LABACE Convention News 08 14 13

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AUG. 14, 2013

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The LABACE ’13 static display at Congonhas Airport is host to some 70 aircraft ranging from light singles to globe-girdling business jets.

DAVID McINTOSH

A indústria da aviação executiva tem grandes expectativas para a América Latina, e a 10º Latin American Business Aviation Conference & Exhibition, que abre hoje aqui em São Paulo, deve dar boas indicações sobre como essas expectativas serão cumpridas. Esta semana, a AIN tem orgulho de colocar seu premiado time de jornalistas no Brasil para trazer a você todas as notícias desta importante mostra Na sessão geral de abertura da LABACE esta manhã no Auditório Congonhas, iremos ouvir líderes da indústria local sobre o progresso que estão fazendo em abrir o caminho da aviação executiva para o crescimento futuro. A aviação executiva nesta parte do mundo enfrenta muitos dos mesmos desafios que seus pares em outras partes, mas há também algumas dificuldades muito particulares e questões que ainda precisam ser resolvidas.

Nesta edição de hoje da LABACE Convention News você encontrará reportagens detalhadas sobre assuntos como o desenvolvimento de aeroportos no Brasil (veja na pág.

10) e as vantagens dos jatos de longo alcance (pág. 14). Os repórteres da AIN também têm as notícias mais recentes a respeito do desenvolvimento de importantes novas aeronaves, como o jato Pilatus PC-24 e o Nextant 400XTi da Aerospace.

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

Airport access dominates LABACE agenda

by Ian Sheppard The tenth Latin American Business Aviation Conference and Exhibition (LABACE) opens here at Congonhas Airport in São Paulo today. Brazil’s civil aviation minister Moreira Franco and the commandant of the Brazilian air force, Air Brigadier Saito, are expected to be the guests of honor at the opening ceremony and “ribbon cutting,” to be held at midday. Brazil’s business aviation community certainly needs friends in high places as it continues to insist that its operational needs are not overlooked

as the country develops its air transport infrastructure.

Organized by industry group Associação Brasilera de Aviação Geral (ABAG), the LABACE event is gearing up for 16,000 visitors over three days (today, tomorrow and Friday), with around 100 exhibitors in one main hangar and a static park filled with some 70 aircraft, from light piston singles to intercontinental business jets.

Overall, this year’s show is approximately the same size as the 2012 event.

ABAG chairman Eduardo Marson, who is also CEO of Eurocopter subsidiary Helibras, said that although there are fewer exhibitors this year, those that have booked have taken more space.

Speaking on Monday afternoon at a pre-show press conference, Marson ran through some of the recent developments in Brazil’s business aviation industry, including challenges faced in protecting and promoting its access to airports and having a role in planning new Continued on page 4 u

Business

Airports

Aircraft

Manufacturers

Helicopters

Rockwell Set To Buy Arinc

Bizav Seeks Its Own Home

In It for the Long-haul

Beechjet Gets Extreme Makeover

Helibras To Produce EC225 in Brazil

The Carlyle Group has agreed to sell data/communications specialist Arinc to Rockwell Collins for almost $1.4 billion. The U.S. company’s Arinc Direct division serves the business aviation sector. Page 3

Two proposed developments to create dedicated airports for business aircraft operators in the São Paulo area are taking shape, but not without complications. Page 10

Given the immense size of Latin America and the distances its business people need to travel to compete globally, it is little wonder long-range jets are popular in this part of the world. Page 14

With the new 400XTi model, Nextant Aerospace has taken reinvention of the Beechjet 400A to a new level with further performance improvements and a more comfortable cabin. Page 24

Brazil is one of the world’s hottest markets for rotorcraft, so it stands to reason that Eurocopter’s Helibras subsidiary is to start building the EC225 model there at its factory in Itajubá. Page 30

DAVID McINTOSH

Alongside its debut-making Legacy 500 jet, Embraer’s Phenom 300 and Lineage 1000 were among the early arrivals on the LABACE 2013 static display, with the Phenom 1000 and Legacy 650 still to come.

Embraer debuts Legacy 500 as part of loaded LABACE display

by Kirby J. Harrison At this tenth annual LABACE show, Embraer has moved from its usual chalet near the show entrance to the other end of the static display ramp, where it has room for one example of every airplane it has in production–the Lineage 1000, Legacy 650, Phenom 300 and Phenom 100–along with the third Legacy 500 in the certification program, as well as a Legacy 450 cabin mockup. The Legacy 500 is making its public debut in Brazil this week.

The Brazilian manufacturer has come a long way from 2008 when it had just six of its business jets in service in the country. Today, there are 120 based in Brazil and 145 in service throughout Latin America, with the manufacturer claiming a 38-percent market share in the region.

Yesterday here in São Paulo, Embraer presented its updated market forecast for Latin America. It also briefed reporters on the latest developments with its various programs, with the following highlights: Among the most significant updates are those to the Phenom 100, the smallest of Embraer’s executive fleet. They include, as standard, the addition of multifunction spoilers and 11 new interior “collections” that offer new carpet, leathers, fabrics and veneers. New options include a 150-kilogram (330-pound)

The Legacy 450 cabin features club seating that converts to full flat sleeping surfaces.

increase in maximum zero fuel (mzfw), as well as a refreshment center, additional storage space and premium seats.

The refreshment center is offered as a replacement for the standard forward wardrobe, or as a partial storage area atop the existing cabinet in the lavatory. In its latter form, it may be particularly attractive to owners who prefer a fifth seat where the forward wardrobe would be located.

Embraer Executive Jets senior v-p of operations and COO Marco Túlio focused on the Phenom 300 upgrades and emphasized, “It is a lot more than just a stretched Phenom 100.”

The light jet offers single-point refueling and an externally serviced lavatory; protected wing leading edge, horizontal empennage and engine lip skin; as well as multifunction probe and air data calculations done at the probe. The latter feature, said Túlio, is technology found on only four other airplanes: Embraer’s Lineage 1000, Legacy 450 and Legacy 500 (still in development and testing) and Dassault’s Falcon 7X. He also took direct aim at competitor Cessna’s Citation CJ4, claiming that the Phenom 300 has a 17-percent advantage in operational costs.

In 2012, Embraer delivered the first Phenom 300 with the new two-seat sidefacing divan. The divan features a smaller center section that raises to create an armrest. In it are cup-holders and under it is storage. Additional storage is under the forward divan seat.

Embraer also offers a refreshment center in place of the wardrobe. “It is already an option for new configurations,” said Túlio. The galley includes storage for glasses, beverages, hot-jug, a 12-liter (3.27-gallon) ice drawer and a trash disposal. And it serves as storage for the inflight entertainment central controls.

The cockpit of the Phenom 300 also features new elements, specifically, the Prodigy Touch cockpit based on the Garmin 1000 with the same enhancements and features as the original Prodigy flight deck. It has received FAA and ANAC approval and European

2 LABACE Convention News • August 14, 2013 • www.ainonline.com

certification is expected in the near future.

Also new with the Phenom 300 are increases in mtow and mzfw to 181 kilograms (400 pounds) and 90 kilograms (200 pounds), respectively.

Not only is Embraer exhibiting one of the flight-test aircraft from its Legacy 500 program, it also has a cabin mockup of the Legacy 450 that reflects the latest updates to both airplanes.

Both aircraft have fly-by-wire control systems and, with the design goal for 95-percent commonality, both include such features as: belted toilet certified for takeoff and landing (option); externally serviced lavatory; vanity with sink and hot and cold water; in-flight access to internal baggage compartment; club seating that will convert to full flat sleeping surfaces (the 450 sleeps two and the 500, four).

Both the Legacy 500 and 450 will have a maximum cruise speed of Mach 0.82, but the 500 will have a longer cabin with 3,000-nm range, while the 450 will have a 2,500-nm range.

They will also share the Honeywell Ovation Select, Ethernet-based cabin management system (CMS) with full high-definition video and media output.

The Legacy 500 is expected to enter service in 2014, and it is anticipated that the Legacy 450 will enter service one year later. The first flight of the Legacy 450 is expected in the second half of 2013.

The Legacy 650 is the follow-on to the original Legacy 600 with a lot of new goodies, including Primus Elite cockpit avionics from Honeywell, certified by the FAA, EASA and ANAC Brazilian authorities.

More recently, there is a new, level-D, full-flight simulator available for training 650 pilots in St. Louis, Missouri. It also is approved by the FAA, EASA and ANAC. The airplane has also been approved by the three agencies for hotand-high operations at airfields up to 13,800 feet altitude, which includes La Paz, Bolivia; and Shangri-La, China.

The full integration of Apple devices via the cabin CMS is now available. Apple TV allows passengers to use the cabin entertainment system to view photos, play music and watch video originating from any i-device or computer running iTunes.

Apple TV can also stream content from several computers or iTunes libraries.

The Lineage 1000, Embraer’s “ultralarge cabin” twinjet is derived from the company’s E190 regional jet with additional fuel tanks to extend the range to 4,400 nm in its executive guise. The manufacturer claims its five-zone Lineage 1000 cabin offers literally “hundreds of cabin layout possibilities.”

There are 700 fabric choices and 400 choices in leathers alone.

The aircraft is the largest allowed access to the New York-area Teterboro Airport, as well as to Aspen, Colorado.

It has also been recently certified by Russian aviation authorities. o

LABACE

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Safety Standdown draws standing-room only crowd Performance emphasized the importance of helping the industry better overcome incidents resulting from human error. “The largest untapped resource in the aviation world today is the difference between the levels at which we are currently operating and at what we are capable of,” he said. “The gap is not closed by meeting minimum regulatory requirements; it is closed through enhancing professionalism.”

