenso da estrutura já existente, ao invés da expansão da infraestrutura. Para a final da Copa do Mundo, o time de controle do tráfego aéreo foi dobrado, com os controladores mais experientes do país no comando. Aeródromos militares foram colocados em serviço para as delegações oficiais. Uma parceria entre a firma local C-Fly Aviation e a Jet Aviation montou um “hangar a céu aberto” no Aeroporto Internacional Galeão no Rio, com potencial para estacionar quase 300 jatos executivos num espaço onde normalmente caberiam 15. Quando apareceram jatos maiores, de maior alcance, a área foi redimensionada para abrigá-los e durante a final, mais de 100 jatos com valor de mais de $4 bilhões ocupavam a rampa.

Apesar de várias cidades terem batido seus recordes de passageiros e movimento durante o pico dos jogos, para o mês de junho o número de passageiros havia subido apenas 0,5 por cento em relação ao ano anterior, um contraste

Como foi o caso aqui no Aeroporto Internacional Galeão do Rio de Janeiro durante o recente torneio da Copa do Mundo, aeronaves executivas no Brasil frequentemente têm que disputar o espaço limitado com o tráfego das cias aéreas.

As was the case here at Rio de Janeiro’s Galeão International Airport during the recent World Cup tournament, business aircraft in Brazil often have to compete for limited space with airline traffic.

As restrições da Copa do Mundo foram seguidas pelo anúncio de que, para permitir mais companhias aéreas a usar Congonhas, os quatro espaços por hora da aviação geral seriam cortados para dois, apesar de que a aviação executiva ainda pode usar espaços que abrem durante o dia.

Novos Aeroportos?

Três novas propostas de aeroportos executivos próximos de São Paulo receberam licença desde que o governo começou a permitir que aeroportos privados cobrassem por operações de voo no ano passado. Mas nenhum estava pronto para a Copa do Mundo: • Aerovale em Caçapava, a 107 km (75 milhas) de São Paulo na direção do Rio, começou a pavimentar sua pista de 1.524 m (5.000 pés) em julho, e deve terminar este mês.

• O aeroporto Catarina em São Roque recebeu todas as permissões no início do ano e iniciou a construção em junho com uma agenda de 20 meses.

• O projeto Harpia na cidade de São Paulo, no distrito de Parelheiros, é mais próximo do centro de negócios, mas tem o mais longo caminho a percorrer, devido à sua localização em uma área de proteção ambiental próximo a uma reserva. Uma tentativa na justiça de forçar uma permissão falhou

Continua na página 8 u

6 LABACE Convention News • August 12, 2014 • www.ainonline.com

of the country’s aviation infrastructure.

Although no major problems occurred, many, including industry group ABAG, feel that business aviation was sacrificed for that apparent success–and that this does not bode well.

“The restrictions put in place for the World Cup are the sign of things to come,” ABAG director general Ricardo Nogueira told AIN. “Due to the total lack of government planning to increase the capacity of Brazilian airports, the trend is for greater restrictions on the use of these airports by general aviation–the government wants the major airports to be dedicated to commercial aviation.”

Those restrictions included requiring slots for business aviation operations at more than 20 airports at and near the host cities, when previously only a few key airports such as São Paulo Congonhas required slots. Official plans put general aviation at the bottom of the priority list in vying for slots and also last in priority for takeoff clearance after the final game.

Wide no-fly zones around stadiums, which in many cities also froze principal airports that happened to be near stadiums, were in effect for hours

before and after gameplay, a prime window for business aviation and helicopter shuttles. Leading newspaper Folha de São Paulo found the six games hosted in the city’s new stadium cost the city’s helicopter operators U.S.$4.5 million in revenue.

Peak game traffic was handled by more intense use of existing facilities, rather than by expanding infrastructure. For the World Cup final, the air traffic control team was doubled, with the country’s most experienced controllers assigned. Military airfields were pressed into service for official delegations. A partnership between local firm C-Fly Aviation and Jet Aviation set up an “open-air hangar” at Rio’s Galeão International Airport, with potential to park nearly 300 business jets in a space that would normally hold 15. When larger, longer-range business jets appeared, the area was rescaled to handle them and during the final, more than 100 jets with a value of over $4 billion occupied the ramp.

Although several cities set records for air passengers and movements during peak games, for the month of June passenger numbers were up only 0.5 percent over the prior year, a contrast to strong growth during the start of the year, which is expected to total 5 to 6 percent up over 2013. More heavily dependent on business travelers than other airlines, TAM Linhas Aéreas (which shares a founder with TAM Aviação Executiva but is now a separate company) reported a drop of 5.2 percent in passengers carried in June.

The World Cup restrictions were followed by the announcement that, to allow more airlines to use Congonhas, general aviation’s four slots per hour will be cut to only two, although business aviation can still use slots that open up during the day.

New Airports?

Three new business aviation airports proposed near São Paulo have received licenses since the government began allowing private airports to charge for flight operations last year. But none was ready for the World Cup: • Aerovale in Caçapava, 75 miles (107 km) from São Paulo in the direction of Rio, began paving its 5,000-foot (1,524 foot) runway in July, and should finish this month.

• The Catarina airport in São Roque received all permissions earlier this year and started construction in June with a 20-month timetable.

• The Harpia project in the city of São Paulo’s Parelheiros neighborhood is closest to the business center but has the longest path to follow, due to its location in an environmental protection

Continued on page 8 u

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Restrições, competição uContinued from page 6

Poic of robison R44

Robinson R44

Genesys HeliSAS sistema aprovado para Robinson R44 por Chad Trautvetter O sistema de aumento de estabilidade e piloto automático para helicópteros HeliSAS, da Genesys Aerosystems (SAS) está agora disponível para instalação em remodelações de helicópteros Robinson R44. A antiga subsidiária da Cobham, que produz sistemas de piloto automático Chelton EFIS e STEC, foi adquirida pela controladora em abril. Aqui na LABACE, a Genesys está exibindo com o Greenwich Aero Group, subsidiária da DAC International, que é uma de suas distribuidoras (Expositor 4003).

O sistema leve e compacto HeliSAS é desenhado para reduzir o trabalho do piloto fornecendo controle preciso durante todos os modos de voo, independente das condições dos ventos ou mudanças de peso. De acordo com a Genesys, a posição estabilização e elemento “force feel” incrementam as características de manuseio e atenuam controles de ciclo colocados involuntariamente que podem resultar em atitudes perigosas.

O HeliSAS com piloto automático de dois eixos permite manutenção de curso e

de navegação, assim como velocidade vertical e manutenção de altitude. O sistema opera durante todas as fases do voo, portanto pode manter ou recuperar posição neutra automaticamente quando o piloto libera o ciclo; o piloto retoma o total controle simplesmente através do manuseamento cíclico normal.

Além do R44, o HeliSAS também é STC para instalação no Bell 206B, 206L e 407 e helicópteros Airbus EC130 e AS350. O HeliSAS para o Robinson R44 está com o preço de $40,752 para SAS somente e $50,279 para SAS com piloto automático de dois eixos com as entregas planejadas para o último trimestre. A Genesys planeja obter um STC para o HeliSAS no Robinson R66 em breve.

Enquanto isso, a Genesys superou 1.500 FAA e STCs internacionais para seu sistema de piloto automático STEC, cobrindo quase todos os modelos de aviões e helicópteros da aviação geral, e 49 por cento de todas as certificações americanas de piloto o automático emitidas.

Genesys HeliSAS system OK’d for Robinson R44 helicopters

by Chad Trautvetter Genesys Aerosystems’ HeliSAS helicopter stability augmentation system (SAS) and autopilot is now available for retrofit installation in Robinson R44 helicopters. The former Cobham subsidiary, which makes Chelton EFIS and STEC autopilot systems, was bought out by management in April. Here at LABACE, Genesys is exhibiting with Greenwich Aero Group subsidiary DAC International, which is one of its distributors (Booth 4003).

The compact and lightweight HeliSAS system is designed to reduce pilot workload while providing precise control during all modes of flight, regardless of wind conditions or shifts in weight. According to Genesys, the attitude stabilization and force feel features enhance handling characteristics and mitigate inadvertent cyclic control inputs that could result in dangerous attitudes.

HeliSAS’s two-axis autopilot allows for heading and navigation hold, as

well as vertical speed and altitude hold.

The system operates during all phases of flight so it can maintain or recover a neutral attitude automatically when the pilot releases the cyclic; the pilot resumes full control simply through normal cyclic handling.

Besides the R44, HeliSAS is also STC’d for installation in the Bell 206B, 206L and 407 and Airbus Helicopters EC130 and AS350. HeliSAS for the Robinson R44 is priced at $40,752 for SAS only and $50,279 for SAS with 2-axis autopilot with deliveries planned in the fourth quarter. Genesys plans to obtain an STC for HeliSAS in the Robinson R66 in the near future.

Meanwhile, Genesys has surpassed 1,500 FAA and international STCs for its STEC autopilot systems, covering nearly every make and model of general aviation airplanes and helicopters, and 49 percent of all U.S. autopilot certifications issued. o

8 LABACE Convention News • August 12, 2014 • www.ainonline.com

em abril, mas um novo plano máster para a cidade aprovado em julho inclui a promessa de estudar a proposta de aeroporto, isto foi considerado uma vitória para os apoiadores.

• Outros aeroportos para a aviação executiva foram propostos próximos a Belo Horizonte e Recife, e em Cabo Frio na costa, a leste do Rio de Janeiro.

Aeroportos levam muito tempo para serem construídos, e a experiência dos projetos Aerovale e Catarina, anunciados como opções para a Copa do Mundo e que devem inaugurar, respectivamente, dois meses e dois anos após o anunciado, enfatiza que “quanto tempo?” é uma questão à qual engenheiros civis podem dar apenas parte da resposta. E mesmo depois de completos, dirigir até Aerovale ou Catarina vai levar uma hora e meia, um período de tempo que, no ar, pode alcançar a maior parte da população do Brasil. O uso de Congonhas e outros aeroportos igualmente centrais continuam indispensáveis à aviação executiva.

Um plano para aumentar o número de aeroportos públicos regionais, trazendo serviço agendado a cidades menores e, é claro, fornecendo mais opções para a aviação executiva, foi anunciado com festa em dezembro de 2012, mas até agora não decolou.

Piratas e Papéis Profissionais da aviação na modalidade charter há muito reclamam da supervisão negligente dos táxis aéreos “piratas.” O problema não é restrito às aeronaves de pistão que conectam as vastas áreas de florestas ou de fazendas do norte ou centro-oeste do país: muitos helicópteros que transportam cargas variadas para a corrida de Fórmula 1 de São Paulo não são licenciados para o uso como charters comerciais.

Na noite da final da Copa do Mundo, o programa de TV mais assistido no país, o Fantástico, da Globo, mostrou um segmento sobre táxis aéreos piratas, um avanço, para aumentar a consciência da população.

Neste programa, o advogado especialista em aviação Georges Ferreira disse, “Uma

Continua na página 10 u

A empresa local C-Fly Aviation e o grupo de serviços internacionais Jet Aviation combinaram de, durante a Copa do Mundo, providenciar instalações para operadores de aeronaves executivas, como este terminal privativo no Aeroporto Internacional Galeão no Rio de Janeiro.

Local company C-Fly Aviation and international services group Jet Aviation combined during the World Cup to provide facilities for business aircraft operators, such as this private terminal, at Rio de Janeiro’s Galeão International Airport.

Restrictions, competition uContinued from page 6

area near a reservoir. A court attempt to force permissions failed in April, but a new city master plan approved in July includes a pledge to study the airport proposal, this being considered a victory for backers.

• Other business aviation airports have been proposed near Belo Horizonte and Recife, and in Cabo Frio on the coast east of Rio de Janeiro.

Airports take a long time to build, though, and the experience of the Aerovale and Catarina projects, announced as options for the World Cup and opening, respectively, two months and two years after the award announcement, emphasizes that “how long?” is a question to which civil engineers can provide only part of the answer. And even when complete, driving to Aerovale or Catarina will take an

hour-and-a-half, a time span that in the air could reach most of Brazil’s population. Use of Congonhas and similarly situated central airports remains indispensable to business aviation.

A plan to increase the number of public regional airports, bringing scheduled service to smaller cities and, of course, providing more options for business aviation, was announced with fanfare in December 2012, but so far has not taken off.

Pirates and Papers

Aviation charter professionals have long complained of the lax oversight of “pirate” air taxis. The problem is not confined to the piston-powered planes that connect the vast areas of forest and farmland in the country’s north and center-west: many helicopters that ferry multiple loads to São Paulo’s Formula One race are not licensed for commercial charters. The night of the World Cup

Continued on page 10 u

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Restrições, competição uContinued from page 8

empresa de táxi aéreo precisa cumprir exatamente as mesmas exigências de uma companhia aérea.

Precisamos de um programa de treinamento para cada piloto, para cada tipo de aeronave.” A AIN ouviu repetidas reclamações em reuniões

da indústria da aviação executiva de que a ANAC faz as mesmas exigências para as firmas de aviação executiva que para companhias aéreas, solicitando o mesmo conjunto de manuais de 27 volumes para um par de Caravans que solicita para uma frota de Airbus. Mas enquanto as demandas são as mesmas, quando a papelada precisa ser aprovada para as Caravans poderem voar, os

proprietários dizem que a ANAC com frequência não tem pessoal suficiente para inspecionar as firmas de táxi aéreo com a mesma rapidez com que inspeciona uma cia aérea.

Isto causa uma situação com “dois pesos e duas medidas.” Por exemplo, Ferreira conseguiu uma liminar federal revogando uma suspensão da ANAC a uma empresa de táxi aéreo, Fretax, quando o juiz

concordou que a empresa sofreu injustamente com atrasos da ANAC.

Último da Fila O setor da aviação do Brasil passou no teste da Copa de 2014, encontrando espaço para a aviação comercial, times, chefes de estado, voos fretados e aviação executiva. Mas a calma foi mantida em parte por uma redução no tráfego

normal já que passageiros em viagens de negócios evitaram viajar durante o torneio, e exceto por alguns poucos jogos, o tráfego não foi maior do que o experimentado todo ano no período do carnaval.

Se o tráfego aéreo comercial continuar a crescer, e a infraestrutura continuar não conseguindo acompanhar, alguém vai ficar prensado o no meio.

Restrictions, competition uContinued from page 8

final, Brazil’s most watched TV show, Globo network’s “Fantástico,” showed a segment on pirate air taxis, a breakthrough to broaden public awareness.

On that show, aviation lawyer Georges Ferreira said, “An air taxi company has to meet exactly the same requirements as an airline. We need to have a training program for every pilot, for each kind of aircraft.” AIN has heard repeated complaints at business aviation industry gatherings that ANAC (Brazil’s National Civil Aviation Agency) makes the same demands of general aviation firms as it does of airlines, requiring the same 27-volume set of manuals for a pair of Cessna Caravans as it does for an Airbus fleet. But while the demands may be the same, when the paperwork needs to be approved so that the Caravans can fly, owners say that ANAC often does not have the manpower to inspect the air taxi firm as quickly as it does an airline.