Bombardier has pioneered safety through its standdown program since it was conceived in 1996 as a safety-training event for the company’s Learjet flight demonstration team. The event quickly gained a reputation for excellence beyond Bombardier’s customer base. In response to growing interest, the OEM opened the Safety Standdown to all pilots (corporate, commercial and military) in 1999 and elected to offer the training free to all participants. As of June 2013, more than 5,700 pilots, crewmembers, safety specialists and industry officials have graduated from it.

A number of aeronautical training institutions have endorsed the Safety Standdown for the quality and depth of its content. Among these institutions, Embry-Riddle Aeronautical University credits all attendees for their participation.

In connection with the Safety Standdown program, Bombardier is accepting applications for the Eugene Cernan Safety Award, named for the last man to walk on the moon. The recipient of the award will receive a private dinner with Captain Cernan and an Omega Speedmaster Professional “Moonwatch,” representing the watch worn

by Cernan on the moon. Nominations are being accepted at www.safetystanddown.com, and by e-mail at info@ safetystanddown.com. o

KIRBY J. HARRISON

Bombardier’s annual Safety Standdown here in São Paulo on Monday and Tuesday drew a record number of participants, confirming the event’s status as a key part of the build up to the LABACE show. According to the event’s manager, Janet Schiebelhut, the fourth Safety Standdown Latin America drew 325 registered attendees, with 285 present on the first day for six workshops.

The first Safety Standdown at LABACE 2010 had 125 individuals sign up in advance and about 190 showed up.

“It’s not unusual where preregistration is not the rule,” said Schiebelhut, “but we handled it.”

The workshops offered a range of subjects, including “International Flight Considerations and Flight Planning,” “Cold Weather Operations, “High Elevation Operations,” “Aircraft Performance” and “Safety Management Systems: Team Approach.”

Dr. Dan Boedigheimer, vice president of operations for Advanced Aircrew Academy, presented the workshop on aircraft performance, discussing operations and asked, “It is legal, is it safe, is it smart?” He pointed out that an aircraft’s flight management system (FMS) database and Jeppesen information may not always agree, and that runway lengths as published may sometimes not take into account new construction outside the airport that has shrunk the runway protection zone.

Boedigheimer said the questions his audience asked indicated a high level of awareness and interest in safety. “I’m always pleased when I’m teaching ‘out to here,’ and the questions being asked are beyond that,” he added. “It tells me the people attending know the subject and want to know more.”

Dr. Tony Kern of Convergent

The check-in at the Bombardier Safety Standdown was busy with 325 preregistered attendees and 285 attending the first-day of the increasingly popular annual workshops.

DAVID McINTOSH

by Kirby J. Harrison

Falcons Flock Downtown Dassault has long hailed the runway performance of its Falcon jet family, whose members have been able to secure access to key downtown landing sites like London City Airport. São Paulo’s Congonhas Airport, which hosts the annual LABACE show, certainly has strong inner city credentials with high-rise buildings in close proximity. As for Dassault, it’s marking the n 50th anniversary of the first Falcon flight back in 1963.

Rockwell Collins to pay $1.4B to buy data/comms leader Arinc

by Matt Thurber Rockwell Collins has agreed to buy Arinc Inc. from The Carlyle Group for $1.39 billion. The purchase is subject to “regulatory approvals and other customary conditions,” according to Rockwell Collins, which announced the deal late on Sunday.

“We’ve always been interested in Arinc’s core aviation business,” said Kelly Ortberg, CEO of Rockwell Collins. The U.S.-based data and communications specialist serves airlines, airports, aircraft operators, maintenance facilities, regulators and air traffic control providers as well as the railway, industrial security and public safety segments. Its Arinc Direct (Stand 2008) unit focuses on the needs of business aircraft operators.

Ortberg sees the acquisition as complementary for Rockwell Collins, which focuses on airborne information-enabled equipment for flight decks and cabins.

Arinc’s ground-based data network and radio communications network deals with airlines, airports, airport security and other elements. “As these come together,” he said, “we’ll be able to provide end-to-end solutions, from the generator of the information to the consumer of the information.”

Rockwell Collins has been taking steps to strengthen the security of the information that it generates and handles on behalf of customers, and this is also a key part of Arinc’s work. “Security of data is an important issue,” Ortberg said.

“We’ve been investing heavily in onboard information architectures to protect and isolate the important data between the flight deck and the cabin. [Arinc] has the same thing on the ground: secure communications to interface with the FAA and air traffic control, but also with proprietary airline data, passenger manifests

and credit card information.”

Here at LABACE (Stand 2007), Rockwell Collins is showcasing its business aviation aftermarket and flight services products. These include Pro Line 21 avionics, which are retrofittable to a variety of business turboprops and jets, Ascend flight information solutions, Venue cabin management and entertainment system and HeliSure situational awareness solutions.

“We’re well positioned in the region to deliver innovative, competitive solutions that enhance flight decks for more efficient operations and to modernize cabins to support the latest consumer technology,” said Nelson Aquino, managing director, Rockwell Collins in Brazil. “Our expertise in providing world-class flight services is particularly valuable for major events, such as next year’s FIFA World Cup in Brazil and the 2016 Olympics in Rio de Janeiro. We successfully assisted more than 500 aircraft movements during the recent London Olympics. Based on our experience, now is the time for flight departments to begin booking slots and parking–they will fill up fast.” o

NEWS NOTE Late yesterday, Brazil’s civil aviation minister was expected to finally sign an authorization for the development of the Catarina Executive Airport in São Roque (see page 12). Meanwhile, also in the São Paulo area, plans to develop the city’s first privately owned business aviation airport appear to have hit a roadblock with local authorities recently refusing a construction permit for Aerodromo Privado Rodoanel (Beltway Private Airport) on the grounds that the project is not part of the city’s master development plan and because of concerns about a nearby reservoir. n

www.ainonline.com • August 14, 2013 • LABACE Convention News 3

Trip-support specialist grows in the Americas

by Charles Alcock At the same, UAS says the International trip support group United Aviation Services facility’s closer proximity to Latin (UAS) is significantly boost- America should improve the customer experience in ing its ability to serve that region. The comclients in the Americas pany already employs with the opening next Spanish and Portumonth of a new headguese speakers and has quarters for the region experience supporting in Houston, Texas. Like operators throughout its world headquarters Latin America. It will in Dubai, the new UAS be establishing more facility will operate 24/7 local liaison offices in and it is set to have more the region. than 50 staff by the end Husary told AIN of this year.

Jay Husary, UAS that UAS has a strong According to Jay senior director for Husary, UAS’s senior operations and sales track record in supporting trips in parts of the director of operations and sales, the Houston office world where lack of infrastrucwill give its service a more ture and the absence of an establocal feel for its established cli- lished service culture can make ent base in North America. The operations challenging, such new office is to be managed as in the Commonwealth of by experienced international Independent States, Africa and flight-planning executive Ryan parts of the Middle East. The Frankhouser, who was formerly company, which was founded with Arinc Direct and who will in 2000, has made significant report directly to Husary. investments in recruiting and

Airport access dominates agenda uContinued from page 1

infrastructure. A major priority is combating attempts to end fixed-wing traffic at Campo de Marte airport north of the São Paulo city center (Congonhas, where LABACE is being held, is south of the center).

“No airport is more [essential to] general aviation than Campo de Marte. The pen is [the minister’s] but we want to make sure he doesn’t sign anything without understanding its consequences,” said Marson.

ABAG has scored some successes. The day after a meeting with Moreira Franco over attempts by Infraero to put long-occupied hangar space out

ABAG chairman Eduardo Marson stressed the need for general aviation to have access to major airports.

DAVID McINTOSH

In addition to its headquarters in Dubai, trip-support group United Aviation Services has offices in 37 countries worldwide, including a new facility in Houston, Texas, that will make it more responsive to clients in North and South America.

training staff based in 37 locations around the world. It has 37 different nationalities among its 350 personnel and between them they speak 40 languages.

One of the most recent additions to its network is at Bishkek in Kyrgystan. It took more than a year of preparation to establish this operation, but Husary insisted, “We won’t start a project with a UAS tag on it without ensuring that we can do things to the same standard.

“We ensure that our people have a good understanding of all the regulations and procedures, and we also have worked to public bid, the process was suspended.

Marson further underlined the need for general aviation to have access to major airports, preferably with separate terminals for business aviation. He also called for the sector to have a voice in planning new regional airports and to participate in study groups, especially as GA uses far more airports than airlines do.

He referred to the good news last month that Brazil’s civil aviation authority, ANAC, had approved the first dedicated business aviation airport. Airlines have proposed the expulsion of business aviation from Congonhas to make way for expected continued commercial traffic growth, and this factor is a big part of the case for a dedicated business aviation gateway for São Paulo. (For the full story on the new Rodoanel airport and other planned airport privatizations, see page 10).

ABAG director general Ricardo Nogueira reflected that infrastructure should not stifle the country’s growth.

“When the major talks of removing Campo de Marte, he sees only Campo de Marte [but] we see the aeronautical map, and for the number of operations, removing Campo de Marte is like removing Rio de Janeiro from the aeronautical map,” he told journalists.

4 LABACE Convention News • August 14, 2013 • www.ainonline.com

hard to develop good relationships with [aviation] authorities,” he explained. “In every country people have their own interpretation of what customer service is, but we train them all to understand what the people they are serving will expect.”