This can cause double standards. For example, Ferreira got a federal injunction lifting ANAC’s suspension of airtaxi firm Fretax, when the judge agreed the firm suffered unreasonably from ANAC’s delay.

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10 LABACE Convention News • August 12, 2014 • www.ainonline.com

Brazil’s aviation sector passed the stress test of the 2014 World Cup, finding room for commercial aviation, teams, heads of state, charter flights and business aviation. But the calm was maintained in part by a reduction of normal traffic as business passengers avoided traveling during the tournament, and except for a very few games, traffic was no higher than experienced every year a Carnival time. If commercial air traffic continues to grow, and infrastructure continues to fail to keep up, someone is going to get squeezed. And as the rules for the World Cup made clear, business aviation has the lowest priority. o

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A Embraer acaba de abrir um novo centro de serviços em Sorocaba, próximo de São Paulo.

Embrear recently opened a new service center at Sorocaba near São Paulo.

Despite recent slowdown, OEMs remain confident

by Rob Finfrock

Apesar da desaceleração, fabricantes se mantêm otimistas com o mercado por Rob Finfrock Em seguida aos anos de crescimento, que recentemente superaram o ritmo dos EUA e da Europa na sequência da recessão econômica global, 2014 se provou até agora ser um período de correção para as vendas da aviação executiva no Brasil e na América Latina. Apesar do desempenho mais fraco em algumas áreas, a OEMs se mantém em alta em relação à demanda de longo prazo para suas ofertas de aeronaves executivas.

“A América Latina é um mercado importante para a Textron Aviation,” Bob Gibbs, vice-presidente de vendas para a América Latina para a empresa controladora da Cessna e da Beechcraft, disse à AIN, “Apesar de o mercado total da América Latina ter se mantido estável no último ano, com uma pequena diminuição dos negócios no Brasil enquanto o foco do país estava na Copa do Mundo, a perspectiva econômica para a região continua boa, com expectativas de crescimento robusto na criação de riqueza na próxima década.”

De acordo com Gibbs, Brasil, México e Venezuela continuam sendo os mercados principais da empresa para aeronaves executivas, com o Brasil sozinho sendo responsável por um terço das aeronaves executivas da região. “Nós esperamos que esses mercados continuem a liderar a considerável demanda da América Latina por viagens executivas nos próximos anos,” ele acrescentou, “apesar de que as economias de Paraguai, Peru e Chile, também têm crescido de maneira estável, e espera-se que demonstrem aumento na demanda.”

Esse sentimento é compartilhado por Fábio Rebello, vice-presidente regional sênior de vendas internacionais na América Latina para a Gulfstream Aerospace. “A Gulfstream tem tido muito sucesso na América Latina e aumentou a quantidade de aeronaves na região em 2014, “ele acrescentou.

“Nos últimos cinco anos, a frota da Gulfstream na América Latina cresceu aproximadamente 70 por

cento. No total, temos mais de 175 aeronaves com base na América Latina, com nossos três maiores mercados no México, Brasil e Venezuela. A frota Gulfstream no Brasil quase triplicou nos últimos cinco anos se tornando um dos mercados de mais rápida expansão na América Latina para a Gulfstream.”

A Dassault Falcon Jet viu crescimento semelhante. Com sua linha de modelos bi e tri-jatos, os Falcons são conhecidos por seu desempenho e flexibilidade, considerações importantes no mercado latinoamericano. Por exemplo, mapas centrados em São Paulo mostram o alcance dos vários Falcons atuais, e os próximos modelos Falcon 5X e 8X também deve ser atrativos aos clientes latino-americanos.

O bimotor Falcon 5X foi planejado para ter uma velocidade máxima de Mach 0.90 e um alcance de 5.200 mn. Também foi planejado para ter a flexibilidade em operações de campo curto de um jato muito menor, apesar de sua cabine interior de seis pés e seis polegadas. O Falcon 8X de três motores, o mais novo carro chefe da Falcon, foi anunciado em maio na LABACE de Genebra. Ele vai a 6.450 milhas náuticas, ligando São Paulo a Los Angeles, sem escalas.

Tom Aniello, vice-presidente de marketing da Pilatus Aircraft, espera que as vendas na região em 2014 para o PC-12 NG turbopropulsor mono da empresa fiquem no mesmo nível das vendas dos últimos anos, complementada por números crescentes de vendas do PC-24 jato leve.

“Apesar de a grande expansão econômica prevista para o Brasil não ter se materializado da maneira que os economistas previram, nós ainda vemos muito potencial na região,” ele afirmou antes da LABACE. “Você pode até argumentar que o PC-12 prospera em tempos economicamente difíceis, já que oferece muita capacidade a um baixo custo em relação a um jato executivo tradicional.”

Stéphane Leroy, vice-presidente

regional de vendas para a Bombardier Business Aircraft na América Latina, disse que o interesse dos maiores mercados regionais da empresa–Brasil e México–é consistente com os números do ano passado. “O ambiente atual tem seus desafios com eleições em muitos países da região esse ano, mudando o foco dos empresários,” ele admitiu. “Nós também vemos muitas notícias e mudanças positivas no cenário econômico que podem ter efeito favorável no sector da aviação executiva, tais como reformas no setor de energia no México, por exemplo.”

Esses mercados também são os mais populares na América Latina para a fabricante brasileira Embraer,

Following years of growth, which recently has outpaced the U.S. and Europe in the aftermath of the global economic downturn, 2014 has proven so far to be a bit of a corrective period for business aviation sales throughout Brazil and Latin America. Despite weakening performance in some areas, however, OEMs remain bullish about long-term demand for their business aircraft offerings.

“Latin America is an important market for Textron Aviation,” Bob Gibbs, vice president of sales for Latin America for the Cessna and Beechcraft parent company, told AIN. “Although the total Latin American market has remained stable over the last year, with a slight slowing of business in Brazil while the focus of the country was on the World Cup, the economic outlook for the region remains bright, with expectations of robust growth in wealth creation over the coming decade.”

According to Gibbs, Brazil, Mexico and Venezuela remain the company’s primary markets

A frota da Gulfstream em Brazil triplicou nos últimos cinco anos.

Gulfstream’s fleet in Brazil has tripled in the past five years.

disse Marco Túlio Pellegrini, presidente & CEO para a Embraer Jatos Executivos. “A América Latina é um setor muito importante, e continuará a desempenhar um papel chave na próxima década,” ele notou.

“O tamanho da frota da Embraer Jatos Executivos na região–mais de 180 aeronaves hoje–certamente reflete o crescimento econômico da América Latina nos últimos anos.”

Pellegrini acrescentou que o mercado projetado para aeronaves executivas na América Latina representa mais de US$16.3 bilhões em vendas ao longo da próxima década.

Região Diversa, Missões Diversas “Nossas aeronaves de cabine grande como a G450 e a G550 são as

12 LABACE Convention News • August 12, 2014 • www.ainonline.com

Continua na página 14 u

for business aircraft, with Brazil alone home to one third of the region’s business aircraft. “We expect these markets to continue leading Latin America’s considerable demand for business air travel in the coming years,” he added, “though the steadily growing economies of Paraguay, Peru and Chile are also expected to experience a growth in demand.”

Those sentiments were echoed

by Fabio Rebello, regional senior vice president international sales in Latin America for Gulfstream Aerospace.

“Gulfstream has had a lot of success in Latin America and has increased the number of aircraft in the region in 2014,” he added. “In the past five years, Gulfstream’s fleet in Latin

America has grown nearly 70 percent. In total, we have more than 175 aircraft based in Latin America, with the three largest markets in Mexico, Brazil and Venezuela. The Gulfstream fleet in Brazil has nearly tripled in the past five years making it one of the fastest growing markets in Latin America for Gulfstream.”

Dassault Falcon Jet has seen similar growth. With its line of twin- and tri-jet models, Falcons are known for their performance and flexibility, an important consideration in the Latin American market. For example, range maps centered in São Paulo show the reach of the various current Falcons, and the upcoming Falcon 5X and 8X models should also be attractive to Latin American customers.

The twin-engine Falcon 5X is planned to have a top speed of Mach 0.90 and a range of 5,200 nm. It is also planned to have the short-field operating flexibility of a much smaller jet, despite its sixfoot, six-inch cabin interior. The three-engine Falcon 8X, Falcon’s newest flagship, was announced in May at the EBACE show in Geneva. It can go 6,450 nautical miles, linking São Paulo with Los Angeles, nonstop.

Tom Aniello, vice president of marketing for Pilatus Aircraft, expects sales across the region in 2014 for the company’s PC-12 NG turboprop single to be on par with those of recent years, supplemented by growing sales numbers for its upcoming PC-24 light jet.

“While the great economic expansion anticipated in Brazil has not materialized as much as many economists forecasted, we still see a lot of potential across the region,” he stated ahead of the LABACE show. “You could even argue that the PC-12 thrives in challenging economic times, as it offers a lot of capability at a lower cost relative to a traditional business jet.”

Stéphane Leroy, regional vice president of sales for Bombardier Business Aircraft in Latin America, said interest from the company’s largest regional markets–Brazil and Mexico–is consistent with last year’s numbers.

“The current environment has its challenges with elections in many countries in the region this year, shifting the focus for Continued on page 14 u

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Fabricantes se mantêm otimistas uContinuação da página 12

mais populares e iniciamos as entregas da nova G650 para a América Latina,” Rebello, da Gulfstream acrescentou. “Aproximadamente um quarto da frota na América Latina é de aeronaves de cabine média como a G150 e a G280.”

“Enquanto a economia mundial se recupera, a necessidade das empresas de viajar e conduzir negócios internacionalmente continua a crescer,” ele disse. “Partindo de São Paulo, o G280 pode alcançar toda a América do Sul sem escalas e os EUA ou a Europa com uma só parada. O G450 pode alcançar Joanesburgo, Lagos ou Miami sem escalas de São Paulo. Nossos G550 e G650 alcançam toda a África, Europa, Oriente Médio e América do Norte sem escalas a partir do Brasil. Quando parte de São Paulo, o 650 pode alcançar Los Angeles, Nova Iorque, Londres e Cairo a Mach 0.90.”

“Nossa aeronave Learjet sempre foi muito popular e líder de mercado na região,” notou Leroy da Bombardier. “Para clientes que precisam de maior alcance, a Challenger 605, e claro, nossos jatos Global estão com a demanda em alta. A América Latina era tradicionalmente um mercado para aeronaves de curto alcance, [mas] a rota EUA-Am.Lat. é cada vez mais mais predominante nos modelos de negócios dos clientes e mais recentemente vimos o surgimento de comércio [entre] com a Europa e a Ásia, resultando em interesse por aeronaves de longo alcance.

De acordo com Pellegrini da Embraer, o modelo mais popular da empresa na região é também sua menor aeronave turbofan, o Phenon 100 jato leve, com mais de 100 em operação em toda a América Latina. “A flexibilidade e alcance do Phenon 100 se provou particularmente atrativo para indústrias tais como manufatura, agronegócio e construção, que requerem viagens convenientes e eficientes por longas distância e para locais remotos frequentemente necessárias em viagens domésticas no Brasil,” ele acrescentou.

O Phenon 300 e o Legacy 600/650 compõem o restante da frota do fabricante na região, com Pellegrini também notando forte interesse dos clientes pelas próximas aeronaves Legacy 500 tamanho médio e o Legacy 450 médio leve.

A Pilatus espera que o Brasil seja “um dos três maiores mercados para o PC-24 fora dos Estados Unidos,” ele acrescentou, notando ainda que a operadora brasileira Synerjet já colocou pedidos para o “número máximo de aeronaves [PC-24] que podem ser atribuídas a eles.”

Gibbs, da Textron, disse que as aeronaves movidas a hélices da empresa são particularmente adequadas para missões mais curtas que se compõem de muitas viagens em torno da região. “É tipicamente o tipo de jornada que a família de aeronaves King Air se destaca, oferecendo aos passageiros, eficiência sem igual e a habilidade de pousar num maior número de pistas que muitos de seus competidores.”

“Nossas aeronaves estão principalmente sendo utilizadas para o transporte corporativo,” Gibbs continuou, “com a exceção do [King Air] 350ER, que é a plataforma de escolha para uma gama muito ampla de missões especiais de patrulha marítima, evacuações médicas de urgência e plataformas de vigilância... [enquanto] o King Air 350i tem o alcance para transportar oito passageiros através da maior parte do país – incluindo Manaus, Salvador e Fortaleza – e até mais longe como Santiago no Chile ou Buenos Aires na Argentina.”

Mercado em Ascensão Significa Necessidade de Maior Suporte O reforço na demanda por uma variedade de segmentos de mercado na América Latina também significa aumento na necessidade de estrutura adequada para venda e manutenção na região, e as OEMs são rápidas em perceber seus esforços em ampliar o suporte ao cliente.

Por ter a vantagem do “time da casa,” não é de surpreender que a Embraer mantém uma extensa rede de suporte na América Latina.

A empresa recentemente anunciou um novo centro de serviços de 20.000 m² em Sorocaba.

“A nova estrutura em Sorocaba expande uma rede de atendimento ao cliente que já inclui um centro de serviços de propriedade da empresa em São José dos Campos; quatro centros de serviço autorizado em Belo Horizonte, Brasília, Curitiba, e Goiânia; e uma rede de serviços global com 68 centros de serviço próprios e autorizados em todo o mundo.”

A Gulfstream também anunciou recentemente a expansão de sua estrutura de serviços no Brasil, também localizada em Sorocaba.

“A Gulfstream está definitivamente comprometida com a América Latina e fez investimentos significativos na região,” Rebello afirmou. “O novo centro de serviços Gulfstream Brasil agora fica num hangar maior, mais moderno e localizado mais próximo do centro. Este investimento permite à Gulfstream atender melhor às demandas de nossa crescente frota no Brasil e na América do Sul. A recentemente expandida estrutura complementa as instalações autorizadas de garantia da Gulfstream já existentes em Caracas na Venezuela (Aerocentro de

Servicios) e em Toluca no México (Aerovics). A empresa também mantém um centro distribuidor de peças em São Paulo, com representantes de campo no Brazil e no México.

A Dassault Aircraft Services opera um centro de serviços próprio no Aeroporto de Sorocaba em São Paulo, com 23.000 pés quadrados de área coberta. A instalação é aprovada pelas autoridades de aviação do Brasil, Bermudas e o FAA americano para realizar checagens série A em todos os modelos atuais de Falcon, incluindo a série 50, série 2000, série 900 e o 7X. Além disso, o centro de propriedade da Dassault conduz serviços de garantia Falcon e FalconCARE e administração, manutenções programadas ou não programadas e atendimento off-site aircraft-on-ground (AOG, ou aeronave no solo) através do programa Falcon Go-Team.

Para marcar presença na região, a Pilatus fez parceria com a Sinerjet, para fornecer vendas e serviços no Brasil e ao longo das Américas Central e do Sul. “O time Synerjet, através de sua conexão corporativa com a Avianca Airlines, tem forte marketing e capacidade de suporte para o grande território, especialmente na Colômbia, América Central, Equador e Peru,” Aniello acrescentou. “Além disso Pilatus e Synerjet estão fazendo maiores investimentos na LABACE, e patrocinando muitas atividades regionais

OEMs confident uContinued from page 12

business people,” he acknowledged. “We also see very positive news and changes in the economic landscape that may have positive effects on the business aviation sector, such as the energy sector reforms in Mexico, for example.”

Those markets are also the most popular across Latin America for Brazilian planemaker Embraer, said Marco Túlio Pellegrini, president & CEO for Embraer Executive Jets. “Latin America is a very important sector, and it will continue to play a key role over the next decade,” he noted. “The size of Embraer Executive Jets’ fleet in the region–more than 180 aircraft today–certainly reflects the economic growth of Latin America in recent years.”

Pellegrini added that the projected market for business aircraft across Latin America represents more than U.S.$16.3 billion in sales over the next decade.

Diverse Region, Diverse Missions

“Our large-cabin aircraft such as the G450 and G550 are the most popular and we have started deliveries of the

A Dassault tem um Centro de Serviços Falcon em Sorocaba, próximo de São Paulo.

Dassault has a Falcon service center at Sorocaba, near São Paulo.

para expor tanto o PC-12NG quanto o PC-24 para clientes em potencial.”

A Bombardier opera um depósito de peças em São Paulo que dá suporte a aeronaves Bombardier e Learjet. A empresa também designou cinco instalações como serviços autorizados da empresa na Argentina, Brasil e México.

“Nós aumentamos nosso time de vendas na América Latina para melhor atender às necessidades de nossos clientes existentes e potenciais, assim como reforçar nossa rede de serviço ao cliente para dar melhor suporte à crescente frota na região,” Leroy acrescentou. “Na América Latina, nosso time de atendimento ao cliente é ancorado em dois escritórios de suporte regional localizados em São Paulo, Brazil e o Toluca, México.

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new G650 to Latin America,” Gulfstream’s Rebello added.

“Approximately a quarter of the fleet in Latin America are our mid-cabin aircraft such as the G150 and G280.

“As the world’s economy improves, the need for companies to travel and conduct business internationally continues to grow,” he said. “Departing out of São Paulo, the G280 can reach all of South America nonstop and can reach the U.S. and Europe with one stop. The G450 can reach Johannesburg, Lagos or Miami nonstop from São Paulo.

Our G550 and G650 can reach all of Africa, Europe, the Middle East and North America nonstop from Brazil. When departing São Paulo, the G650 can reach Los

Angeles, New York, London and Cairo at Mach 0.90.”

“Our Learjet aircraft has always been very popular and a leading aircraft in the region,” noted Bombardier’s Leroy.

“For our customers with longer range requirements, the Challenger 605 and of course our Global jets are in high demand.

Latin America was traditionally a short-range aircraft market, [but] the U.S.-LatAm route is increasingly more prevalent in the customers’ business models and even more recently we have seen an emergence of trade [between] with Europe and Asia, with resulting interest in longrange aircraft.”

According to Embraer’s Pellegrini, the company’s most popular model in the region is also its smallest turbofan aircraft, the Phenom 100 light jet, with more than 100 in service throughout Latin America. “The flexibility and range of the Phenom 100 has proved particularly attractive to industries such as manufacturing, agribusiness and construction, which require convenient, efficient travel across the large distances, and to the remote locations often required of domestic travel in Brazil,” he added.

The Phenom 300 and Legacy 600/650 comprise the rest of the manufacturer’s fleet in the region, with Pellegrini also noting strong customer interest in the upcoming Legacy 500 midsize and Legacy 450 “midlight” aircraft.

Pilatus expects Brazil to be “one of the three largest markets for the PC-24 outside the United States,” he added, further noting that Brazilian operator Synerjet has already placed orders for the “maximum number of [PC-24] aircraft that could be allocated to them.”

Textron’s Gibbs said the company’s propeller-driven aircraft are particularly well suited for the shorter missions that comprise many trips throughout the region. “It is typically this kind of journey where the King Air family of aircraft excel, offering their passengers unmatched efficiency and the ability to land on a greater number of airstrips than many of their competitors.

“Our aircraft are primarily being used for corporate transportation,” Gibbs continued, “with the exception of the [King Air] 350ER, which is the platform of choice for a very wide range of special missions from maritime patrol to medevac and surveillance platforms…[while] the King Air 350i has the range to transport eight passengers across the

A Bombardier opera um depósito de peças em São Paulo que dá suporte a aeronaves Bombardier e Learjet.

majority of the country–including Manaus, Salvador and Fortaleza–as well as farther afield such as Santiago, Chile or Buenos Aires, Argentina.”

Growing Market Means Need for Greater Support

Strengthening demand across a variety of market segments in Latin America also means an increased need for adequate sales and maintenance facilities in the region, and OEMs are quick to note their efforts in broadening customer support.

With something of a “home court” advantage in the area, it is not surprising that Embraer maintains an extensive support network across Latin America.

The company recently announced

Bombardier operates a spare parts depot in São Paulo to support Bombardier and Learjet aircraft.

a new 20,000-sq-m service center located in Sorocaba.

“The new facility in Sorocaba expands a customer service network that already includes a company-owned service center in São José dos Campos; four authorized service centers in Belo Horizonte, Brasília, Curitiba, and Goiânia’; and a global service network of 68 owned and authorized service centers worldwide.

Gulfstream also recently announced the expansion of its Brazil service facility, also located in Sorocaba. “Gulfstream is definitely committed to Latin America and has made significant investments in the region,” Rebello stated. “The new Gulfstream Brazil service center is now in a larger, more

modern and centrally located hangar. This investment allows Gulfstream to better support the demands of our growing fleet in Brazil and South America.”

The newly expanded facility supplements Gulfstream’s existing authorized warranty facilities in Caracas, Venezuela (Aerocentro de Servicios) and in Toluca, Mexico (Aerovics). The company also maintains a parts distribution center in São Paulo, with field service representatives in Brazil and Mexico.

Dassault Aircraft Services operates a company-owned service center at Sorocaba Airport in São Paulo, with 23,000 square feet of floor space under roof.

The facility is approved by the aviation authorities of Brazil, Bermuda and the U.S. FAA to perform A-series checks on all current Falcon models, including the 50-series, 2000-series, 900-series and the 7X. In addition, the Dassault-owned center conducts Falcon warranty and FalconCARE service and administration, scheduled and unscheduled maintenance and offsite aircraft-on-ground (AOG) service through the Falcon GoTeam program.

To build its presence in the region, Pilatus partnered with PC-24 launch customer Synerjet to provide sales and service in Brazil and throughout Central and South America. “The Synerjet team, through their corporate connection to Avianca Airlines, has strong marketing and support capability throughout the large territory, especially in Colombia, Central America, Ecuador and Peru,” Aniello added. “In addition, Pilatus and Synerjet are making larger investments in LABACE, and sponsoring many regional activities to expose both the PC-12NG and the PC-24 to prospective customers.”

Bombardier operates a spare parts depot in São Paulo to support Bombardier and Learjet aircraft. The company has also appointed five company-authorized service facilities throughout Argentina, Brazil and Mexico.

“We have expanded our sales team in Latin America to better respond to the needs of our existing and potential customers, as well as strengthening our customer services network to better support our growing fleet in the region,” Leroy added. “In Latin America, our customer support

team is anchored through two regional support offices located in São Paulo, Brazil and Toluca, Mexico. The offices coordinate the efforts of five field service representatives and three customer support account managers dedicated to the region.”

Following its acquisition of Hawker Beechcraft last year, Textron inherited that company’s service network. Gibbs noted that work is now focused on integrating support for both Cessna and Beechcraft aircraft in the region.

“Textron Aviation now has a total of 22 authorized service facilities and two factoryowned facilities through all of Latin America,” he added. “We have an ongoing process to build on the best practices developed

by Beechcraft and Cessna during their many decades of supporting their individual clients, and ensure that we use this joint experience to offer customers an even better and more consistent service across the region.” o

www.ainonline.com • August 12, 2014 • LABACE Convention News 15

Exclusivo: De Business Jet Traveler

Guia do Comprador Compradores de Aeronaves Executivas Têm Opções de Sobra Comprar uma aeronave executiva é um processo complicado com inúmeros fatores a serem considerados. A cada ano, a Business Jet Traveler, publicação parceira da AIN, publica seu Guia do Comprador para fornecer todas as informações chave e orientação de especialistas. Para visitantes da LABACE, a AIN tem o prazer de fornecer uma relação de partes relevantes desse exclusivo guia do comprador.

Na edição de hoje da LABACE Convention News (páginas 16-25), nós consideramos todas as novas aeronaves que estão se preparando para entrar em operação e incluímos tabelas detalhando o desempenho e informações de preço para aeronaves atuais.

Na nossa edição de Quarta-feira o conteúdo do guia do comprador irá incluir informações sobre os eletrônicos de cabine mais recentes e opções para completar o interior de sua cabine. Você pode encontrar o guia completo (2014 BJT Buyers’ Guide) no endereço: http://www.bjtonline.com/buyers-guide.

Nosso guia começa com uma lista de novos jatos sendo desenvolvidos em todas as categorias de tamanho. –C.A.

ExcluSIVE: From Business Jet Traveler

BUYERS’ GUIDE

Business aircraft buyers have plenty to choose from Buying a business aircraft is a complicated process with numerous factors to consider. Each year, AIN sister publication Business Jet Traveler publishes its annual Buyers’ Guide to provide all the key information and provide expert guidance. For LABACE visitors AIN is happy to provide a selection of key parts of this exclusive buyers’ guide. In today’s edition of LABACE Convention News (pages 16-25), we consider all the new business aircraft now being prepared to enter service and provide charts detailing performance and pricing information for current aircraft. In our Wednesday edition, the buyers’ guide will include information on the latest cabin electronics and options for completing your cabin interior. You can find the entire 2014 BJT Buyers’ Guide at www.bjtonline.com/buyers-guide.

Our guide begins with a summary of new jets under development across all size categories. –C.A.

Novos jatos executivos chegando para você

New business jets coming to you

por Mark Huber e Thierry Dubois

by Mark Huber and Thierry Dubois

Um olhar sobre os designs recentes feitos para entrar em operação durante os próximos anos.

A look at the newly designed models set to enter service during the next few years.

MONOMOTORES LEVES

Light Single-ENGINE

Cirrus Vision SF50: A Cirrus antecipa a certificação de seu esperado jato SF50 monomotor que havia ficado para o final de 2015. O primeiro protótipo voou em março e mais dois entrarão no programa de testes. As aeronaves de teste diferem apenas um pouco do protótipo não conforme, prova de conceito que a companhia tem voado desde 2008: possuem o nariz um pouco mais longo e loft de fuselagem mais alto que o modelo voando atualmente. O layout de assentos cinco-mais-dois é contido mas a Cirrus adicionou opções como radar de clima, uma “estação de alívio” e couro mais resistente. A empresa já está começando a acelerar a produção adicionando robôs de fábrica e um molde de fuselagem para toda o composto da aeronave. A Cirrus recebeu depósitos para mais de 500 destes jatos.

Flaris LAR 01: Sediada na Polônia, a recém-chegada da aviação revelou seu jato leve monomotor para cinco assentos no Paris Air Show no último verão e um protótipo deve voar ainda neste ano, seis meses após o cronograma de desenvolvimento inicial.

O atraente Flaris inclui portas para cabine de passageiros principal com dobradiças posteriores, reminiscente dos carros Lincoln Continental dos anos de 1960; asas e estabilizadores removíveis, um tanque de combustível na fuselagem, degelo elétrico e um paraquedas balístico dentro-do-nariz aeronave-completa.

Cirrus Vision SF50: Cirrus anticipates late 2015 certification for its long-delayed SF50 single-engine jet. It flew the first conforming prototype in March and will add two more to the flight-test program. The conforming test aircraft differ just a little from the non-conformal, proof-of-concept prototype the company has flown since 2008: they feature a slightly longer nose and higher fuselage loft than the model currently flying. The fiveplus-two seating layout is retained but Cirrus has added options such as weather radar, a “relief station” and upgraded leathers. The company already is beginning to gear up for production by adding factory robotics and a fuselage lay-up mold for the all-composite aircraft. Cirrus has received deposits for more than 500 of the jets.

Flaris LAR 01: The Poland-based aviation newcomer unveiled its five-seat, single-engine light jet at the Paris Air Show last summer and a prototype is expected to fly later this year, about six months behind the initial development schedule. The eye-catching Flaris features rear-hinged main cabin doors reminiscent of 1960s Lincoln Continental cars, detachable wings and stabilizers, a fuselage fuel tank, electric de-icing and an in-the-nose whole-aircraft ballistic parachute.

BIMOTOR LEVE HondaJet: O longo caminho da Honda até o mercado parece estar se aproximando do final com a certificação do seu bimotor leve sendo esperada ainda para este ano, após atrasos no desenvolvimento e replanejamento dos seus motores GE Honda HF120. A Honda alega que a aeronave tem de 15 a 20 por cento mais eficiência de combustível e maior velocidade que modelos rivais. O jato de cinco a seis passageiros será certificado para operações com um piloto. O HondaJet acopla uma fuselagem composta de fibra de carbono a asas metálicas, e o posicionamento dos motores em pylons sobre-as-asas significa maior volume na cabine de passageiros e espaço generoso para que estiquem as pernas.

Uma frota de aeronaves de teste (que parece quase idêntica ao protótipo que tem voado desde 2003) está acumulando horas.

Mais de 1.000 funcionários estão trabalhando no imenso campus de 83 acres em Greensboro, Carolina do Norte, que tem mais de 180.000 metros quadrados de área construída e deve produzir de 70 a 100 aeronaves por ano quando a produção estiver a todo vapor. A produção dos dois primeiro anos já está vendida.

TAMANHO MÉDIO LEVE Cessna Citation Latitude: Anunciado em 2011, o leve de tamanho médio Citation Latitude voou primeiro em fevereiro deste ano e está programado para entrar em operação no próximo ano. O Latitude é o primeiro Citation com piso plano (e não com corredor rebaixado), e a cabine de passageiros tem

CIRRUS VISION SJ50

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Continua na página 18 u

Light TWIN-ENGINE HondaJet: Honda’s lengthy path to market appears to be nearing an end with certification of its light twin now expected late this year, following delays in the development and redesign of its GE Honda HF120 engines. Honda claims the aircraft has 15 to 20 percent greater fuel efficiency and higher speed than competing models. The five- to six-passenger jet will be certified for single-pilot operation. The HondaJet mates a carbonfiber composite fuselage to metal wings, and the positioning of the engines on over-the-wing pylons means larger cabin volume and generous passenger legroom.