UAS conducts regular audits to ensure that service is being delivered to a consistently high standard at all its locations.

In UAS’s experience to date, operating conditions vary significantly between Latin American countries depending largely on how flexible the local authorities are in their attitude to business

aircraft operators. Husary highlighted Venezuela as one of the region’s more challenging countries, partly because the authorities there are prone to issuing multiple changes to Notams at short notice. In Mexico, the enforcement of customs and immigration rules can be inconvenient.

“With the U.S. economy recovering and sustained economic growth across Latin America, especially Brazil and Mexico, customers are flying more and we are seeing an increased demand for our services,” commented Husary. “While the level of services we provide from Dubai is outstanding, we believe this new office will greatly improve the customer service and quality we can provide through local coordination to our clients in this region.”

UAS (Stand 1001) provides the following services from its offices in Dubai and Houston: flight planning and weather services; ground handling; shortnotice overflight and landing permits; pre-arranged fuel, airport and ground assistance for crew and passengers; hotel accommodation; ground transportation; concierge services and catering arrangements. o

New Yearbook Maps Bizav Growth ABAG is distributing the third edition of its Brazilian Yearbook of General Aviation here at LABACE 2013. Director general Ricardo Nogueira reviewed the latest business aviation fleet figures: By the end of 2012, the fleet totaled 13,965 registered aircraft with a value of $13.4 billion, he said, adding that the country has the second largest GA fleet in the world after the U.S. The 2011-2012 growth rate was 6.7 percent, with long-range jets and helicopters representing the biggest growth areas (at 16 and 14 percent, respectively).

Of this total, 84 percent are recorded as being for private aviation use, although some 75 percent are “conventional” GA aircraft–pistons as opposed to jets or turboprops, or helicopters, and with an average age of 30 years. The overall fleet has gotten younger and there has been a shift toward “corporate aviation,” said Nogueira.

One figure that stood out was a 12-percent drop in flights classified as air taxi operations, whereas there has been an overall uptick of 10 percent in private flights. Nogueira stated that ABAG is still analyzing the figures, although association chairman Eduardo Marson admitted that the level of bureaucracy and, in particular, delays could be a factor.

Nogueira said that the biggest growth area was flight instruction (up 28 percent), representing a huge turnaround from a few years ago when the future was looking bleak for aviation, with a looming lack of skilled workers (see also page 31).

–I.S.

A glance at the airport activity tables in the ABAG 2013 report shows that Campo de Marte leads Brazilian airports in terms of number of movements, with 139,635 logged in 2012, up 16 percent over 2011, well ahead of Rio, which comes in second, with 92,521, and Congonhas, which is fourth, with 51,884. Much of the activity at Campo de Marte is accounted for by helicopter flights to and from the

city’s financial district.

Marson concluded the press conference by stating that this year’s ABAG award will be presented, today, to Brigadier Saito, who stood up for general aviation in internal government meetings. “He was our advocate inside the government,” said Marson. o

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Banyan offers multi mods plus movies on demand

by Charles Alcock Banyan Air Service is here in São Paulo to convince Latin American operators why they

should bring their aircraft north to its maintenance and modifications center at Fort Lauderdale

Executive Airport in Florida. At its LABACE exhibit (Stand 3011) the company also is demonstrating its Banyan Wi-View media server, which can store up to around 100 movies on an aircraft.

The U.S. company’s maintenance and inspection capability covers an array of business aircraft including Cessna’s Citation family, Bombardier Challengers

Banyan Air Service in Fort Lauderdale, Florida, promises a cost-efficient source of aircraft maintenance work plus a wide choice of special modifications.

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and Learjets, Dassault Falcons, Beechcraft King Airs (as well as the legacy Hawker jets and Beechjets), the Pilatus PC-12 and the Piaggio P-180 Avanti. As well as holding U.S. and European repair station approvals, Banyan is also certified to work on aircraft registered in Brazil, Argentina, Venezuela and Uruguay.

Among King Air modifications that Banyan offers are BLR Aerospace’s winglets, Catpass cargo pods and, from Raisbeck Engineering: swept-blade turbofan propellers, dual aft-body strakes, enhanced-performance leading edges, ram-air recovery, high float gear doors and crown wing lockers. For Learjets, the company can install Raisbeck’s ZR Lite aerodynamic improvements and aft fuselage lockers.

Other options include Sierra’s modifications for the Cessna Citations and engine upgrades developed by Texas Turbine, Blackhawk and Standard Aero.

“Many Latin American aircraft operators like to bring their aircraft to Banyan because of the accessibility of parts and not having to wait for their aircraft parts to clear South American customs,” said Ed Bracero, Banyan’s Latin America technical sales manager. “Our competitive labor rate is another factor.”

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The Banyan Wi-View streaming media server gives operators extensive storage for movies that can be seen on any separately supplied high-definition monitors or on their passengers’ own portable devices. The audio for the movies is distributed either through a wireless headphone system or through the portable devices themselves.

The system is offered through two options. The first, priced at $23,000, covers the media server and the moving map for up to eight passengers. For $36,500, Banyan includes a pair of nineinch side-ledge high-definition monitors, a wireless transmitter and two wireless headsets.

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ANAC dá o ok ao primeiro aeroporto privado para aviação executiva no Brasil por Richard Pedicini O primeiro aeroporto privado para a aviação executiva no Brasil recebeu aprovação governamental quando o ministro da aviação civil Moreira Franco assinou a autorização em 25 de julho em cerimônias em São Paulo.

A aprovação chegou pouco mais de seis meses após a presidente brasileira Dilma Rousseff assinar um decreto permitindo a construção e operação privada de aeroportos, um decreto que também libera a cobrança de taxas para operações de pouso e decolagem. Anteriormente, aeroportos privados só poderiam cobrar aluguel de manutenção e espaço de hangar.

O aeroporto, inicialmente identificado como Aeródromo Privado Rodoanel, está sendo desenvolvido pela Harpia Logística, uma empresa formada para este propósito pelos sócios Fernando Augusto Botelho e André Skaff, junto aos sócios minoritários Sílvio Gonçalves Perreira e Oswaldo Sansone Rodrigues Filho.

Situadas em 1.000 acres de uma das últimas grandes áreas abertas dentro da cidade, as duas pistas do aeroporto, cada uma com 1.830 metros de extensão, serão colocadas em posição quase paralela ao Aeroporto de Congonhas nas proximidades, para facilitar a aproximação do tráfego e o planejamento de partidas. As pistas serão mais longas que as de Congonhas, e do que a pista única do Aeroporto Santos Dumont no Rio de Janeiro.

Segundo Fernando Botelho disse o local, se destaca pela proximidade com a área comercial de São Paulo e fácil acesso ao Rodoanel. Uma saída exclusiva na rodovia para o aeroporto está em estudo. O empreendimento está na subdesenvolvida região do Parelheiros e espera-se a criação de 5.000 a 9.000 empregos.

A aprovação do serviço de controle de tráfego aéreo no Brasil foi recebida em 2011.

Solicitações de licença ambiental foram realizadas um ano atrás, e o grupo agora trabalha na licenças municipais necessárias.

A infra-estrutura do aeroporto incluirá um terminal de aviação executiva, heliportos e uma série de conjuntos de hangares conectados por pistas de táxi, algumas com duas vias para facilitar o trânsito em solo nos horários de pico. Espera-se que o aeroporto opere 24 horas por dia, nos sete dias da semana; inicialmente com IFR (regras de voo por instrumentos, na sigla em inglês) de não precisão, mas as pistas de pouso e táxi estão sendo construídas com largura e aprovações para permitir a eventual adição da aproximação ILS (sistema de pouso por instrumentos, na sigla em inglês).

A pista de pouso e os hangares iniciais devem estar prontos para utilização até o final de 2014; possivelmente em setembro.

Enquanto a Copa do Mundo da FIFA e suas exigências da aviação executiva já serão história até lá, neste momento, faltará menos de dois anos para as Olimpíadas de

2016 no Rio de Janeiro e esta pode apresentar ainda mais desafios.

15.000 Aviões a Mais no Brasil Não são apenas os eventos especiais que estão conduzindo a demanda por mais aeroportos no Brasil, como notou o Ministro Franco na cerimônia de assinatura. “Há 16.000 aviões no Brasil, mas apenas 500 destes são aeronaves comerciais.” E continuou, “Há uma necessidade de recuperar o tempo perdido e compensar décadas de baixo investimento.”

As privatizações dos aeroportos de Confins em Belo Horizonte e do internacional Galeão no Rio de Janeiro, são esperadas para setembro. Franco antecipa que estas privatizações devem obter o mesmo sucesso das privatizações dos aeroportos de Cumbica e Viracopos, ambos em São Paulo. Eles estão em gerenciamento totalmente privado desde o início do ano. Na esteira das privatizações de aeroportos, o governo está determinado a “trazer operadores pesos pesados de aeroportos do exterior,” disse Franco.

Aeroportos representam o meio de transporte que cresce mais rápido hoje, disse o governador Geraldo Alckmin de São Paulo. Ele acrescenta que, já foi vital que cidades fossem localizadas perto do mar, depois perto de rios, ferrovias, rodovias e “hoje, são aeroportos.”

Várias das autoridades presentes na assinatura elogiaram os “jovens e dinâmicos” sócios no projeto do Aeroporto Rodoanel.