A fleet of conformal test aircraft (which look almost identical to the prototype that has been flying since 2003) is racking up hours. More than 1,000 employees are working at Honda’s massive 83-acre Greensboro, North Carolina campus, which has 600,000 square feet under roof and should be able to turn out 70 to 100 aircraft per year when production is fully ramped up. The first two years of production are already sold out.

Light MIDSIZE Cessna Citation Latitude: Announced in 2011, the light midsize Citation Latitude first flew in February this year and is slated to enter service next year. The Latitude is the first Citation with a flat floor (no dropped aisle), and the cabin is 27.5 feet long, 72 inches tall and 77 inches wide. The standard seating arrangement accommodates passengers with a forward, dualseat, side-facing divan, a clubfour grouping of single seats and two more single seats aft of that.

The Latitude features Garmin G5000 avionics and the wireless fiber-optic Clairity cabin-management system. The G5000 has three 14-inch LCD primary and multifunction displays and four

Continued on page 18 u

Novos jatos executivos ucontinuação da página 16

8,3 metros de comprimento, 182 centímetros de altura e 195 centímetros de largura. O arranjo padrão dos assentos acomoda passageiros com um divã lateral, com dois assentos, na parte da frente do avião, um grupo de quatro assentos colocados frente a frente e mais dois assentos avulsos após estes. O Latitude possui aviônica Garmin G5000 e o sistema de gerenciamento de cabine de passageiros sem fio por fibra ótica Clairity. O G5000 tem três mostradores primários e multifuncão de LCD de 14 polegadas e quatro painéis de controle por toque. Ele oferece as últimas novidades em equipamentos de segurança, incluindo visão sintética, gráficos eletrônicos e os gráficos de aeroporto da Garmin Safe Taxi. O sistema Clairity permite controle completamente sem fio das funções da cabine de passageiros. É compatível com eletrônicos pessoais.

Como seus predecessores, o Latitude tem boa capacidade em pistas curtas; ele poderá facilmente utilizar pistas com menos de 1.200 metros sob praticamente qualquer condição de carga.

450 Legacy da Embraer: o bimotor médio leve Legacy 450 da Embraer fez seu primeiro voo no último dezembro; a certificação é esperada para o fim do próximo ano ou início de 2016. Irmão mais curto do Legacy 500 tamanho médio, o 450 compartilha muitos de seus sistemas e características, incluindo motores, aviônica, fuselagem, diâmetro e controles de voo fly-by-wire. O sistema de pressurização da aeronave mantém a altitude da cabine a 6.000 pés na altitude máxima de cruzeiro do 450 que é 45.000 pés. A cabine de 206 metros cúbicos oferece assentos para sete a nove passageiros. O gerenciamento de cabine e IEF são cortesia do HD Ovation Select System, que permite controle de entretenimento, comunicações, luzes, temperatura, janela e mais através das unidades drink-rail-mounted, pelo controle remoto wireless portátil ou uma cozinha touchscreen. O sistema se integra com comunicação via satélite de alta velocidade e uma variedade de eletrônicos.

A cabine de commando oferece aviônica Rockwell Collins Pro Line Fusion. Os quatro grandes LCDs de matriz ativa no painel conectam os pilotos com a visão sinteticamente potencializada com um head-up display; gráficos eletrônicos, mapas, representações gráficas climáticas a partir de um sistema de radares meteorológicos intuitivos Multiscan que vê até 300 milhas adiante; e um sistema de gerenciamento de superfície de aeroporto que minimiza as chances de incidentes no solo. O Fusion pode futuramente acomodar tecnologias adicionais como reconhecimento de voz, orientação de superfície e transmissão de vigilância automática, o futuro do controle de tráfego aéreo.

Pilatus PC-24: Entrada dramática do Pilatus no Mercado de jatos no ano passado, o PC-24 combina a economia operacional do jato leve com capacidade e conforto de um jato tamanho médio super e está voltado para ofertas mais convencionais da Cessna e Embraer. Como o icônico PC-12 monomotor turbopropulsor, o PC-24 manteve uma porta pós carga e a capacidade de operar em campos sem melhorias ou pavimentos. Os novos motores Williams têm elementos únicos, incluindo impulso angular automático, bicos de vetorização de impulso passivo, modo de potência silenciosa no lugar de uma unidade de potência auxiliar para fornecer potência no solo, pré-refrigerador integral para condicionar o ar de purga e reduzir perda de atrito e motor com entrada para anti-gelo e redutor de ruído.

Inicialmente, o conjunto de aviônica personalizada apelidada de Pace -Pilatus Advanced Cockpit Environment–é baseada nos sistemas Primus Apex e Epic da Honeywell e inclui todas as mais recentes inovações. A volumosa cabine de passageiros proporciona mais espaço do que o Cessna XLS+ ou que o Phenom 300 da Embraer e tem piso plano, o que significa menos espaço para a cabeça no corredor. A aeronave terá sete opções de interiores para layouts que incluem executivo, transporte para o trabalho, combi e configurações de alteração rápida assim como opções para lavatório de serviço externo, tanto dianteiro com traseiro e cozinhas. O Pilatus aguarda o primeiro voo início do próximo ano e a certificação em 2017.

TAMANHO MÉDIO Bombardier Learjet 85: O novo transcontinental da Bombardier, modelo leve tamanho médio super todo composto fez seu primeiro voo em abril. Graças à construção composta, o 85 pesa apenas um terço a mais que o consideravelmente menor Learjet 60XR e precisa de apenas 20 por cento mais impulso, pode voar 495 milhas náuticas a mais com uma carga de combustível comparável e tem velocidade de cruzeiro um pouco maior.

Várias configurações estarão disponíveis, incluindo uma com oito assentos executivos avulsos em um layout de dois conjuntos frente a frente e um com seis assentos avulsos e um divã de três lugares. Os assentos avulsos ficam elevados a 30 polegadas e reclinam à posição completamente deitados. Este Learjet de pernas longas também inclui uma cozinha completa e um lavatório traseiro na cabine de passageiros. Como várias outras cabines contemporâneas, a do 85 incorpora janelas para cabine de passageiros maiores, com 12x16 polegadas cada, e revestimento de teto e paredes laterais mais monolíticos e simplificados. A Bombardier recorreu à Lufthansa Technik para fornecer o sistema de gerenciamento de cabine; à RockwellCollins para um sistema de

continua na página 20 u

CESSNA CITATION LATITUDE

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PILATUS PC-24

New business jets uContinued from page 16

the capability to operate from short, unpaved and unimproved fields. The new Williams engines have unique features, including automatic thrust reverse, passive thrust vectoring nozzles, quiet power mode in place of an auxiliary power unit to provide ground power, integral precooler to condition bleed air and reduce drag losses and an anti-ice and noisesuppressing engine inlet.

Up front, the customized avionics suite dubbed Pace–Pilatus Advanced Cockpit Environment–is based on the Honeywell Primus Apex and Epic systems and features all the latest advances.

The voluminous passenger cabin provides more overall space than either the Cessna XLS+ or the Embraer Phenom 300 and has a flat floor, which means less headroom in the aisle. The aircraft will come with seven interior alternatives for layouts that include executive, commuter, combi and quick-change configurations as well as options for an externally serviced lavatory, either forward or aft, and galleys. Pilatus expects first flight early next year and certification in 2017.

touchscreen control panels. It offers all the latest safety equipment, including synthetic vision, electronic charts and Garmin’s Safe Taxi airport charts. The Clairity system allows completely wireless control of cabin functions. It is compatible with personal devices.

Like its predecessors, the Latitude has good short-runway capability; it will easily be able to use runways shorter than 4,000 feet under almost any load condition.

Embraer’s Legacy 450: Embraer’s Legacy 450 medium light twinjet made its first flight last December; certification is expected late next year or early 2016. The shorter sibling of the Legacy 500 midsize, the 450 shares many of its systems and characteristics, including engines, avionics, fuselage diameter and fly-bywire flight controls. The aircraft pressurization system keeps cabin altitude at 6,000 feet at the 450’s maximum cruising altitude of 45,000 feet. The 678-cubicfoot cabin offers seating for seven to nine passengers. Cabin management and IFE MIDSIZE are courtesy of Honeywell’s HD Ovation Select system, which allows for conBombardier Learjet 85: Bombardier’s trol of entertainment, communications, new transcontinental, all-composite light lights, temperature, window shades and super-midsize model made its first flight more via drink-rail-mounted units, wire- in April. Thanks to composite construcless handheld remotes or a galley touch- tion, the 85 weighs only one third more screen. The system can interface with than the considerably smaller Learjet high-speed satellite communications and 60XR and needs just 20 percent more a variety of consumer electronics. thrust, can fly 495 nautical miles farther The cockpit offers Rockwell Collins on a comparable load of fuel and has a Pro Line Fusion avionics. The four large slightly higher top cruise speed. active-matrix LCDs in the panel connect Several configurations will be availthe pilots with synthetic enhanced vision able, including one with eight single with an optional head-up display; elec- executive seats in a double-club layout tronic charts, maps, graphical weather and one with six single seats and a threedepiction from an intuitive MultiScan place divan. The single seats are pitched weather radar system that sees up to at 30 inches and recline into full-berth300 miles out; and an airport surface- ing positions. This longer-legged Learjet management system that minimizes the also features a full galley and an aft cabin chances of ground mishaps. Fusion can lavatory. Like several other contempogrow to accommodate future technology rary cabins, the one in the 85 incorpoadd-ons such as voice recognition, sur- rates larger passenger cabin windows, face guidance and automatic dependent 12 by 16 inches each, and more monosurveillance-broadcast, the future of air lithic, streamlined headliners and sidetraffic control. walls. Bombardier has tapped Lufthansa Pilatus PC-24: Pilatus’s dramatic Technik to provide the cabin-manageentry into the jet market last year, the ment system; Rockwell Collins for a PC-24, combines light-jet operating eco- three-screen Pro Line Fusion avionics nomics with super-midsize-jet capabil- system with synthetic vision; and Pratt ities and comfort and is aimed at more & Whitney Canada for new PW307B conventional offerings from Cessna and turbofan engines.

Embraer. Like the company’s iconic Cessna Citation Longitude: The bigPC-12 single-engine turboprop, the gest Citation yet is a stretched and PC-24 retains an aft cargo door and Continued on page 20 u

It has been 25 years since we at Jet Support Services, Inc. opened our doors and became the business aviation industry’s first independent provider of hourly cost maintenance programs. Since that day, we have enrolled more than 10,000 engines, airframes and APUs on our broad offering of programs. Today, JSSI enhances resale value and provides cost predictability and world class service to owners and operators of over 340 makes and models of business jets, turboprops and helicopters. As we continue to expand our business, it is important for us not to lose sight of those who have supported us along the way and made our 25-year anniversary possible.

We want to thank Boise Cascade for being the initial customer to take that leap of faith to enroll on a JSSI program. It required foresight, an open mind and the willingness to take a chance on a new concept and a young company. We thank you, our loyal customers, who have entrusted us with your aircraft over the years. Thank you to the OEMs, who have worked hand-in-hand with us as we developed innovative programs like Tip-To-Tail®, the industry’s only single-source maintenance plan. And thank you to all of the maintenance providers that have worked alongside our technical advisors to deliver outstanding service.

All of this begs the question, “Where do we go from here?” Stay with us throughout this, our 25th anniversary year, and we’ll share some of our future plans. Because, thanks to you, even after 25 years, we’re just getting started.

Novos jatos executivos ucontinuação da página 18

aviônica de três telas Pro Line Fusion com visão sintética; e à Pratt & Whitney Canada para os novos motores turbo propulsores PW307B. Cessna Citation Longitude: O maior Citation até o momento é a variação alongada e com pernas longas do Citation Latitude.

Programado para entrar em operação em 2017, ele compartilha a aviônica do Latitude, sistema de gerenciamento de cabine, assentos, janelas e fuselagem cross-section, mas é 2,7 metros pés mais longo e usa a potência dos novos motores Silvrecrest, da Snecma. A Cessna selecionou o Garmin G500 pelo Longitude, empregando o mesmo “touch control” de três telas, a arquitetura de aviônica que a empresa está utilizando no Latidude.

No sistema de gerenciamento de cabine será utilizado equipamento Clairity.

A aeronave tem capacidade para oito passageiros numa cabine que inclui uma ampla cozinha dianteira e um lavatório traseiro com privada de descarga a vácuo. A cabine dianteira pode incluir um lavatório para a tripulação assim como um terceiro assento para tripulação/ comissário de bordo. Assim como o diâmetro de fuselagem interior do Latitude, o Longitude tem 72 polegadas de altura e 77 polegadas de largura. A configuração dianteira com quatro assentos frente a frente tem grande capacidade e os assentos executivos avulsos deitam completamente. Há espaço para mais um conjunto de quatro assentos frente a frente na cabine traseira ou um divã de três lugares certificado para decolagem e aterrissagem, de frente a um centro de entretenimento com monitor tela plana de tamanho grande.

O Longitude tem capacidade limitada, computadorizada fly-by-wire para controlar o leme, spoiler e freio (“brake-by-wire”).

Sua asa em flecha de 30 graus incorpora ripas inovadoras, winglets, ailerons centrifugais e cinco painéis de velocidade/freio/spoiler de cada lado. Tudo isso combinado para dar a cada aeronave boa capacidade em campos curtos sob a maioria das condições de carga.

Embraer Legacy 500: Este é o maior companheiro para o Legacy 450. A entrada em operação é esperada para ainda este ano.

Comparado ao 450, a fuselagem do 500 é 1,8 metros mais longa, e a variação com as reservas IFR aumentam para 2.800 milhas náuticas com oito passageiros. O 500 leva até 12 passageiros numa cabine que é quase tamanho médio super, medindo oito metros de comprimento, dois metros de largura e 1,8 metros de altura.

Os clientes podem escolher entre uma cozinha dianteira ampla e bem posicionada em frente a um depósito ou um assento avulso virado para a lateral ideal para atendimento de cabine. Ou podem ter um divã de dois lugares virado para a lateral em frente a um pequeno

centro de bebidas. A cozinha molhada inclui água quente e fria, quatro galões de água potável, depósito para cristais e gaveta de gelo, compartimento para porcelana e prataria, tomadas 110V e um monitor de vídeo opcional e máquina de café expresso. Os passageiros poderão trazer mais bagagem, skis e tacos de golfe do que poderiam fazer caber em qualquer outro jato de tamanho médio ou super médio: o 500 oferece 45 metros cúbicos de espaço para bagagem - 2,8 m no compartimento externo e outros 10 m no armário que pode ser acessado pelo lavatório.

GRANDE Dassault Falcon 5X: A Dassault lançou seu muito esperado jato bimotor grande no ano passado e espera que entre em operação em 2017. O 5X inclui diâmetro de fuselagem expandido em quase 2,7 metros–o mais largo até hoje para um Falcon–e mais controles fly-by wire, novos motores Snecma Silvercrest e avançadas superfícies de controle de voo nas asas.

Tem alcance de 5.200 milhas náuticas com oito passageiros. A Dassault alega que tem 50 por cento mais capacidade de aproveitamento do combustível do que aeronaves atuais comparáveis numa missão de 1.500 milhas náuticas.