André Skaf, filho do presidente da FEISP (Federação das Indústrias do Estado de São Paulo) Paulo Skaf, e Fernando Botelho, ambos com 32 anos.

Pelos cálculos dos sócios, as áreas de hangar e pátio, com um total de 5.2 milhões de pés quadrados, poderá acomodar até 600 aeronaves.

O investimento total está estimado em R$1 bilhão. O jornal O Estado de São Paulo, publicou que a Harpia Logística está procurando investidores estrangeiros de capital próprio para o projeto.

O presidente-diretor da ANAC Marcelo Guaranys evitou perguntas a respeito do impacto do novo campo do Rodoanel no Aeroporto de Congonhas. Ele apontou que Congonhas pode lidar com 40 a 50 operações por hora, e atualmente há 34 espaços pré-agendados por hora: 30 para a aviação comercial e quatro para a aviação geral. Mas ele negou que há planos para retirar a aviação executiva de Congonhas. Por outro lado, ele admitiu que estudos estão sendo feitos para possivelmente ceder alguns espaços da aviação executiva de lá a operadores comerciais.

“O Aeroporto de Congonhas opera em sua capacidade e realocar alguns espaços da aviação executiva para a aviação comercial irá permitir que a quantidade de passageiros servidos seja aumentada sem aumentar a quantidade total de voos,” Guaranys explicou.

Os sócios da Harpia Logística estão agora

Continua na página 12 u

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

Em cerimônia no mês passado autorizando a construção e operação do aeroporto executivo privado do Brasil, o ministro da aviação civil do país, Moreira Franco (à esq.) assinou a aprovação junto ao presidente da ANAC Marcelo Guaranys.

At a ceremony last month authorizing the construction and operation of Brazil’s private business aviation airport, the country’s minister of civil aviation Moreira Franco (left) signed the approval alongside ANAC president Marcelo Guaranys.

ANAC okays first private bizav airport in Brazil

by Richard Pedicini Brazil’s first private business aviation airport received government approval when civil aviation minister Moreira Franco signed the authorization July 25 at ceremonies in São Paulo.

The approval came a little more than six months after Brazilian President Dilma Rousseff signed a decree permitting the private construction and operation of airports, an edict that also allows charges for landing and takeoff operations. Previously, private airports could charge rent only for maintenance and hangar space.

The airport, initially identified as Aeródromo Privado Rodoanel (Beltway Private Airport), is being developed by Harpia Logística, a company formed for that purpose by primary partners Fernando Augusto Botelho and André Skaf, along with minority partners Silvio Gonçalves Perreira and Oswaldo Sansone Rodrigues Filho.

Situated on 1,000 acres in one of the last large open areas within the city, the airport’s two runways, each 1,830 meters (6,004 feet) long, will be laid out almost parallel to nearby Congonhas Airport to facilitate a workable traffic approach and departure plan. The runways will be longer than those at Congonhas, as well as the single runway at Santos Dumont Airport in Rio de Janeiro.

According to Fernando Botelho, the location stands out because of its close proximity to the São Paulo business district and accessibility to the beltway. An exclusive highway exit for the airport is under study. It is in the underdeveloped Parelheiros neighborhood and the airport project is expected to create between 5,000 and 9,000 jobs.

Approval from the Brazilian air traffic control service was received in 2011.

Applications for state environmental licenses were submitted a year ago, and

the group is now working on the necessary city permits.

The airport infrastructure will include a business aviation terminal, helipads and a series of hangar clusters connected by taxiways, some with two lanes to facilitate ground traffic at peak hours. The airport is expected to operate 24/7; initially with non-precision IFR, but runways and taxiways are being constructed with widths and clearances to permit the eventual addition of ILS approach. The runway and initial hangars are expected to be ready for use by the end of 2014; possibly as early as September of that year.

15,000-plus Airplanes in Brazil

“There are 16,000 airplanes in Brazil, but only 500 of them are commercial aircraft,” said Brazilian civil aviation minister Moreira Franco. “There’s a need to recover lost time and make up for decades of low investment.”

Privatization of Confins Airport in Belo Horizonte and of Rio de Janeiro’s Galeão International Airport are expected in September. Franco anticipates these privatizations will enjoy the same success as have Cumbica and Viracopos airports, both of which serve São Paulo. They have been under full private management since earlier this year. Along with the privatization of airports, the government is determined to “bring heavyweight airport operators from overseas,” said Franco.

Silvio Perreira, minority partner in the airport development, explained the somewhat curious hangar clusters.

“The airport was designed for a minimum of earthmoving, and to protect all the features identified in the environmental impact study as important,” he explained. “This respect for the existing contours means some long taxiways will

Continued on page 12 u

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Aeroporto para aviação executiva uContinuação da página 10

consultando com as agências responsáveis para permitir que o novo aeroporto receba voos internacionais. A situação atual é que jatos executivos internacionais que chegam, com frequencia não podem estacionar no Aeroporto Internacional de Guarulhos em São Paulo devido ao limitado (ou proibitivamente caro) espaço de pátio.

Portanto eles aterrissam, passageiros e tripulação passam por imigração e alfândega, e depois a aeronave deve ser transportada a outro aeroporto, após ter utilizado um espaço de pouso e um de decolagem no já congestionado aeroporto internacional.

André Skaf disse que passaram-

se dois anos desde o lançamento do projeto do Rodoanel, e desde então os sócios têm trabalhado numa solução para a aviação geral em São Paulo. Nos disseram que era um sonho, que já havia sido discutido muitas vezes antes, mas nada de concreto jamais havia acontecido.”

O vice-presidente do IBAC (Conselho Internacional da Aviação Executiva, na sigla em inglês), Rui

Thomaz de Aquino garantiu aos ouvintes na assinatura, “Este será um aeroporto internacional, e é onde jatos executivos virão. É para isso que foi concebido, e é para isso que ele nasceu, aqui, hoje.”

O aeroporto Rodoanel, concluiu Marco Túlio Pellegrini, v-p da Embraer Jatos Executivos, não será bom somente para a aviação executiva, “será bom para o país.” o Fernando Augusto Botelho, à esquerda, e André Skaf mostram o gráfico que retrata o primeiro aeroporto de aviação executiva do Brasil, Aeródromo Privado Rodoanel.

Fernando Augusto Botelho, left, and André Skaf display a graphic depicting Brazil’s first business aviation airport, Aeródromo Privado Rodoanel (Beltway Private Airport).

Decreto Abre Caminho para Expansão Quando a presidente brasileira Dilma Rousseff assinou um decreto no último mês de dezembro permitindo a construção e operação privadas de aeroportos, abriu caminho para grandes mudanças nas operações de infra-estrutura aeroportuária no país, com o estado de São Paulo como base de lançamento.

Na corrida para abrir o primeiro aeroporto privado para a aviação executiva, a primeira permissão governamental foi emitida em 25 de julho ao que é inicialmente identificado como Aeródromo Privado Rodoanel. Localizado em São Paulo, o aeroporto ficará a apenas 24 quilômetros do já existente Aeroporto de Congonhas e espera-se que esteja pronto para utilização já em Setembro de 2014.

Outro aeroporto privado executivo, o Catarina Aeroporto Executivo foi anunciado no ano passado pela grande construtora e incorporadora JHSF em parceria com Francisco Lyra, empreendedor e ex presidente da associação industrial ABAG (Associação Brasileira de Aviação Geral). Lyra disse à AIN que metade dos visitantes da exibição LABACE do ano passado era de estrangeiros interessados em serviços de manutenção em FBOs, e também cotas de espaço de hangar.

Licenças deveriam ser emitidas para o aeroporto Catarina e um grande heliporto, também em São Paulo, assim como inúmeros projetos nas proximidades do Rio de Janeiro que estão atualmente sob estudos.

Além dos aeroportos operados pela agência federal Infraero, o estado de São Paulo opera sua própria rede de 31 aeroportos através da agência estadual DAESP (Departamento Aeroviário do Estado de São Paulo).

Estes incluem instalações em Jundiaí e Sorocaba, ambos próximos à capital e importantes à aviação executiva. Em anos recentes, o tráfego crescente e o espaço de hangar tem ajudado estes aeroportos, tradicionalmente desvantajosos, a começar a mostrar lucratividade.

Os aeroportos de Cumbica e Viracopos, ambos atendendo São Paulo, têm estado sob administração privada desde o início deste ano.

O superintendente da DAESP Ricardo Rodrigues Barbosa Volpi disse à AIN que grandes projetos em andamento em vários aeroportos incluem estender a pista do Aeroporto de Ribeirão Preto, em torno de 350 milhas ao norte de São Paulo. Ele também disse que o estado está à procura de parcerias público-privadas para suprir necessidades da aviação, que estão “crescendo seis por cento ao ano.” –K.J.H.

12 LABACE Convention News • August 14, 2013 • www.ainonline.com

First private bizav airport uContinuação da página 10

be needed to reach the project’s plan for 33 to 37 hangars, which may be built-to-suit.”

By the partners’ calculations, the hangar and ramp areas, with a total of 5.2 million square feet, will be able to accommodate up to 600 aircraft.

The total investment is estimated at R$1 billion ($444 million). The newspaper O Estado de São Paulo, reports that Harpia Logística is seeking foreign equity investors in the project.

ANAC president-director Marcelo Guaranys evaded questions regarding the impact of the new Rodoanel field on Congonhas Airport. He did point out that Congonhas can handle 40 to 50 operations per hour, and currently there are 34 pre-scheduled slots per hour: 30 for commercial and four for general aviation. But he denied there are plans to move business aviation away from Congonhas. On the other hand, he admitted studies are being undertaken to possibly grant some business aviation slots there to commercial operators.