Dassault Falcon 8X: A Dassault Aviation revelou seu trijato Falcon 8X, um significativo passo à frente do popular 7X. Uma cabine mais longa oferece maiores possibilidades de layout, incluindo a opção de instalar um amplo lavatório traseiro com ducha e uma área de repouso para a tripulação na área dianteira e ainda ter espaço para uma cabine com três ambientes no meio. O 8X ainda oferece maior alcance–6.450 milhas náuticas.

LEARJET 85

New business jets uContinued from page 18

longer-legged variant of the Citation Latitude. Scheduled to enter service in 2017, it shares the Latitude’s avionics, cabinmanagement system, seats, windows and fuselage cross-section, but is nine feet longer and turns to Snecma’s new Silvercrest engines for power. Cessna has selected the Garmin G5000 for the Longitude, employing the same three-screen “touch control” avionics architecture that the company is using on the Latitude. The cabin-management system will build on the Clairity equipment.

The aircraft seats eight passengers in a cabin featuring a large forward galley and an aft lavatory with vacuum-flushing toilet. The forward cabin may include a crew lavatory as well as a third crew/ flight-attendant seat. Like the Latitude’s

DASSAULT FALCON 5X De Los Angeles, Pequim está dentro da área de alcance. De Nova Iorque, o 8X pode viajar sem parar até Dubai. O primeiro voo está planejado para o início do próximo ano, com as entregas começando na segunda metade de 2016. O modelo está programado para ser vendido por 10 por cento a mais que o 7X, o que colocaria o preço em torno de $58 milhões de dólares. Os custos operacionais direo tos são estimados em $4.075 por hora.

EMBRAER LEGACY 450

20 LABACE Convention News • August 12, 2014 • www.ainonline.com

interior cross-section, the Longitude’s is 72 inches tall and 77 inches wide. The forward club-four configuration is capacious and the single executive seats are full berthing. There is room for another club-four in the aft cabin or a three-place divan, certified for takeoff and landing, opposite an entertainment center with large flat-screen monitor.

The Longitude has limited, computerized fly-by-wire capabilities for controlling the rudder, spoilers and brakes (“brake-by-wire”). Its 30-degree swept wing incorporates leading-edge slats, winglets, centrifugal ailerons and five speed-brake/spoiler panels per side. All this combines to give the aircraft good short-field capabilities under most load conditions.

Embraer Legacy 500: This is the larger companion to the Legacy 450. Entry into service is expected later this year. Compared with the 450, the 500’s fuselage

is six feet longer, and range with IFR reserves increases to 2,800 nautical miles with eight passengers. The 500 will carry up to 12 passengers in a cabin that is near super-midsize, measuring 26 feet, 10 inches long; six feet, 10 inches wide; and six feet tall.

Customers can choose between a large, well-appointed forward galley and opposite storage or a single, side-facing seat ideal for a cabin attendant. Or they can have a side-facing, two-place divan opposite a small refreshment center. The wet galley features hot and cold water, four gallons of potable water, crystal storage and an ice drawer, compartments for china and silverware, 110V power outlet and optional video monitor and espresso maker. Passengers will be able to bring more luggage, skis and golf clubs than they could fit in almost any other midsize or super-midsize jet: the 500 offers 150 cubic feet of baggage space–110 in the external compartment and another 40 in the closet that can be accessed through the lavatory.

LARGE Dassault Falcon 5X: Dassault launched its long-anticipated large twinjet last year and expects it to enter service in 2017. The 5X features an expanded fuselage diameter of nearly 8.9 feet–the widest ever for a Falcon–plus fly-by-wire controls, new Snecma Silvercrest engines and advanced flight-control surfaces on the wings. It has a range of 5,200 nautical miles with eight passengers. Dassault claims that it is 50 percent more fuel efficient than current, comparable aircraft on a 1,500-nauticalmile mission.

Dassault Falcon 8X: Dassault Aviation has unveiled its Falcon 8X trijet, a significant step up from the popular 7X. A longer cabin offers more layout possibilities, including the option to install a large aft lavatory with a shower and a crew rest area in the front section and still have a comfortable three-lounge cabin in between. The 8X also offers greater range–6,450 nautical miles. From Los Angeles, Beijing is within reach.

From New York, the 8X can travel nonstop to Dubai. The first flight is planned for early next year, with deliveries beginning in the second half of 2016. The model will reportedly sell for about 10 percent more than the 7X, which would put the price in the neighborhood of $58 million. Direct operating costs are estimated at $4,075 per hour. o

A AERONAVE QUE OPERA EM QUALQUER LUGAR. Aonde o Pilatus PC-12 NG se encaixa em seu departamento de voo? Em qualquer lugar que precise. Sua economia é convincente e a performance vai além da versatilidade. Com custos de aquisição e operacionais consideravelmente mais baixos que seus concorrentes biturbina, você terá velocidade, alcance, cabine para nove passageiros e a vantagem de operar em pistas curtas e não pavimentadas, transformando suas preocupações em soluções.

Pilatus Business Aircraft Ltd • +1.303.465.9099 • www.pilatus-aircraft.com

Exclusivo:

JETS | JATOS

De Business Jet Traveler

Guia do Comprador

Guia de aeronaves Dados a respeito de centenas de jato e turbo propulsores* Assim que seu primeiro proprietário decola do centro de entregas do fabricante, um novo avião tecnicamente se torna usado (ou seminovo). Por várias razões, porém, 10 anos após a data final da produção de uma aeronave é geralmente considerado o marco que separa as aeronaves mais “novas” sendo utilizadas das mais “velhas”.

Decidindo quais aeronaves cobrir, nós passamos bem longe dessa marca dos 10 anos para fornecer informações sobre todos os aviões executivos fabricados desde 1997. Isso significa que a nossa lista inclui alguns modelos anteriores àquele ano, desde que ainda fossem produzidos em 1997. Via de regra, o fato de uma aeronave ser produzida por um longo período de tempo, é um indicativo de sucesso.

Não listamos modelos novos que, até o fechamento da edição, não haviam recebido certificação final. o *Para uma versão online de todos os dados das aeronaves, incluindo helicópteros, vá para www.ainonline.com/labace14/aircraft_guide.

ExcluSIVE: De Business Jet Traveler

BUYERS’ GUIDE

Aircraft Guide Data about hundreds of jets and turboprops* As soon as its first owner departs from the manufacturer’s delivery center, a new airplane technically becomes used (or preowned). For various reasons, however, 10 years after an aircraft’s final production date is generally considered the ­milestone separating “newer” used business aircraft from “older” ones.

In deciding which ­ aircraft to cover, we went well past this 10-year mark to p ­rovide ­information on all business airplanes manufactured since 1997.

This means our list includes some models manufactured before that year, as long as they were still being produced as recently as 1997. As a rule, a long production run is indicative of a successful aircraft.

We have not listed new models that, at press time, had yet to receive final certification. o * For an online version of all aircraft data go to www.ainonline.com/labace14/aircraft_guide

Preços ($ milhões):

Assentos:

Prices ($ millions):

Nome da Aeronave Aircraft Name

Número do Modelo Model Number

Novo New

Usado (mínimo)

Usado (máximo)

Used (min) Used (max)

Cabine:

Seats:

Cabin:

Passageiros Passageiros (padrão) (máximo) Passengers (typical)

Volume (met-

Pilotos Passengers ros cúbicos) (max) Pilots (typical) Volume (M3)

Largura (metros)

Peso máx. na decolagem (quilos)

Width (M)

Altura (metros)

Height (M)

Comprimento (metros) Length (M)

Max Takeoff Weight

Airbus A318 Elite ACJ319 (ACJ) ACJ320 ACJ321 ACJ340

A318-112 A319-133 A320-100 A321-200 A340-200

$72.0 $87.0 $95.0 $110.0 $255.0

$21.3 $18.1 $12.1 $20.3 $25.4

$67.0 $82.0 $90.0 $105.0 $230.0

19 19 19 19 19

132 156 179 220 420

2 2 2 2 2

150.08 167.07 193.26 242.02 0.00

3.68 3.68 3.68 3.68 5.28

2.23 2.23 2.23 2.23 2.41

21.62 24.00 27.74 34.67 50.80

65,999 76,498 77,013 88,999 258,044

Beechjet 400A Hawker 4000 Hawker 400XP Hawker 400XP Hawker 750 Hawker 800XP Hawker 800XP Hawker 800XP Hawker 850XP Hawker 900XP Premier I Premier IA

$6.7 $22.9 $7.8 N/A $13.3 $13.2 $13.2 N/A $14.1 $16.1 $5.7 $7.1

$0.6 $6.0 $1.5 $2.9 $5.4 $2.0 $4.2 $5.8 $4.9 $6.5 $1.1 $1.8

$1.4 $9.0 $3.7 $3.7 $8.5 $4.2 $4.2 $8.0 $6.4 $12.0 $1.5 $5.7

7 8 8 8 8 8 8 8 8 8 6 6

9 14 9 9 15 15 15 15 15 15 7 7

2 2 2 2 2 2 2 2 2 2 2 2

8.64 21.58 8.64 8.64 17.10 17.10 17.10 17.10 17.10 17.10 8.92 8.92

1.49 1.97 1.49 1.49 1.83 1.83 1.83 1.83 1.83 1.83 1.68 1.68

1.46 1.83 1.46 1.46 1.75 1.75 1.75 1.75 1.75 1.75 1.65 1.65

4.75 7.62 4.75 4.75 6.49 6.49 6.49 6.49 6.49 6.49 4.15 4.15

7,303 17,917 7,394 7,394 12,247 12,428 12,701 12,701 12,701 12,701 5,670 5,670

B737-700IGW B737-800 B737-900ER

$71.4 $88.8 $96.5

$68.0 $82.0 $93.0

$68.0 $82.0 $93.0

19 19 19

149 189 215

2 2 2

152.63 189.58 206.43

3.51 3.51 3.51

2.13 2.13 2.13

24.14 30.02 32.69

77,564 79,016 85,139

BD-100-1A10 BD-100-1A10 CL-600-2B16 CL-600-2B16 CL-600-2B19 BD-700-1A11 BD-700-1A10 BD-700-1A10 BD-700-1A10 LJ 31 LJ 40 LJ 40XR LJ 45 LJ 45XR LJ 60 LJ 60XR LJ 70 LJ 75

$24.9 $25.9 $26.8 $31.0 $32.0 $49.0 $60.5 $45.5 $58.5 $6.5 $8.0 $10.8 $10.3 $13.2 $12.6 $14.7 $11.3 $13.8

$10.8 N/A $5.9 $15.8 $15.0 $22.5 $52.0 $17.5 $29.0 $0.9 $2.5 $3.1 $2.4 $3.8 $1.9 $5.5 N/A N/A

$22.0 N/A $13.1 $27.0 $25.0 $45.0 $56.0 $26.0 $49.0 $1.9 $3.4 $9.5 $4.5 $10.5 $3.4 $12.0 N/A N/A

8 8 10 10 15 13 13 13 13 6 6 6 8 8 7 7 7 8

16 16 19 19 19 19 2 10 19 10 7 7 9 9 10 10 10 10

2 2 2 2 2 2 N/A 2 2 2 2 2 2 2 2 2 2 2

24.35 24.35 32.56 32.56 56.35 57.26 60.60 60.60 60.60 7.67 10.42 10.28 11.61 11.61 12.83 12.83 10.45 11.75

2.19 2.19 2.49 2.49 2.49 2.49 2.49 2.49 2.49 1.51 1.56 1.56 1.56 1.56 1.80 1.80 1.56 1.56

1.85 1.85 1.85 1.85 1.85 1.91 1.91 1.91 1.91 1.33 1.50 1.50 1.50 1.50 1.74 1.74 1.50 1.50

8.72 8.72 8.66 8.66 14.76 12.94 14.74 14.74 14.74 3.93 5.39 5.39 6.02 6.02 5.39 5.39 5.39 6.02

17,622 18,416 21,863 21,863 24,040 41,957 45,132 43,091 44,452 7,802 9,231 9,525 9,299 9,752 10,659 10,659 9,752 9,752

CE-550B CE-525 CE-525 CE-525A CE-525A CE-525B CE-525C CE-560 CE-560 CE-560XL CE-525 CE-510 CE-525 CE-680 CE-680 CE-560 CE-650 CE-750 CE-560XL CE-560XL CE-750

$6.2 $4.1 $5.2 $5.7 $7.2 $8.3 $9.3 $8.1 $9.2 $10.3 $3.7 $3.4 $4.5 $17.8 $18.2 $7.4 $11.4 $23.1 $11.3 $13.1 $23.1

$1.6 $1.5 $2.4 $2.5 $3.4 $4.1 $6.8 $2.7 $4.3 $2.5 $0.9 $1.8 N/A $7.5 N/A $1.5 $1.6 $4.3 $4.5 $7.4 N/A

$3.0 $2.0 $4.5 $3.1 $6.4 $7.2 $8.2 $4.0 $5.5 $4.1 $1.4 $2.8 N/A $15.7 N/A $2.0 $2.9 $20.0 $6.4 $11.5 N/A

7 5 5 6 6 6 7 7 7 7 5 4 7 9 9 7 7 8 8 8 8

11 6 6 8 8 8 9 11 11 12 6 5 6 12 12 11 13 12 12 12 12

2 2 2 2 2 2 2 2 2 2 2 1 2 2 2 2 2 2 2 2 2

7.87 5.61 5.61 7.02 7.02 8.01 8.81 8.69 8.69 13.05 5.27 4.08 5.61 17.56 17.56 8.27 12.40 16.79 13.05 13.05 17.56

1.46 1.47 1.47 1.47 1.47 1.47 1.47 1.47 1.47 1.68 1.47 1.40 1.47 1.68 1.68 1.47 1.68 1.68 1.68 1.68 1.68

1.43 1.45 1.45 1.45 1.45 1.45 1.45 1.45 1.45 1.74 1.46 1.37 1.45 1.74 1.74 1.46 1.74 1.74 1.74 1.74 1.74

4.80 3.35 3.35 4.14 4.14 4.78 5.27 5.28 5.28 5.64 3.35 2.99 3.35 7.70 7.70 5.28 5.61 7.29 5.64 5.64 7.68

6,713 4,808 4,853 5,613 5,670 6,291 7,761 7,543 7,634 9,072 4,717 3,921 4,899 13,744 13,950 7,394 10,433 16,375 9,163 9,163 16,601

Falcon 2000 Falcon 2000EX Falcon 2000EX Falcon 2000EX

$24.6 $29.5 $30.2 $32.4

$5.6 $15.0 $14.3 $17.7

$11.8 $18.5 $19.5 $28.0

8 8 8 8

19 19 19 19

2 2 2 2

29.00 29.00 29.00 29.00

2.35 2.35 2.35 2.35

1.89 1.89 1.89 1.89

9.45 9.45 9.45 9.45

16,239 18,597 19,142 19,142

Falcon 2000LXS

Falcon 2000EX

$33.0

N/A

N/A

8

19

2

29.00

2.35

1.89

9.45

19,142

Falcon 2000S

Falcon 2000S

$27.1

N/A

N/A

8

N/A

2

29.00

2.35

1.89

9.45

18,597

Beechcraft* Beechjet 400A Hawker 4000 Hawker 400XP Hawker 400XPR Hawker 750 Hawker 800XP Hawker 800XPi Hawker 800XPR Hawker 850XP Hawker 900XP Premier I Premier IA

Boeing BBJ BBJ 2 BBJ 3

Bombardier Challenger 300 Challenger 350 Challenger 604 Challenger 605 Challenger 850 Global 5000 Global 6000 Global Express Global Express XRS Learjet 31A Learjet 40 Learjet 40XR Learjet 45 Learjet 45XR Learjet 60 Learjet 60XR Learjet 70 Learjet 75

Cessna Aircraft* Citation Bravo Citation CJ1 Citation CJ1+ Citation CJ2 Citation CJ2+ Citation CJ3 Citation CJ4 Citation Encore Citation Encore+ Citation Excel Citation Jet Citation Mustang Citation M2 Citation Sovereign Citation Sovereign+ Citation Ultra Citation VII Citation X Citation XLS Citation XLS+ New Citation X

Dassault Falcon 2000 Falcon 2000DX Falcon 2000EX EASy Falcon 2000LX

Falcon 50EX

Mystère-Falcon 50

$21.4

$5.0

$8.8

9

19

2

19.82

1.86

1.80

7.16

18,008

Falcon 7X

Falcon 7X

$52.3

$34.0

$47.0

12

19

2

43.95

2.35

1.89

11.92

31,751

Falcon 900B

Mystère-Falcon 900

$26.2

$5.2

$13.0

12

19

2

35.79

2.35

1.89

10.12

20,638

Source: Conklin & de Decker. *Textron acquired Beechcraft in March 2014, merging it with Cessna Aircraft to create Textron Aviation.