“Congonhas Airport is at capacity and reallocating some business aviation slots to

commercial aviation will allow the number of passengers served to be increased without increasing the total number of flights,” Guaranys explained.

The Harpia Logística partners are now consulting with the responsible agencies to allow the new airport to receive international flights. The situation at present is that arriving international business jets often cannot be parked at São Paulo’s Guarulhos International Airport due to limited (or prohibitively expensive) ramp space. So they land, passengers and crew go through immigration and customs, and then the aircraft must be ferried to another airport, after having used one landing and one takeoff slot at the already congested international airport.

IBAC (International Business Aviation Council) vice chairman Rui Thomaz de Aquino assured listeners at the signing, “This will be an international airport, and it’s where business jets will come. That’s what it was conceived for, and that’s what is was born for, here today.”

The Rodoanel airport, concluded Marco Tjulio Pellegrini, v-p of Embraer Executive Jets, will not be good merely for business aviation, “It will be good for the country.” o

Airport Decree Opens Way for Expansion When Brazilian President Dilma Rouseff signed a decree in December last year permitting the private construction and operation of airports, it opened the way to major changes in the country’s airport infrastructure and operations, with São Paulo state as a primary launching pad.

In the race to open the country’s first private business aviation airport, the first governmental permission was issued July 25 to what is initially identified as Aeródromo Privado Rodoanel. Located in São Paulo, the airport will be only about 15 miles (24 kilometers) from the existing Congonhas Airport and is expected to be ready for use as early as September 2014.

Another private business airport, Catarina Aeroporto Executivo was announced last year by major real estate developer JHSF in partnership with Francisco Lyra, entrepreneur and former president of Brazilian industry association ABAG (Associação Brasileira de Aviação Geral). Lyra told AIN that half the visitors to the exhibit at last year’s LABACE show were non-Brazilians interested in FBO and maintenance services, as well as options for hangar space.

Licenses should be issued for the Catarina airport and a major heliport, also in São Paulo, as well as a number of projects near Rio de Janeiro that are currently under study.

Besides the airports operated by the federal agency Infraero, the State of São Paulo operates its own network of 31 airports through the state-owned DAESP (Departamento Aeroviário do Estado de São Paulo, State of São Paulo Department of Aviation).

These include facilities in Jundiaí and Sorocoba, both close to the capital city and important to business aviation. In recent years, increased traffic and hangar space have helped these airports, traditional money losers, to begin turning a profit.

Cumbica and Viracopos airports, both of which serve São Paulo, have been under full private management since earlier this year.

DAESP superintendent Ricardo Rodrigues Barbosa Volpi told AIN that major projects under way at a number of the airports include extending the runway at upstate Ribeirão Preto Airport, about 350 miles north of São Paulo. He also said the state is looking to public/private partnerships to meet aviation needs, which are “growing at six percent a year.” –K.J.H.

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América Latina favorável aos grandes jatos executivos Enquanto analistas preveem uma desaceleração para a maioria das economias da América Latina em 2013, a Bombardier–em sua previsão de 20 anos divulgada em junho deste ano–espera ver uma melhora no mercado em 2014 e acredita que em breve, em 2016, a fabricante canadense irá “ultrapassar seu ano de maior alta nas entregas que foi em 2008.”

A maior parte deste crescimento vem da linha de jatos executivos de grande cabine de passageiros, e alcance ultra longo da empresa: o Global 6000; e os novos Global 7000 e Global 8000, com certificação prevista para 2016 e 2017, respectivamente. Analistas da Bombardier esperam que mercados chave para o crescimento, incluindo o Brasil, recebam “uma parte significativa das entregas de jatos executivos durante os próximos 20 anos.”

Como marca de seu crescente mercado regional, a Bombardier patrocinou pela quarta vez o “Safety Standdown da América Latina” seminário sobre segurança na aviação sediado em São Paulo nos dois dias anteriores à LABACE 2013.

Foi aberto a todos os operadores de Learjet, Challenger e Global da região e suas equipes de apoio, fornecedores, técnicos de manutenção e parceiros.

Anteriormente, em janeiro deste ano, o Global 6000 de alcance ultra longo da Bombardier recebeu certificação da ANAC. Com esta aprovação, a linha completa de jatos executivos Learjet, Challenger e Global da Bombardier agora têm certificação brasileira.

A Dassault vendeu seus primeiros jatos executivos no Brasil em 1978, de acordo com o presidente e CEO da Dassault Falcon, John

Rosanvallon, que afirma que a OEM (fabricante de equipamentos originais, na sigla em inglês) francesa possui uma parcela de 66 por cento do mercado de jatos executivos de grandes cabines de passageiros.

“Nós vimos países como o Brasil tornarem-se epicentros da recuperação da aviação executiva ao longo dos últimos anos,” Rosanvallon declarou em agosto passado na LABACE de 2012. “Os elementos se mantém no lugar para o crescimento contínuo da aviação executiva e para o aumento da fatia de mercado da Falcon no Brasil.”

Ele enfatizou que sucesso também significa dar suporte e manutenção ao que a empresa vende e, como resultado, a Dassault Falcon continua a expandir seu centro de serviços em Sorocaba, 80 quilômetros a oeste de São Paulo. O centro está agora certificado para trabalhar em Falcons registrados nos EUA, Bermudas e Argentina assim como os registrados no Brasil, e tem aprovação da EASA. O local também tem o apoio de aproximadamente $2 milhões em peças de alta utilização.

A Embraer tem o Brasil como casa e a frota conjunta de Legacy 600, Legacy 650 e Lineage 1000 de grandes cabines de passageiros da empresa agora somam um total de 30 aeronaves; todas, exceto duas, em serviço no Brasil. “A Embraer Jatos Executivos está vendo uma demanda crescente por aeronaves maiores e de maior alcance em todo o mundo,” disse o presidente de jatos executivos Ernie Edwards. “As vendas do Legacy 650, por exemplo, estão indo bem na China, região do Pacífico na Ásia e América Latina, e vemos pontos ideais em cada região.

Enquanto o Legacy 650 não tem o fôlego de seus rivais Bombardier,

PHOTO: KIRBY J. HARRISON

por Kirby J. Harrison

A Embraer está encontrando um crescente mercado na América Latina para seus jatos executivos de longo alcance com grandes cabines de passageiros, como o Lineage 1000 (em primeiro plano) e o Legacy 650.

Dassault e Gulfstream, ele tem uma grande cabine de passageiros e alcance suficiente para ir sem paradas de São Paulo a Miami ou Cidade do Cabo na África do Sul. A certificação para o novo Legacy 500 é esperada para 2014 e, enquanto é oficialmente um jato de tamanho médio, Edward o vê como um “divisor de águas” com alcance de São Paulo à cidade do Panamá ou Freetown, em Serra Leoa sem paradas.

Este ano na LABACE, a Embraer montou um chalé (nº 5115) grande o suficiente para acomodar uma de cada de suas maiores aeronaves, incluindo o Legacy 500, Legacy 650 e Lineage 1000.

Assim como outros fabricantes com presença crescente na América Latina, a Embraer começou a expandir seus serviços e suporte na região.

Continua na página 16 u

Gulfstream diz que um número crescente de seus consumidores de grandes cabines de passageiros para modelos como seu G650 não apenas têm base na América Latina, mas muitos estão voando longas distâncias para lá para fazer negócios.

Brazil’s Embraer is finding a growing market in Latin America for its large-cabin, long-range business jets, such as the Lineage 1000 (in foreground) and the Legacy 650.

Big bizjets finding favor in Latin America

by Kirby J. Harrison While analysts are forecasting a slowdown for most Latin American economies in 2013, Bombardier–in its 20-year forecast released in June this year–expects to see an improved market in 2014 and believes that as early as 2016, the Canadian manufacturer will “surpass its prior delivery peak year of 2008.”

Most of that growth will come from the company’s largecabin, ultra long-range line of business jets: the Global 6000; and the new Global 7000 and

Global 8000, due for certification in 2016 and 2017, respectively.

Bombardier’s analysts expect key growth markets, including Brazil, to receive “a significant share of business jet deliveries during the next 20 years.”

As a mark of its growing regional market, Bombardier sponsored its fourth “Safety Standdown Latin America,” held in São Paulo over the two days preceding LABACE 2013.

It was open to all the region’s Learjet, Challenger and Global operators and their service teams, suppliers, maintenance technicians and partners.

Earlier this year, in January, Bombardier’s ultra long-range Global 6000 received certification by the Agência Nacional de Aviação Civil. With that approval, Bombardier’s full line of Learjet, Challenger and Global business jets now has Brazilian certification.

Dassault sold its first business jet in Brazil in 1978, according to Dassault Falcon president and CEO John Rosanvallon, who claims the French OEM holds a 66-percent share of the large-cabin business jet market. “We’ve seen countries like Brazil become the

Gulfstream says not only are a growing number of its large-cabin customers for models such as its G650 based in Latin America, but also many more are flying there from vast distances to do business.

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

Continued on page 16 u

Jatos executivos encontrar favor uContinuação da página 14

Em março do ano passado, anunciou um acordo com o estado de São Paulo e irá adicionar um centro de serviços de 19.950 m² no aeroporto Bertram Luiz Leupolz em Sorocaba. A construção de 25 milhões será feita ao longo dos próximos cinco anos.