N/A = not available Bombardier Global 6000

Boeing BBJ

Cessna Citation Mustang

22 LABACE Convention News • August 12, 2014 • www.ainonline.com

Dassault Falcon 7X

Alcance Específico (quilômetros por quilos): Capacidade de combustível (litros)

Carga Máx./ combustível cheio Alcance (quilos) (quilômetros)

Specific Range

Em percurso de Longo Alcance

Em percurso de Alta Velocidade

Alta Velocidade de Cruzeiro (quilômetros por hora)

Produção: Teto de serviço (metros)

Production

High-Speed Cruise (Km/hr)

Service Ceiling (M)

BFL (Mtow)

Landing Distance (M) Service

Year Started

0.088 0.081 0.081 N/A N/A

N/A 900 900 865 N/A

12,497 12,497 11,887 11,887 12,497

N/A 2,057 N/A 2,341 N/A

N/A 1,219 N/A 1,577 N/A

2005 1998 1989 1997 1992

0.453 0.27 0.441 0.558 0.331 0.333 0.333 0.358 0.344 0.358 0.557 0.557

0.386 0.254 0.359 0.478 0.245 0.268 0.245 0.256 0.245 0.256 0.375 0.375

848 906 833 833 828 819 832 837 837 837 854 841

13,244 12,497 13,244 13,716 11,887 11,887 11,887 12,497 11,887 12,497 12,497 12,497

1,402 1,664 1,402 1,228 1,494 1,920 1,719 1,603 1,719 1,603 1,417 1,417

1,549 1,333 1,532 1,596 1,159 1,154 1,159 1,160 1,161 1,160 1,587 1,587

1990 2008 2004 1986 2008 1995 2005 1995 2006 2007 2001 2006

11,373 10,453 8,871

0.096 0.09 0.082

0.084 0.082 0.075

900 876 876

11,278 11,278 10,668

1,872 2,198 2,210

1,170 1,255 1,250

501 816 573 589 162 1,329 1,272 813 1,092 850 684 562 362 709 484 428 895 816

5,676 5,926 6,956 6,956 4,549 9,630 10,908 11,001 11,214 2,243 2,913 3,293 2,635 3,121 4,048 3,785 3,556 3,517

0.292 N/A 0.23 0.24 0.207 0.164 0.164 0.166 0.159 0.494 0.457 0.451 0.449 0.438 0.379 0.375 0.455 0.451

0.261 N/A 0.198 0.193 0.193 0.142 0.142 0.146 0.133 0.408 0.372 0.419 0.371 0.418 0.333 0.345 0.419 0.419

882 882 904 904 850 946 946 935 946 856 861 861 861 861 861 861 861 861

13,411 13,411 11,430 11,659 11,509 13,594 12,924 13,106 12,924 14,082 13,716 13,777 13,716 13,625 12,924 12,924 13,777 13,625

1,466 1,479 1,757 1,780 1,922 1,689 1,974 1,881 1,881 1,158 1,320 1,426 1,326 1,536 1,661 1,661 1,327 1,349

2,188 1,461 1,461 1,784 1,783 2,136 2,644 2,449 2,449 3,057 1,461 1,170 1,501 5,091 5,166 2,618 3,325 5,865 3,057 3,057 5,865

363 195 247 303 324 352 477 411 531 435 150 272 227 534 692 353 735 655 390 390 683

2,389 1,435 1,658 1,991 2,211 2,545 3,087 2,611 2,767 2,684 1,389 1,330 1,422 4,852 5,556 2,332 3,135 5,352 2,850 2,830 5,980

0.563 0.563 0.606 0.596 0.603 0.567 0.486 0.468 0.471 0.405 0.604 0.638 0.633 0.332 0.339 0.448 0.372 0.312 0.411 0.41 0.329

0.352 0.457 0.446 0.381 0.377 0.346 0.311 0.319 0.322 0.313 0.461 0.557 0.422 0.256 0.254 0.295 0.297 0.23 0.349 0.349 0.222

750 706 720 765 765 772 841 796 796 802 698 630 737 850 850 741 837 972 802 815 976

13,106 12,497 12,497 13,716 13,716 13,716 13,716 13,716 13,716 13,411 12,497 12,497 12,497 13,106 13,716 13,716 13,106 13,106 13,716 13,716 13,716

5,513 6,622 7,557 7,557

497 1,547 1,157 590

5,262 6,256 7,182 7,069

0.318 0.277 0.282 0.292

0.237 0.205 0.205 0.21

880 893 893 893

Fuel Capacity (liters)

Max Payload (full fuel)

Range (Km)

At Long-Range Cruise

20,757 32,627 23,963 23,746 112,923

3,134 776 9,125 16,357 16,181

7,038 11,297 9,167 8,501 12,964

0.105 0.095 0.095 N/A N/A

2,228 6,622 2,228 2,228 3,856 4,536 4,536 4,536 4,536 4,536 1,638 1,665

215 635 274 312 998 689 794 735 812 735 188 145

2,185 6,080 2,185 2,302 3,797 4,426 4,574 5,062 4,676 5,062 1,574 1,574

32,539 31,743 28,579

2,142 1,188 496

6,371 6,371 9,004 9,005 8,289 17,671 20,283 19,576 20,249 1,871 2,438 2,750 2,750 2,750 3,588 3,588 2,750 2,750

At High-Speed Cruise

(Mtow)

Ano Início

Ano Encerramento Year Ended

In In In In

Number Built

Nome da Aeronave Aircraft Name

18 71 N/A N/A 13

A318 Elite ACJ319 (ACJ) ACJ320 ACJ321 ACJ340

2003 2012 2010 2003 2012 2005 2005 2005 2009 2012 2005 2012

351 79 252 N/A 49 474 N/A N/A 121 196 133 165

Beechjet 400A Hawker 4000 Hawker 400XP Hawker 400XPR Hawker 750 Hawker 800XP Hawker 800XPi Hawker 800XPR Hawker 850XP Hawker 900XP Premier I Premier IA

1998 2001 2006

In Production In Production In Production

118 17 4

BBJ BBJ 2 BBJ 3

1,168 1,173 1,168 1,168 1,256 1,118 1,118 1,118 1,118 1,280 1,229 1,237 1,238 1,251 1,587 1,621 1,351 1,351

2003 2014 1996 2007 2006 2004 2011 1999 2005 1991 2004 2005 1998 2003 1993 2006 2013 2013

In Production In Production 2007 In Production In Production In Production In Production 2005 2012 2003 2007 In Production 2007 In Production 2003 2012 In Production In Production

451 N/A 366 275 74 146 162 148 171 209 40 94 249 211 316 114 6 10

Challenger 300 Challenger 350 Challenger 604 Challenger 605 Challenger 850 Global 5000 Global 6000 Global Express Global Express XRS Learjet 31A Learjet 40 Learjet 40XR Learjet 45 Learjet 45XR Learjet 60 Learjet 60XR Learjet 70 Learjet 75

1,268 1,286 1,216 1,164 1,161 1,049 1,067 1,195 1,195 1,237 1,222 1,030 1,143 1,161 1,164 1,070 1,576 1,670 1,192 1,192 1,622

1,309 1,343 1,260 1,411 1,416 1,281 1,212 1,279 1,275 1,499 1,321 1,123 1,366 1,179 1,194 1,168 1,372 1,430 1,444 1,444 1,433

1997 2000 2005 2000 2005 2004 2010 2000 2006 1998 1993 2006 2014 2004 2013 1994 1992 1996 2004 2008 2013

2006 2005 2011 2006 Production Production Production 2006 2011 2004 1999 Production Production 2013 Production 1999 2000 Production 2008 Production Production

337 199 103 243 225 413 150 169 66 373 359 442 36 373 N/A 279 119 321 331 119 N/A

Citation Bravo Citation CJ1 Citation CJ1+ Citation CJ2 Citation CJ2+ Citation CJ3 Citation CJ4 Citation Encore Citation Encore+ Citation Excel Citation Jet Citation Mustang Citation M2 Citation Sovereign Citation Sovereign+ Citation Ultra Citation VII Citation X Citation XLS Citation XLS+ New Citation X

13,564 13,106 13,106 13,106

1,658 1,615 1,702 1,783

1,321 1,321 1,321 1,356

1995 2007 2004 2007

2007 2011 2009 In Production

231 4 136 126

Falcon 2000 Falcon 2000DX Falcon 2000EX EASy Falcon 2000LX

In In In

In In In

In In In

Production Production Production Production 2011

Número Inscrito

7,557

590

7,069

0.292

0.21

893

13,106

1,783

1,356

2013

In Production

9

Falcon 2000LXS

6,622

839

6,691

0.292

0.21

893

13,716

1,418

1,356

2013

In Production

17

Falcon 2000S

7,040

966

5,969

0.263

0.19

889

12,771

1,524

1,067

1997

2007

100

Falcon 50EX

14,488

753

10,167

0.206

0.155

889

12,607

1,707

1,092

2007

In Production

223

Falcon 7X

8,693

572

6,389

0.233

0.199

926

12,070

1,568

1,107

1986

2000

149

Falcon 900B continued on next page

Falcon 2000S

Gulfstream G280

HondaJet

Eclipse 550

Emivest SJ30

www.ainonline.com • August 12, 2014 • LABACE Convention News 23

ESPECIFICAÇÕES GERAIS

JATOS | JETS Preços ($ milhões):

Assentos:

Prices ($ millions):

PREÇOS DE USADOS Preços de venda de aviões e de alguns helicópteros são baseados na mais recente edição do Aircraft Bluebook Price Digest (lista oficial de resumo de preços de aeronaves). Dados adicionais com relação a preços de helicópteros vêm dos avaliadores de helicópteros HeliValues.

ASSENTO DE PASSAGEIRO PILOTO A típica organização de assentos na aeronave não é o máximo de assentos certificado. Os números podem variar para diferentes operações (corporativa, comercial, SEM, etc.). O número máximo de passageiros é como está certificado. O assento do piloto é padrão (ou seja, dois pilotos podem ser indicados mesmo se a aeronave for certificada para apenas um piloto).

DIMENSÕES DE CABINE Volume de cabine é o volume interior, com o revestimento de teto no lugar, sem assentos ou qualquer mobília. Largura da cabine, altura e comprimento são baseados no interior completo.

Largura e altura são o máximo dentro deste espaço de cabine.

Em aeronaves de “classe de cabine”, o comprimento é medido a partir do divisor da cabine de comando até a antepara de pressurização posterior (ou antepara posterior de cabine, se for despressurizada). Para aeronaves de cabine pequena, a distância é da barreira da cabine de comando até a antepara posterior.

PESOS O peso máximo durante a decolagem (mtow, na sigla em inglês) é especificada durante a certificação da aeronave. A capacidade de combustível é em galões com base em 6,7 libras por galão (combustível de jato). A máxima carga com tanque de combustível cheio é igual à carga útil menos combustível útil. A carga útil é baseada no peso máximo de rampa menos o peso operacional básico.

INICIOU/ENCERROU A PRODUÇÃO Ano da primeira entrega até o ano do número de série da última entrega.

NÚMERO INSCRITO Quantidade total produzida, que pode incluir aeronaves convertidas.