A Gulfstream não está em casa na América Latina, mas a empresa com base em Savannah, Geórgia, vê a região como um mercado onde se sente à vontade. “Temos uma fatia de 45 por cento do mercado na categoria de grande cabine de passageiros, do Gulfstream IV até o Gulfstream 650,” disse o vice-presidente regional sênior Roger Sperry.

“E estamos procurando maneiras de ganhar mais ainda.” Na América Latina, ele disse, “Nossa base era de 90 aeronaves instaladas em 2008, e em 1º de junho esse número já estava em 176 e aumentando.”

Mais da metade dessa quantia está no Brasil e no México.

Sperry notou o crescente número de clientes de grandes cabines de passageiros que não apenas têm base na América Latina, mas também fazem negócios lá partindo de locais distantes. “Eu cubro Ásia também e é impressionante a quantidade de clientes que fazem negócios com a América Latina. Não há negócio hoje em dia que não seja global, e se você está expandindo, está atuando além da sua região,” ele adicionou.

Ele também chamou atenção para o fato de que México, Brasil e Venezuela estão comprando mais jatos executivos com cabines

de passageiros de tamanho médio que qualquer outro lugar do mundo.

“Hoje temos 2.159 Gulfstreams em todo o mundo, e oito por cento deles estão na América Latina.”

E a Gulfstream não está apenas vendendo aviões na América Latina, disse Sperry. Desde 2009, a OEM percebeu que dar apoio e manutenção ao que se vende é a chave para um programa de longo prazo bem sucedido e designou a Jet Aviation, em Sorocaba, no Brasil, como o local para reparos. Com o crescimento nas vendas e com a Jet Aviation sendo de propriedade da General Dynamics, empresa mãe da Gulfstream, o centro de serviços de Sorocaba foi renomeado para Gulfstream Brazil em junho do no passado.

Dos mais de 175 Gulfstreams em atuação na América Latina hoje, 70 são jatos executivos de grande cabine de passageiros, longo alcance e ultra longo alcance do tamanho GIV ou maiores. Portanto, não é surpresa que o de Sorocaba tenha crescido e se tornado um centro de serviços completo com capacidade para serviços de manutenção pesada, de inspeções de célula a mudanças de motor.

De fato, o crescimento na estrutura de suporte e serviços no aeroporto Luiz Leupolz pelos vários OEMs indica o crescimento da aviação executiva na América Latina, e em particular, no Brasil. “E com base em conversas com nossos clientes,” concluiu Sperry, da Gulfstream, “esperávamos a presenças de muito mais pessoas de fora do país.”

Em geral, isto significa boa notícia para as vendas de jatos executivos de grandes cabines de passageiros na América Latina no futuro, e também para o contínuo o crescimento da LABACE.

Big jets find favor uContinued from page 14

epicenter of business aviation’s recovery over the past several years,” Rosanvallon declared last August at LABACE 2012.

“The elements remain in place for continued business aviation growth, and increased Falcon market share in Brazil.”

He emphasized that success also means servicing and supporting what the company sells and, as a result, Dassault Falcon continues to expand its Dassault Service Center in Sorocaba, about 80 kilometers (50 miles) west of São Paulo. The center is now certified to work on U.S.-, Bermuda- and Argentina-registered Falcons as well as those registered in Brazil, and has EASA approval. The facility is also supported by approximately $2 million in high-usage parts.

Embraer claims Brazil as home ground and the company’s large-cabin Legacy 600, Legacy 650 and Lineage 1000 combined fleet in Latin America now totals 30 aircraft, all but two in service in Brazil.

“Embraer Executive Jets is seeing a growing demand for larger, longer-range aircraft worldwide,” said executive jets president Ernie Edwards. “Sales of the Legacy 650, for instance, are going well in China, Asia Pacific and Latin America, and we see sweet spots in each region.”

While the Legacy 650 doesn’t have the legs of its Bombardier, Dassault and Gulfstream competitors, it does have a large cabin and nonstop range from

A Airbus aproveitou a LABACE em 2012 para apresentar seu ACJ318.

Airbus took advantage of the LABACE stage in 2012 to introduce its ACJ318.

16 LABACE Convention News • August 14, 2013 • www.ainonline.com

São Paulo to Miami or Cape Town, South Africa. Certification of the new Legacy 500 is expected in 2014 and, while officially a mid-size business jet, Edwards sees it as “a game changer,” with nonstop range from São Paulo to Panama City or Freetown Sierra Leone.

Embraer Display

This year at LABACE, Embraer has staked out a chalet (No. 5115) large enough to accommodate one of each of its larger aircraft, including the Legacy 500, Legacy 650 and Lineage 1000.

As with other manufacturers with a growing presence in Latin America, Embraer has begun expanding its service and support in the region. In March last year, it announced an agreement with the state of São Paulo that will see the addition of a 19,950-sq-m (215,000 sq ft) service center at Bertram Luiz Leupolz Airport in Sorocaba.

Construction of the $25 million facility will be carried out over the next five years.

Gulfstream isn’t on its home field in Latin America, but the Savannah, Georgia-based company views the region as something of a personal market playground. “We have about a 45-percent market share in the large-cabin category, from the Gulfstream IV through Gulfstream 650,” said senior regional v-p Roger Sperry.

“And we’re looking at ways to gain more.” In Latin America, he said, “Our installed base was 90 aircraft in 2008, and as of June 1 that number was 176

and growing.” More than half of that number is based in Brazil and Mexico.

Sperry noted the growing number of large-cabin customers who are not only based in Latin America, but are doing business there from distant locales. “I cover Asia as well and it’s amazing the number of customers there who are doing business in Latin America. There is no business today that is not global, and if you’re expanding, you’re expanding outside your region,” he added.

He also pointed to the fact that Mexico, Brazil and Venezuela are buying more mid-cabin business jets than anywhere else globally. “Today, we have 2,159 Gulfstreams around the world, and eight percent of them are in Latin America.”

And Gulfstream is not merely selling airplanes in Latin America, said Sperry. As far back as 2009, the OEM realized that supporting and servicing what you sell is key to a successful program in the long term and it designated Jet Aviation in Sorocaba, Brazil, as a repair facility.

With sales growing, and with Jet Aviation owned by Gulfstream parent company General Dynamics, the Sorocaba center was rebranded as Gulfstream Brazil in June last year.

Of the more than 175 Gulfstreams in service in Latin America today, 70 are largecabin, long-range and ultra long-range business jets of the GIV size and larger. So, it should be no surprise that the Sorocaba facility has grown to a full-fledged service center capable of heavy maintenance work, from airframe inspections to engine changes.

In fact, the growth of service and support facilities at Bertram Luiz Leupolz Airport by the various OEMs is indicative of the growth of business aviation in Latin America, and in particular in Brazil. “And based on conversations with our customers,” concluded Gulfstream’s Sperry, “we expected a lot more people to attend the show from outside Brazil.”

In all, it spells good news for the sale of large-cabin business jets in Latin America well into the future, and for the continued growth of the LABACE event. o

Mexico-based FlyMex recently joined the ranks of Wyvern-Wingman approved charter operators. Its fleet of six fixed-wing aircraft and one helicopter includes a Hawker 800 (left) and Bombardier Learjet 60.

FlyMex’s record earns Wyvern Wingman status FlyMex of Mexico has successfully completed a Wyvern standard audit to earn Wingman status, which the Trenton, New Jersey-based auditor says demonstrates when a charter operation meets “the highest safety standard.”

FlyMex fields a fleet consisting of a Dornier 328, Embraer 135LR (Legacy 600), Hawker 800, Learjet 60 and

45XR, an Agusta 109 helicopter and a Cessna 208 Grand Caravan. The company has been operating charters for more than 10 years, including supporting the UN’s World Food Program.

“We are very proud of this achievement,” said FlyMex president Captain Alberto Abed.

The on-site audit lasted more than

two days and Wyvern claims its standard is “arguably the most restrictive” in the industry today–for example, requiring that captains on a trip meet the standard of having a minimum of 4,000 hours total time as well as 75 flight hours in the last 90 days and 300 hours in the last year (with no sanctions from regulators in the last five years).

There is also follow-up auditing whereby the operator provides information on its operations, aircraft and crew. Wyvern said its database “verifies this information daily, which ensures the validation of the audit throughout

the term of the recommendation.”

Meanwhile, FlyMex will have access to Wyvern’s pilot and a­ircraft safety survey (Pass) report, which includes a real-time data feed of pilot information (including insurance, medical and flight time hours), allowing the company to check that information before each flight it charters. –I.S.

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www.ainonline.com • August 14, 2013 • LABACE Convention News 17

Os kits médicos da AeroSafety’s são uma adição compacta ao equipamento médico a bordo.

Quando surge uma situação médica durante um voo, membros da tripulação têm pronto acesso a um médico de um departamento de emergência para aconselhamento e auxílio através do MedAire’s MedLink Global Response Center.

When a medical situation arises during a flight, crewmembers have ready access to an emergency department doctor for advice and assistance through MedAire’s MedLink Global Response Center.

MedAire faz parceria com a AeroSafety por Ian Sheppard A MedAire, uma empresa internacional de SOS, formou uma parceria estratégica com a AeroSafety, empresa com base em São Paulo, que está tentando “solidificar [nossa] posição como o principal fornecedor de kits médicos, equipamentos de emergência e serviços de gerenciamento de risco em viagem para as empresas da aviação comercial e privada no Brasil.” Juntas, as empresas (exibindo aqui no estande 3013) oferecerão uma“ solução compreensível para o gerenciamento de risco médico e de viagem.”