Número do Modelo

Novo

Falcon 900C Falcon 900DX Falcon 900EX EASy Falcon 900LX

Mystère-Falcon 900 Falcon 900EX Falcon 900EX Falcon 900EX

$31.6 $38.0 $41.4 $42.2

$10.0 $16.5 $19.8 $31.0

EA 500 EA 500

N/A $2.9

EMB-135BJ EMB-135BJ ERJ-190-100 ECJ EMB-500 EMB-505

Model Number

New

Cabin:

Passageiros Passageiros Usado Usado (padrão) (máximo) Pilotos Volume (met- Largura (mínimo) (máximo) Passengers Passengers Pilots (typi- ros cúbicos) (metros)

Nome da Aeronave Aircraft Name

Cabine:

Seats:

Used (min) Used (max)

(typical)

(max)

cal)

$16.0 $22.0 $29.0 $37.0

12 12 12 12

19 19 19 19

2 2 2 2

35.79 35.79 35.79 35.79

2.35 2.35 2.35 2.35

$0.7 N/A

$0.8 N/A

3 3

4 4

1 1

4.53 4.53

$26.0 $31.6 $53.0 $4.1 $8.8

$8.7 $22.0 $40.0 $2.4 $6.9

$22.0 $26.0 $46.0 $3.6 $8.4

13 13 19 5 7

19 19 19 6 9

2 2 2 1 2

GIV GV Gulfstream 100 G150 1126 G280 GIV GIV-X GIV GIV-X GV-SP GV-SP G650

$32.8 $43.1 $12.1 $15.7 $23.3 $24.0 $25.5 $36.0 $32.5 $41.0 $50.5 $58.5 $64.5

$7.5 $16.0 $3.1 $6.8 $5.2 $21.0 $11.0 $14.0 $15.0 $18.0 $22.0 $29.0 $62.0

$13.0 $24.0 $4.3 $13.0 $14.0 $21.0 $12.0 $29.0 $16.0 $35.0 $40.0 $49.0 $62.0

13 13 7 7 8 8 13 14 13 14 18 18 18

19 19 9 8 18 N/A 19 19 19 19 19 19 19

Falcon 2000

$24.6

$5.6

$11.8

8

Beechjet 400A Beechjet 400A

N/A $5.0

$3.6 $5.0

$4.8 $5.0

SL30-2

$7.3

$2.0

$3.0

Peso máx. na Capacidade de decolagem combustível (quilos) (litros) Altura Comprimento Max Takeoff Fuel Capacity (metros) (metros)

Volume (M3) Width (M) Height (M)

Length (M)

Weight

(liters)

1.89 1.89 1.89 1.89

10.12 10.12 10.12 10.12

20,638 21,183 22,226 22,226

8,693 8,541 9,525 9,525

1.42 1.42

1.27 1.27

2.32 2.32

2,722 2,722

770 770

46.72 46.72 115.67 5.89 9.20

2.10 2.10 2.68 1.55 1.55

1.83 1.83 2.00 1.50 1.50

15.18 15.18 25.70 3.35 5.23

22,500 24,300 54,500 4,750 8,150

8,242 9,344 21,871 1,272 2,428

2 2 2 2 2 2 2 2 2 2 2 2 2

43.18 47.26 10.62 13.17 24.58 26.48 43.18 43.18 43.18 43.18 47.26 47.26 67.20

2.23 2.23 1.45 1.75 2.19 2.19 2.23 2.23 2.23 2.23 2.23 2.23 2.59

1.89 1.89 1.71 1.75 1.91 1.91 1.89 1.89 1.89 1.89 1.89 1.89 1.95

13.75 15.27 5.21 5.39 7.47 9.83 13.75 13.75 13.75 13.75 15.27 15.27 16.34

33,838 41,050 11,181 11,839 16,080 17,962 32,659 32,160 33,838 33,838 38,601 41,277 45,178

13,282 18,597 4,248 4,672 6,804 6,622 12,111 11,706 13,282 13,282 15,849 18,597 20,049

19

2

N/A

1.52

1.51

3.66

4,519

N/A

7 7

9 9

2 2

8.64 8.64

1.49 1.49

1.46 1.46

4.75 4.75

7,394 7,394

2,228 2,228

5

6

2

5.41

1.43

1.31

3.81

6,328

2,200

Eclipse Aerospace Eclipse 500 Eclipse 550

Embraer Legacy 600 Legacy 650 Lineage 1000 Phenom 100 Phenom 300

Gulfstream GIV-SP GV G100 G150 G200 G280 G300 G350 G400 G450 G500 G550 G650

Honda Aircraft Falcon 2000

Nextant Aerospace Nextant 400XT Nextant 400XTi

SyberJet SJ30

TURBO PROPULSORES | TURBOPROPS Número do Modelo

Nome da Aeronave Aircraft Name

Preços ($ milhões):

Assentos:

Prices ($ millions):

Peso máx. na Capacidade de decolagem combustível (quilos) (litros)

Cabine:

Seats: Passengers (max)

Pilots (typical)

Cabin:

Length (M)

Max Takeoff Weight

Fuel Capacity (liters)

0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13

0.47 0.54 0.54 0.54 0.55 0.47 0.47 0.35 0.35 0.35 0.35

5,670 6,804 7,484 6,804 7,484 5,670 5,670 4,581 4,581 4,581 4,756

1,653 1,638 2,355 1,638 2,355 1,653 1,653 1,167 1,167 1,167 1,167

1.37 1.37 1.37

1.62 1.62 1.62

3.90 5.00 4.82

3,629 3,969 3,995

1,009 1,009 1,019

3.40 3.40

1.25 1.25

1.22 1.22

3.05 3.05

3,354 3,354

856 866

2

8.13

1.37

1.65

3.99

4,600

1,271

5

2

N/A

1.24

1.47

4.11

2,130

523

6 6

9 9

2 2

10.62 10.62

1.77 1.77

1.86 1.86

4.54 5.33

5,239 5,488

1,271 1,271

$2.6 $4.0

7 7

10 10

1 1

9.23 9.34

1.45 1.47

1.52 1.52

5.15 5.16

4,740 4,740

1,227 1,227

$0.7

$1.9

5

5

1

3.40

1.19

1.28

3.75

2,310

517

$1.8

$1.3

$1.8

5

9

1

7.02

1.37

1.46

4.72

3,291

957

$5.9

N/A

N/A

19

19

2

10.87

1.49

1.62

5.64

5,670

Model Number

New

Used (min)

Used (max)

Passengers (typical)

250 350 350ER 350 350 B200 B200GT C90B C90GT C90GTi C90GTx

$6.0 $6.4 $7.8 $7.3 $8.4 $5.3 $5.8 $2.8 $3.0 $3.4 $3.8

$4.8 $1.4 $4.5 $4.6 $4.6 $0.8 $3.0 $1.0 $1.8 $2.1 $2.6

$5.3 $3.9 $4.9 $6.0 $8.0 $2.9 $5.0 $1.6 $1.9 $2.3 $3.2

6 8 8 8 8 6 6 5 5 5 5

15 15 15 15 15 15 15 12 12 15 5

2 2 2 2 2 2 2 2 2 2 2

8.58 10.05 10.05 10.05 10.05 8.58 8.58 6.43 6.43 6.43 6.43

0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14

208-675 208B 208B

$2.1 $2.3 $2.1

$0.5 $0.7 N/A

$1.9 $2.1 N/A

9 9 9

13 13 13

1 1 1

7.19 9.63 9.63

TBM 700C2 TBM 850

$2.7 $3.4

$1.6 $1.8

$1.7 $3.1

5 5

6 6

1 1

Seastar CD2

$6.2

N/A

N/A

6

N/A

EA-500

$1.8

N/A

N/A

5

P180 P180

$6.4 $7.2

$1.7 $3.3

$2.9 $6.7

PC-12/47 PC-12/47E

$3.4 $4.6

$1.3 $2.8

PA46-500T

$2.2

Kodiak 100 DHC-6-400

Volume (M3) Width (M) Height (M)

Beechcraft* King Air 250 King Air 350 King Air 350ER King Air 350i King Air 350iER King Air B200 King Air B200GT King Air C90B King Air C90GT King Air C90GTi King Air C90GTx

Cessna Aircraft* 208 Caravan 208B Grand Caravan 208B Grand Caravan EX

Daher-Socata TBM 700C2 TBM 850

Dornier Seaplane Seastar CD2

Extra Aircraft Extra 500

Piaggio Avanti P180 Avanti P180 II

Pilatus PC-12 PC-12 NG

Piper Meridian PA-46TP

Quest Aircraft Kodiak

Viking Air DHC 6-400 Twin Otter

Source: Conklin & de Decker. *Textron acquired Beechcraft in March 2014, merging it with Cessna Aircraft to create Textron Aviation.

Dornier Seastar

Beechcraft King Air 350i

Embraer Lineage 1000

Daher-Socata TBM 850

24 LABACE Convention News • August 12, 2014 • www.ainonline.com

1,139 N/A = not available

Daher Socata TBM 850

GENERAL SPECS

Alcance Específico (quilômetros por quilos):

Alta Velocidade Carga Máx./ de Cruzeiro combustível Alcance Em percurso de Em percurso de (quilômetros cheio (quilos) (quilômetros) Longo Alcance Alta Velocidade por hora) Specific Range

Produção: Teto de serviço (metros)

Production

Max Payload (full fuel)

Range (Km)

At Long-Range Cruise

At High-Speed Cruise

High-Speed Cruise (Km/hr)

Service Ceiling (M)

BFL (Mtow)

Landing Distance (M) Service

Year Started

Year Ended

Number Built

572 1,030 1,588 816

6,389 7,593 8,334 8,890

0.239 0.25 0.241 0.256

0.199 0.215 0.209 N/A

926 893 893 893

12,070 12,375 12,222 12,222

1,568 1,490 1,590 1,590

1,107 1,107 1,143 1,168

1998 2005 2003 1997

2005 2011 2011 In Production

25 24 249 N/A

228 228

1,063 1,063

1.165 1.165

0.794 0.794

687 687

12,497 12,497

883 883

1,577 1,577

2006 2013

2008 In Production

264 8

Eclipse 500 Eclipse 550

684 866 598 263 427

5,723 6,745 7,847 1,715 3,134

0.226 N/A 0.108 0.635 0.506

0.179 N/A 0.093 0.458 0.338

843 850 870 722 839

12,466 12,497 10,668 12,497 13,716

1,794 1,837 1,963 1,334 1,059

1,173 1,197 1,070 1,244 1,132

2002 2010 2008 2008 2009

In In In In In

Production Production Production Production Production

193 63 9 332 206

Legacy 600 Legacy 650 Lineage 1000 Phenom 100 Phenom 300

916 680 417 386 295 454 907 1,131 916 1,143 1,207 1,134 816

7,186 11,575 4,723 5,112 5,797 6,273 6,456 6,815 7,186 7,593 10,408 12,019 12,964

0.166 0.177 0.376 0.363 0.277 0.311 0.173 0.183 0.165 0.179 0.189 0.179 0.182

0.145 0.154 0.328 0.245 0.228 0.252 0.146 0.16 0.145 0.156 0.162 0.151 0.153

926 941 878 870 870 893 926 926 926 926 941 941 956

12,344 12,924 12,497 12,497 11,887 12,497 12,497 12,497 12,497 12,497 13,106 12,497 15,545

1,737 1,890 1,829 1,719 2,012 1,448 1,433 1,544 1,737 1,759 1,641 1,890 1,821

1,359 1,143 1,330 1,234 1,326 1,549 1,346 1,346 1,346 1,346 1,118 1,118 1,270

1992 1995 2001 2005 1999 2012 2003 2004 2003 2004 2003 2003 2012

2002 2002 2006 Production 2011 Production 2004 Production 2004 Production Production Production Production

287 194 24 112 248 46 13 11 23 311 9 476 110

497

5,262

0.318

0.237

880

13,564

1,658

1,321

1995

(Mtow)

Ano Início Ano Encerramento

Número Inscrito

Nome da Aeronave Aircraft Name

Falcon 900C Falcon 900DX Falcon 900EX EASy ACJ321

Eclipse Aerospace

Embraer

Gulfstream

In In In In In In In

GIV-SP GV G100 G150 G200 G280 G300 G350 G400 G450 G500 G550 G650

Honda Aircraft 2007

231

Falcon 2000

Nextant Aerospace 1,057 1,057

1,852 1,852

N/A N/A

N/A N/A

471 471

43,000 43,000

4,600 4,600

4,045 4,045

1986 1986

2002 2002

43 N/A

200

1,786

0.637

0.4

476

43,000

6,117

4,583

2006

2010

9

Service Ceiling (M)

BFL (Mtow)

Landing Distance (M) Service

Year Started

Year Ended

Number Built

Nextant 400XT Nextant 400XTi

SyberJet

Carga Máx./ combustível Alcance cheio (quilos) (quilômetros)

Alcance Específico (quilômetros por quilos):

Alta Velocidade de Cruzeiro (quilômetros por hora) Em percurso de Em percurso de Longo Alcance Alta Velocidade High-Speed Specific Range

Teto de serviço (metros)

SJ30

Produção: Production

Ano Início Ano Encerramento

Número Inscrito

Nome da Aeronave

Max Payload (full fuel)

Range (Km)

N/A 728 457 675 373 57 84 171 176 176 334

1,178 2,667 3,478 2,667 3,028 1,704 1,778 1,185 N/A N/A 1,672

0.595 0.649 0.592 0.649 0.649 0.603 0.595 0.634 0.627 0.627 0.627

0.413 0.404 0.397 0.404 0.404 0.413 0.422 0.416 0.441 0.441 0.441

541 593 561 593 561 537 565 463 500 500 507

10,668 10,668 10,668 10,668 10,058 10,668 10,668 8,809 9,144 9,144 9,144

1,196 1,006 1,556 1,006 1,556 1,615 1,109 1,377 1,377 1,377 1,185

1,410 1,262 1,451 1,263 1,454 1,346 1,352 1,125 1,221 1,221 1,220

2011 1990 2008 2009 2010 1981 2008 1992 2006 2007 2010

In Production 2009 2009 In Production In Production 2008 2013 2005 2007 2010 In Production

82 683 75 192 2 1,138 126 437 100 130 111

King Air 250 King Air 350 King Air 350ER King Air 350i King Air 350iER King Air B200 King Air B200GT King Air C90B King Air C90GT King Air C90GTi King Air C90GTx

395 586 585

602 980 915

0.557 0.53 0.503

0.492 0.479 0.445

344 341 359

7,620 7,224 7,620

626 738 836

764 800 853

1985 1990 2013

In Production 2013 In Production

423 1,517 251

208 Caravan 208B Grand Caravan 208B Grand Caravan EX

297 422

1,852 2,041

0.958 0.981

0.808 0.734

541 593

9,449 9,449

945 945

1,143 1,143

2003 2006

2006 In Production

100 335

91

278

N/A

N/A

333

4,572

N/A

1,059

2013

In Production

N/A

(Mtow)

Aircraft Name

Beechcraft*

USED PRICES Airplane and some helicopter selling prices are based on the latest edition of the Aircraft Bluebook Price Digest. Additional ­helicopter pricing data is from helicopter appraisers HeliValues.

PASSENGER/PILOT SEATING The typical passenger seating on the aircraft is not the maximum certified seats. These numbers may vary for different operations (corporate, c­ ommercial, EMS, etc.). Maximum n­ umber of passengers is as certified. Pilot seating is typical (i.e., two pilots may be indicated even if aircraft is single-pilot certified).

CABIN DIMENSIONS Cabin volume is the interior volume, with headliner in place, without seats or other furnishings. Cabin width, height and length are based on a completed i­nterior. Width and height are the maximum within that cabin space. In “cabin-class” aircraft, the length is measured from the cockpit divider to the aft ­pressure ­bulkhead (or aft cabin bulkhead, if unpressurized). For small-cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead.

WEIGHTS Max takeoff weight (mtow)is specified during aircraft certification.

Fuel capacity is in gallons based on 6.7 pounds per gallon (jet fuel).

Max payload with full fuel is the useful load minus the usable fuel.

The useful load is based on the maximum ramp weight minus the basic operating weight.

PRODUCTION STARTED/ENDED Year of the first delivery to the year of the last serial-number delivery.

NUMBER BUILT Total number produced, which may include converted aircraft.