As empresas planejam anunciar novos produtos e serviços ao longo dos próximos meses, disseram em uma declaração poucos dias antes da LABACE. Estes irão incrementar o que eles podem oferecer no Brasil e na América Latina em geral.

Lílian Favareto Cretelia, parceira da Aerospace disse, “Nós escolhemos a MedAire para esta parceria por conta de sua filosofia de colocar o consumidor em primeiro lugar e seu compromisso com a segurança na aviação,” acrescentando que ajudaria os operadores a cumprir o “crucial componente médico e de segurança” de seus sistemas de gerenciamento de proteção contra acidentes.

A MedAire é hoje reconhecida sob o programa IS-BAO da IBAC como afiliada de serviços de suporte (SSA, na sigla em inglês). Grant Jeffery, CEO da MedAire, disse, “Gostaríamos muito de firmar esta parceria com o time da AeroSafety para suprir as necessidades de nossos clientes na aviação executiva e comercial no Brasil e além... A Aerosafety tem sido uma fornecedora

de respeito e confiança na América Latina por mais de 15 anos. Há um encaixe natural entre a MedAire e nosso compromisso atual de alcance global com um toque local à comunidade da aviação.

No evento EBACE em Genebra em maio passado, a MedAire estava lançando seu HealthMap de 2013, uma ferramenta para ajudar empresas a entender os riscos médicos em países para onde seus funcionários viajam. Avaliação de risco seguida de preparação apropriada é essencial, diz MedAire, e inclui também ganhos com o entendimento da qualidade dos serviços médicos locais, riscos de doenças, vacinação exigida, exigências relacionadas a

água e comida, dentre outros. Brasil, junto com Rússia, Índia e China, entram na categoria de risco médio a alto “porque há uma disparidade entre os riscos médicos e os serviços de saúde disponíveis entre as maiores cidades e as áreas rurais.”

A MedAire aponta um recente estudo que identifica expatriados vivendo e trabalhando nestes países como sendo seis vezes mais propensos a serem hospitalizados e 23 vezes mais propensos a serem evacuados por razões médicas que aqueles em países com baixo risco médico. Cerca de metade destes hospitalizados em países de risco médio precisam ser evacuados,  acrescenta MedAire.

18 LABACE Convention News • August 14, 2013 • www.ainonline.com

MedAire partners with AeroSafety

by Ian Sheppard MedAire, an International SOS company, has formed a strategic partnership with São Paulo-based AeroSafety, which is looking to “solidify [our] position as the premier aviation supplier of medical kits, emergency equipment and travel risk management services for commercial airlines and private aviation in Brazil.” Together the companies (Stand 3013) offer a “comprehensive medical and travel risk management solution.”

The companies plan to announce new products and services over the next few months, they said in a statement a few days before LABACE. These will enhance what they can offer in Brazil and Latin America in general.

Lilian Favareto Cretelia, AeroSafety partner, said, “We chose to partner with MedAire because of its customer-first MedAire e AeroSafety do Brasil estão firmando parceria para fornecer serviços medicos, incluindo acesso a médicos para auxiliar os membros da tripulação a lidar com situações médicas durante o voo.

MedAire and Brazil’s AeroSafety are partnering to provide medical service, including access to doctors to assist crewmembers in handling in-flight medical situations.

AeroSafety’s medical kits are compact additions to the onboard medical equipment.

philosophy and its commitment to aviation safety,” adding that it would help operators to fulfill the “crucial medical and security component” of their safety management systems.

MedAire is now recognized under IBAC’s IS-BAO program as a support services affiliate (SSA). Grant Jeffery, MedAire CEO, said, “We look forward to partnering with the Aerosafety team to meet the needs of business and commercial aviation clients in Brazil and beyond…AeroSafety has been a trusted, respected provider in Latin America for more than 15 years. It is a natural fit with MedAire and our ongoing commitment to deliver global reach with a local touch to the aviation community.”

At the EBACE event in Geneva this past May, MedAire was busy launching its 2013 HealthMap, a tool to help companies understand medical risks in countries to which their employees are traveling. Risk evaluation followed by proper preparation is critical, says MedAire, and includes gaining an understanding of the quality of local medical services, disease risks, vaccination requirements, food and water requirements and so on. Brazil, along with Russia, India and China, falls into the mediumto high-risk category “because there is a disparity between the medical risks and the health care available between major cities and rural areas.”

MedAire points to a recent study that identifies expatriates living and working in such countries as being six times more likely to be hospitalized and 23 times more likely to be medically evacuated than those in a low medical risk country.

Around half of those hospitalized in medium-risk countries require medical evacuation, adds MedAire. o

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20 LABACE Convention News • August 14, 2013 • www.ainonline.com

A quinta cúpula anual da Aviação Executiva na América Latina (BALA, na sigla em inglês) abrirá amanhã pela manhã, 15 de agosto, na LABACE, focando na exploração dos mais recentes avanços na indústria de aviação executiva e em novos desafios e oportunidades de negócios para o futuro.

Segundo Panagiotis Panagopoulos, CEO do grupo organizador do Aeropodium, a cúpula do BALA cresce em tamanho e alcance a cada ano e mais de 80 participantes são esperados no evento deste ano.

Panagopoulos descreveu a cúpula como “a LABACE será uma oportunidade única de conhecer pessoas e trocar informações para operadores, fabricantes, bancos, firmas de advocacia, analistas financeiros, empresas de leasing e financiamentos e todo profissional

de aviação com interesse no futuro da aviação na região.”

Entre os palestrantes convidados estão: David Chamberlain, advogado da Gates and Partners (Kennedy’s), firma de advocacia internacional sediada em Londres; Juan Escalante, vice presidente da AirFinance; e Donald Walsh, diretor executivo da Guggenheim Partners.

A cúpula começará às 08h30 no salão de conferências da LABACE e seguirá até as 13h, incluindo um almoço para networking. Aos que desejam participar e não fizeram a préreserva, podem fazê-la na entrada por uma taxa de R$200.

Para maiores informações sobre outros eventos de aviação organizados pela Aeropodium, acesse o website da organização no endereço www.aeropodium.com. –K.J.H.

Bizav summit opens tomorrow The fifth annual Business Aviation in Latin America (BALA) summit will open tomorrow morning, August 15, at LABACE, focusing on exploration of the latest developments in the business aviation industry and new challenges and business opportunities for the future.

According to Panagiotis Panagopoulos, CEO of the Aeropodium organizing group, the BALA summit has grown in size and scope every year and more than 80 attendees are expected at this year’s event.

Panagopoulos described the summit as “a unique networking opportunity during LABACE for operators, manufacturers, banks, law firms, financial analysts, leasing and finance companies and all aviation

professionals with an interest in the future of business aviation in the region.”

Guest speakers are to include: solicitor David Chamberlain of Gates and Partners (Kennedy’s), a London-based international law firm; Juan Escalante, AirFinance vice president; and Donald Walsh, managing director for Guggenheim Partners.

The summit will begin at 8:30 a.m. in the LABACE conference room and run through to 1 p.m., including a networking lunch. Those who wish to attend and have not pre-registered can do so at the door for a R$200 fee.

For additional information on other aviation summit events organized by Aeropodium, access the organization website at www.aeropodium.com.

–K.J.H.

Líder e Bombardier se tornam parceiras no Brasil

Líder partners with Bombardier in Brazil

A gigante brasileira dos serviços aéreos, Líder Aviação, anunciou ser a nova “representante exclusiva” no Brasil da fabricante de jatos executivos canadense Bombardier Aerospace.

Segundo a Líder, a empresa sediada em Belo Horizonte será responsável pelas vendas das linhas de jatos executivos Learjet, Challenger e Global da OEM. A parceria é resultado de um longo relacionamento entre as duas empresas,” disse o president da Líder, Eduardo Vaz. A Líder foi a empresa que apresentou o Learjet ao Brasil em 1968.

A Líder também é a representante brasileira da Beechcraft, empresa com sede nos EUA, para a linha de aeronaves a turbopropulsores e pistão e as duas empresas estão trabalhando em parceria no show da LABACE. A Beechcraft, que saiu da falência recentemente, não produz mais uma linha de jatos executivos que rivalize com a Bombardier, e a canadense OEM não possui aeronaves a ­turbopropulsores que possam rivalizar com os produtos da Beechcraft.

–K.J.H.

Brazilian aviation services giant Líder Aviação has announced it is the new “exclusive representative” in Brazil for Canadian business jet manufacturer Bombardier Aerospace.

According to Líder, the Belo Horizontebased company will be responsible for sales of the OEM’s Learjet, Challenger and Global business jet lines. The partnership is the result of a long relationship between the companies,” said Líder president Eduardo Vaz. Líder was the company that introduced the Learjet in Brazil in 1968.

Líder is also the Brazilian representative of U.S.-based Beechcraft for that company’s line of turboprop and piston aircraft and is working closely with Beechcraft as a partner at the LABACE show.

Beechcraft, which emerged from bankruptcy this past spring, no longer produces a business jet line competing with Bombardier, and the Canadian OEM has no turboprop or piston aircraft that compete with Beechcraft’s products.

–K.J.H.

Don’t miss BJT’s Tenth Anniversary Issue Our October / November 2013 edition will mark BJT’s tenth anniversary, and we’ll celebrate with an issue that you’ll savor for months. You’ll find predictions from leading industry figures on how bizav will change over the next ten years, a look at the magazine’s first decade, results of our third annual Readers’ Choice Survey and much more.