Daher-Socata TBM 700C2 TBM 850

Dornier Seaplane Seastar CD2

Extra Aircraft 111

1,037

N/A

N/A

417

7,620

645

1,118

2010

In Production

N/A

Extra 500

362 385

1,815 1,393

0.804 0.779

0.502 0.505

722 745

11,278 12,009

945 1,067

1,387 1,346

1990 2006

2005 In Production

104 124

Avanti P180 Avanti P180 II

Piaggio Viking Twin Otter

Pilatus 556 458

2,482 2,424

0.901 0.839

0.632 0.57

483 519

9,144 9,144

747 747

848 848

1995 2008

2008 In Production

789 465

PC-12 PC-12 NG

Bombardier Challenger 300

Piper 150

906

1.326

1.066

494

9,144

610

594

2001

In Production

545

553

970

0.607

0.525

333

7,620

524

589

2008

In Production

N/A

Meridian PA-46TP

Quest Aircraft Kodiak

Viking Air 1,309

200

N/A

N/A

343

7,620

732

622

Pilatus PC-12

Piaggio Avanti P180

2010

In Production

50

DHC 6-400 Twin Otter

Extra 500

Cessna Caravan

Quest Kodiak

www.ainonline.com • August 12, 2014 • LABACE Convention News 25

O Prodigy Touch moderniza os cockpits do Phenon 300 da Embraer O conjunto de aviônica Prodigy Touch para o Phenon 300 da Embraer é mais que apenas um upgrade opcional que traz um

sistema de gerenciamento de voo touchscreen ao cockpit de um jato leve. Baseado no sistema Garmin G3000, o Prodigy Touch também

Chad Trautvetter

por Chad Trautvetter traz mostradores maiores e mais funcionalidade do que o flight deck padrão baseado no G1000 Prodigy do Phenom 300.

O conjunto de aviônica opcional do Phenom 300, Prodigy Touch, baseado no Garmin G300 inclui um par de controladores touchscreen FMS no pedestal e três mostradores de 14,1 polegadas no painel.

O Prodigy Touch foi certificado no ano passado pela FAA americana e pela ANAC brasileira e está disponível como opção desde o último trimestre do ano passado.

Porém, o Phenom 300 “Signature Series” da NetJet–o 25º deles foi entregue em 25 de julho–foi equipado com o Prodigy Touch desde que a firma de propriedade fracionada de aeronaves pegou o seu primeiro em maio de 2013.

De acordo com a Embraer Jatos Executivos, a nova aviônica “revoluciona” a interface homem-máquina e dá aos pilotos o primeiro flight deck de vidro controlado por toque desenhado para aeronaves leves de turbina.

O Prodigy Touch incorpora as mais recentes tecnologias em um design altamente integrado e automatizado.

O sistema tem três mostradores de 14,1 polegadas–dois mostradores principais (PFD, na sigla em inglês) e um multifuncional (MFD)– que são quase duas polegadas maiores que aqueles no conjunto Prodigy padrão. Além disso, são capazes de funcionalidades como tela dividida para mostrar informações adicionais como mapas, gráficos, documentos eletrônicos, sistema sinótico e informações de plano de voo, junto com a informação principal de cada mostrador. O sistema padrão Prodigy com base no G1000 não possui a potência de processador para mostrar gráficos eletrônicos, nem mesmo o tamanho de tela para mostrar essa informação no formato de tela dividida.

O Prodigy Touch inclui dois controladores touchscreen de 5,7 polegadas no topo do pedestal que integram várias interfaces. Esses controladores, que funcionam como pontos de entrada de dados principais, têm uma interface comandada por ícones colocada sobre uma estrutura de menu fácil de navegar, permitindo acesso a sistemas e sensores com menos toques ou sequências de páginas. Numa demonstração no mês passado, a AIN considerou o menu de controle por ícones do Prodigy Touch fácil de utilizar e navegar, e e a sensibilidade o da tela muito precisa.

26 LABACE Convention News • August 12, 2014 • www.ainonline.com

by Chad Trautvetter The Prodigy Touch avionics suite for the Embraer Phenom 300 is more than just

an optional upgrade that brings a touchscreen flight management system to the light jet’s

cockpit. Based on the Garmin G3000 system, Prodigy Touch also brings larger displays and more functionality over the Phenom 300’s standard G1000based Prodigy flight deck.

Prodigy Touch was certified last year by the U.S. FAA and Brazil’s ANAC and has been available as an option since the fourth quarter of last

Chad Trautvetter

Prodigy Touch upgrades Phenom 300 cockpits

The Phenom 300’s optional Garmin G3000-based Prodigy Touch avionics suite features a pair of touchscreen FMS controllers in the pedestal and three 14.1-inch displays on the panel.

year. However, NetJets’ “Signature Series” Phenom 300s–the 25th of which was delivered on July 25–have been outfitted with Prodigy Touch since the fractional aircraft ownership firm took its first one in May 2013.

According to Embraer Executive Jets, the new avionics “revolutionize” the man-machine interface and give pilots the first touchscreen-controlled glass flight deck designed for light turbine aircraft. Prodigy Touch incorporates the latest technologies in a highly integrated and automated architecture.

The system has three 14.1-inch displays–two primary flight displays (PFDs) and a multifunction display (MFD)–that are nearly two inches larger than those on the standard Prodigy suite.

Split-screen Capability

In addition, they are capable of split-screen functionality to show additional information, such as moving maps, charts, electronic documents, system synoptics and flight-plan information, alongside the core information of each display.

The standard G1000-based Prodigy system lacks the processor power to display electronic charts, as well as the screen size to show this information in a split-screen format.

Prodigy Touch features two 5.7-inch touchscreen controllers at the top of the pedestal that consolidate several interfaces.

These controllers, which serve as primary data-entry points, have an icon-driven interface built on an easy-to-navigate menu structure, enabling access to systems and sensors with fewer keystrokes or page sequences.

In a recent demonstration, AIN found the Prodigy Touch controllers icon menu easy to use and navigate, and the touchscreen inputs were very accurate. o

28 LABACE Convention News • August 12, 2014 • www.ainonline.com

Brazilian bizav still optimistic

Conferência foca na aviação executiva da América Latina A sexta cúpula anual da Aviação Executiva na América Latina (BALA, na sigla em inglês) acontecerá aqui na LABACE no Aeroporto de Congonhas em São Paulo na quarta-feira de manhã, no dia 13 de Agosto. Os representantes da LABACE têm participação gratuita e devem, de preferência, fazer suas inscrições antecipadamente através do site: www. aeropodium.com.

Um painel de conferencistas internacionais incluirá o diretor de marketing para a Airbus Corporate Jets, David Velupillai, que responderá à questão “Como bilionários compram, e o que querem de seus jatos corporativos.” Tom Low, parceiro gerente

da AirFrance Leasing dará orientações detalhadas sobre como financiar jatos executivos e helicópteros através do programa Qualified Advisor do Banco de Importação e Exportação dos EUA A pauta da BALA também inclui contribuições de Eno Siewerdt, diretor de gerenciamento de controle de voo para o grupo brasileiro Atech; Omar Mourad Majzoub, presidente da Academia Brasileira de Aviação; David Chamberlain da firma de advocacia para a aviação Kennedys, com base em Londres; Capt.

Tilmann Gabriel, parceiro gerente dos consultores Tiansalo; e Robert Mraz, vice-presidente de vendas e marketing da TW Metals.

–C.A.

Conference focuses on Latin American business aviation The sixth annual Business Aviation in Latin America (BALA) conference will be held here at the LABACE show site at São Paolo’s Congonhas Airport on Wednesday morning, August 13. LABACE delegates can attend for free and are encouraged to register in advance at www.aeropodium.com.

A panel of international speakers will include Airbus Corporate Jets marketing director David Velupillai, who will address the question, “How do billionaires buy things, and what do they want from their corporate jets.” Tom Low, managing partner with AirFinance Leasing will give

detailed guidance on how to finance business jets and helicopters through the U.S. ExportImport Bank’s Qualified Advisor Program.

The BALA agenda also includes contributions by Eno Siewerdt, air traffic management director with Brazilian group Atech; Omar Mourad Majzoub, president of the Brazilian Aviation Academy; David Chamberlain from London-based aviation law firm Kennedys; Capt. Tilmann Gabriel, managing partner with Tiansalo consultants; and Robert Mraz, sales and marketing vice president with TW Metals.

–C.A.

uContinued from page 1

Referring to government plans to greatly expand the number of regional airports in the country, Nogueira noted that, “We don’t see [the planned] 270 airports.

And don’t even ask me about 800 [a number floated by the government last year].”

Despite the challenges faced by the industry, its general health can be gauged by the fact that the LABACE show continues to grow. ABAG claims exhibitor numbers are up 2 percent and that the exhibition area has increased by 10 percent.

While the number of expected aircraft is slightly down, at 65, there are a greater number of larger aircraft on show. Visitor numbers are expected to at least match previous years, and analysis shows that a healthy 32 percent of them will be from upper management levels.

This year has also seen a rise in the number of custom-built stands, while some OEMs that have traditionally only exhibited through representation by local

partners are attending in their own right. Among those companies are Textron Bell Helicopter, and Russian Helicopters, which is making its LABACE debut.

One question that remains unanswered is the exact location of the LABACE event in 2015, but Nogueira is hopeful that it will remain at Congonhas, if the site is available. “It’s a large airshow in attendance because it’s at Congonhas, inside São Paulo city,” he said, adding that other cities such as Belo Horizonte would not attract the same attendance.

“If you look back at the publicity for LABACE 2014, it says ‘São Paulo’ but it doesn’t say ‘Congonhas,’ and the 2015 publicity says the same.”

If Congonhas is not available, Campo de Marte seems to be the second choice option.

However, there are some restrictions on aircraft operations. “For the larger jets, it would require insurance waivers and such,” explained Nogueira, “but we’re looking into it.” o

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www.ainonline.com • August 12, 2014 • LABACE Convention News 29

Textron Aviation announced that its Cessna Citation M2, which is making its LABACE show debut here this week, has gained certification in Brazil and Argentina, “paving the way for deliveries to begin.” The new M2 jet received its U.S. FAA type certificate in December 2013 and the equivalent approval from Europe’s EASA in June. So far this year, Textron has delivered 31 of the type.

“The market in Latin America has shown tremendous interest in the Citation M2 due to

its competitive acquisition and operating costs, its airport performance and its advanced onboard systems,” said Textron Aviation’s Latin America and Caribbean sales vice president Robert Gibbs.

The seven-passenger, Williams FJ44-powered M2 has a maximum cruise speed of 404 kts (748 km/h) and range of 1,580 nm (2,924 km). Its Cessna Intrinzic flight deck is built around Garmin G3000 avionics, with high-resolution, touch-screen multifunction displays and splitscreen capability.

JSSI appoints a new v-p to cover South America “As we continue to invest in the Hourly cost maintenance provider Jet Support Servic- growth of our business in Latin es, Inc. (JSSI) has named To- America, we are excited to have Tony on board to help ny Gilbert as the U.S. us expand our business company’s new vice here,” said JSSI prespresident of business ident and CEO Neil development for South Book. “Tony’s valuAmerica. Most reable cross section of cently he served with experience in South global helicopter mainAmerica, coupled with tenance, repair and his strong network overhaul (MRO) proand leadership skills, vider HeliOne as vice will enable him to president of partnerlead or team efforts in ships and network.

Tony Gilbert South America to proGilbert is a graduate of the Brazilian Air Force Acad- vide aircraft owners and operemy with a degree in aeronauti- ators with the very best JSSI cal sciences, who then served as has to offer.”

Gilbert will welcome an air force officer before joining VASP as a Boeing 737 airline LA­BACE visitors to Booth 3004 pilot. He subsequently moved for a reception on Wednesday to the U.S. where he led Dun- from 4 p.m. to 7 p.m to celebrate can Aviation’s global MRO sales of the ­Chicago-based company’s 25th anniversary. –C.E. force for more than 12 years.

Sovereign Performance

“Customers in São Paulo or Buenos Aires can reach the whole of South America nonstop, while a large portion of the U.S. is one flight away for customers leaving Manaus or Caracas,” said Textron’s senior sales and marketing vice president Kriya Shortt. She continued: “One of the best attributes of the Sovereign+ for Latin America is its ability to operate from smaller airfields, with a take-off distance of 3,530 feet.” The aircraft is powered by Pratt & Whitney Canada PW306D engines and has a range of 3,188 nm, and a

King Airs Get ProAdvantage Support Textron Aviation subsidiary Beechcraft announced that it will be offering its ProAdvantage customer support program for the global fleet of King Air twin turboprops, seen here at Labace. ProAdvantage is a legacy support solution, previously exclusively available for Cessna Citation customers. It provides life-cycle maintenance and spare parts support for aircraft airframes and avionics, engines and, when applicable, auxiliary power units. ProAdvantage also includes ProParts, ProTech and ProPropeller.

ProParts, the cornerstone element of the ProAdvantage package, provides coverage for line, scheduled and unscheduled maintenance and parts such as wheels and tires, avionics, brakes, motors, actuators, gauges and light bulbs. –I.S.

Cessna’s Citation Sovereign+ is part of a large LABACE presence for the Textron Aviation group, which now includes Beechcraft as well as Bell Helicopter.

30 LABACE Convention News • August 12, 2014 • www.ainonline.com

DAVID McINTOSH

by Ian Sheppard

Meanwhile, the Citation Sovereign+, which can seat up to 12 passengers, is being prepared to start Brazilian deliveries in September. Textron Aviation said it expects certification “soon” for the type by Brazil’s ANAC agency. The aircraft received FAA certification in December 2013 and EASA certification in June. It has also gained certification in Mexico, Argentina and Chile. A total of 24 had been delivered by the end of the second quarter of this year.

partners, TAM Aviação Executiva and Lider Aviação.

Gibbs noted that business aviation in the region had grown more than 4 percent in the last year to include more than 5,000 business turbine aircraft. “The three largest markets in the region for Textron Aviation products are Brazil, Mexico and Venezuela,” he said. These countries, he pointed out, “also produce nearly 80 percent of Latin America’s oil, which corresponds to their reliance on business aviation to manage farflung oilfields.”

Textron Aviation is keen to promote its product line not only for business aviation applications, but also as special mission platforms. “All 20 current production aircraft–including a Special Mission Beechcraft King Air 350ER on display this week in São Paulo–fit numerous mission profiles, such as air ambulance, flight inspection, aerial surveillance, training and utility transport,” said the company. o

DAVID McINTOSH

Citation M2 achieves certification in Brazil

DAVID McINTOSH

Cessna’s new Citation M2 has just achieved certification in Brazil and Argentina.

Cessna Intrinzic cockpit based on Garmin G5000 avionics.

Textron Aviation, which earlier this year acquired Beech Holdings, has a large and prominent position in the LABACE show static display, combining Cessna and Beechcraft aircraft and helicopters from the company’s Bell Helicopter subsidiary adjacent to it. On display in São Paulo are 13 fixed-wing Textron aircraft: one each Beechcraft King Air 350ER, 350, 250 and C90GTx; a Baron G58 twin and Bonanza G36 single, both piston-engined aircraft; a Cessna Citation Sovereign+, XLS+, CJ4 and M2; a Cessna Grand Caravan EX; and also a Cessna Stationair 206 and TTx. The U.S. airframer says that it “remains bullish” on the Latin American market, which it says “takes on an even greater level of importance” now that Cessna and Beechcraft have come together under a single banner. The Textron companies are also joined by their regional distribution and customer support

Venha nos visitar

LABACE 2014

12 a 14 de agosto Aeroporto de Congonhas - SP

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