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Versatile PC-24 could be a winner in Latin America

by Matt Thurber

A Pilatus jato PC-24 parece pronto para competir em duas diferentes categorias de Mercado devido a sua incomum combinação de alcance, performance na pista e tamanho da cabine de passageiros.

The Pilatus PC-24 jet looks set to compete in two different market categories because of its unusual combination of range, runway performance and cabin size.

Versátil PC-24 pode se tornar um vencedor por Matt Thurber

PHOTOS: DAVID McINTOSH

Aparentemente, o novo jato PC-24 lançado pela Pilatus em maio deve ser bastante apropriado para as necessidades e infra-estrutura de aviação da América Latina, devido a sua performance operacional versátil, que permite a operação em pistas curtas e despreparadas (2.690 pés de comprimento de campo na decolagem com peso máximo). A empresa suíça passou um longo tempo conferindo com consumidores em potencial e acredita estar em andamento o seguimento ideal para o bem sucedido PC-12 mono turbopropulsor, quando alcançou a certificação no início de 2017.

“O PC-24 é único,” afirmou o presidente da Pilatus, Oscar Schwenk. “É a única aeronave que combina a versatilidade de um turbopropulsor com o tamanho de cabine de passageiros de um jato médio e a performance de um jato leve.”

Destinado à certficação Part 23, o PC-24 pode ser pilotado por uma pessoa apenas. Dois motores Williams International FJ44-4A ajudam o PC-24 a subir até sua altitude máxima de 45.000 pés em menos de 30 minutos e a alcançar uma alta velocidade de cruzeiro de 425 ktas a 30.000 pés.

Com carga máxima de 800 libras (4

passageiros) à velocidade de cruzeiro de longo alcance e a reserva NBAA 100-nm IFR é 1.950 nm. O peso máximo na decolagem é de 17.650 libras e a carga máxima é de 2.500 libras.

Com assentos para de seis a oito passageiros ou até 10 na configuração commuter, O volume da cabine de passageiros do PC-24 é de 201 pés cúbicos, “muito mais que aeronaves maiores que custam o dobro,” disse Schwenk. A cabine de passageiros tem piso plano e inclui uma ampla porta para carga como o PC-12, e mais um compartimento de bagagem pressurizado.

A chave para a performance de curto alcance do PC-24 é o desenho singular dos dois motores Williams de 3.435 libras de potência incluídos no jato. Estão disponíveis 5 por cento de força adicionais por meio do novo recurso de reserva automática de potência, de acordo com a Williams International. Os turbofans também empregam tecnologia de vetoração de empuxo de potência passiva da William’s Exact, que utiliza o efeito Coanda para fornecer uma potência “vetorada” de três graus durante operações de alta potência. O recurso Exact foi planejado para o Altaire, jato monomotor

A cabine de commando do PC-24 (à esquerda) inclui elementos baseados na cabine do Primus Apex da Honeywell, com a marca Pilatus Advanced Cockpit Environment.

The PC-24’s cockpit (left) features avionics based on Honeywell’s Primus Apex flight deck, branded as the Pilatus Advanced Cockpit Environment.

cancelado da Piper, apesar de utilizar um vetor mais alto, de sete graus.

Uma entrada de anti-gelo e supressor de ruído é fornecida pela Williams, como também um pré-resfriador “para condicionar vazamento de ar do motor e reduzir perda de arrasto.” O PC-24 não precisa de APU porque os FJ44 utilizam o modo de força silenciosa para prover potência no solo de maneira eficiente e com pouco ruído. O motor possui TBO de 5.000 horas e um intervalo na seção aquecida de 2.500 horas.

O conjunto consiste de cabine de comando (flight deck) Honeywell Primus Apex, que para esta plataforma ganhou a marca Pilatus Advanced Cockpit Environment. A versão mais básica inclui quatro mostradores de 12 polegadas, o Honeywell SmartView visão sintética, Tcas II, Sistema referencial por inércia, aproximadores Waas LPV e plano de voo gráfico no mapa de movimentação.

O cockpit também trará um gerenciador de dados para iPad da Apple, o sistema integrado de serviço de dados (INDS, na sigla em inglês).

O INDS, desenvolvido por Jeppesen e Honeywell (estande 1004), simplifica o processo de atualização da base de dados da Honeywell Apex, permitindo atualizações sem fio por meio do iPad. Um dispositivo Aspen Avionics CG100P Connected Panel é parte do sistema INDS; esta é a primeira seleção de Aspen Connected Panel (painéis conectados da Aspen) para um jato executivo.

A Pilatus já iniciou a construção de um protótipo do PC-24 num pequeno hangar cravado nas margens da matriz da empresa em Stans, na Suíça. O primeiro PC-24 está para sair no terceiro trimestre de 2014 e espera-se que já esteja voando antes do fim do ano. Certificações européias e norte-americanas devem sair no início de 2017, de acordo com Schwenk. A Pilatus só começará a oficialmente receber pedidos do novo modelo no próximo mês de maio. O financiamento do programa saiu inteiramente dos fundos da Pilatus. o

22 LABACE Convention News • August 14, 2013 • www.ainonline.com

At face value, the new PC-24 jet launched by Pilatus in May should be well suited to Latin America’s needs and aviation infrastructure–not least because of its versatile operational performance which enables it to operate from short and unprepared runways (2,690-foot balanced field length at max takeoff weight). The Swiss company has spent a long time conferring with prospective customers and it believes it is on course to deliver the ideal follow-on product from its successful PC-12 turboprop single, when it achieves certification in early 2017.

“The PC-24 is unique,” claimed Pilatus chairman Oscar Schwenk. “It’s the only aircraft combining the versatility of a turboprop with the cabin size of a medium-size jet and the performance of a light jet.”

Intended for Part 23 certification, the PC-24 can be flown by one pilot. Two Williams International FJ44-4A engines help the PC-24 climb to its maximum altitude of 45,000 feet in under 30 minutes and achieve a high-speed cruise of 425 ktas at 30,000 feet.

Range with an 800-pound payload (four passengers) at longrange cruise speed and NBAA 100-nm IFR reserves is 1,950 nm. Maximum takeoff weight is 17,650 pounds and maximum payload 2,500 pounds.

With seating for six to eight passengers or up to 10 in commuter configuration, the PC-24’s cabin volume is 501 cu ft, “much more than bigger aircraft that cost twice as much,” Schwenk said. The cabin has a flat floor and features a large cargo door like the PC-12, plus a pressurized baggage compartment.

Key to the PC-24’s shortfield performance is a unique design feature of the jet’s two 3,435-pound-thrust Williams engines. An additional 5 percent power is available via a new automatic thrust reserve feature, according to Williams International.

The turbofans also employ William’s Exact passive thrust vectoring nozzle technology, which uses the Coanda effect to provide a three-degree “vectored” thrust during high-power operations. The Exact feature was planned for Piper’s cancelled Altaire single-engine jet, although using

a higher seven-degree vector.

An anti-ice and noise-suppressing inlet is supplied by Williams, as is an integral precooler “to condition engine bleed air and reduce drag losses.” The PC-24 doesn’t need an APU because the FJ44s use Williams’s quiet power mode to provide ground power efficiently and with little noise. The engine has a 5,000-hour TBO and hotsection interval of 2,500 hours.

The avionics suite consists of a Honeywell Primus Apex flight deck, which for this platform is branded as the Pilatus Advanced Cockpit Environment. The most basic version includes four 12-inch displays, Honeywell SmartView synthetic vision, Tcas II, inertial reference system, Waas LPV approaches and graphical flight planning on the moving map.

Nav Data for the iPad

The cockpit will also feature the integrated navigation data service (INDS) data manager for the Apple iPad. The INDS, developed by Jeppesen and Honeywell (Stand 1004), simplifies the Honeywell Apex database update process, allowing wireless updates through the iPad. An Aspen Avionics CG100P Connected Panel device is part of the INDS system; this is the first selection of Aspen’s Connected Panel for a business jet.

Pilatus has already begun building the prototype PC-24 in a small hangar tucked into the edges of the company’s Stans, Switzerland headquarters. The first PC-24 is to roll out in the third quarter of 2014 and fly before the end of the year.

European and U.S. ­certification is planned in early 2017, according to Schwenk, and first delivery will take place immediately after certification.

The PC-24 will sell for $8.9 million in 2017 economic terms, according to Schwenk.

Pilatus won’t officially start taking orders for the new model until next May. Financing for the program is entirely from Pilatus funds.

Proud of his company’s efforts, Schwenk introduced the new PC-24 at the recent EBACE show in Switzerland as a “super versatile jet” or SVJ, because, he explained, it’s in an entirely new category for business jets. o

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Nextant inova com mais recente reformulação do jato leve Hawker

Nextant innovates with latest reworking of Hawker light jet

por David Donald

by David Donald Do lado de fora, a mudança mais óbvia é a instalação de winglets “barbatana de tubarão” desenhadas pela Nextant, que reduzem o arrasto e melhoram ainda mais a performance. O 400XTi pode em breve receber a opção de acelerador automático (Safe Flight autothrottle), que também pode ser adaptada a aeronaves anteriores. O sistema não apenas reduzirá a carga sobre o piloto como também fornecerá proteção de velocidade mínima AOA (ângulo de ataque, na sigla em inglês), mas pode também resultar numa economia de combustível de três a sete por cento num voo médio.

Até hoje, a Nextant entregou vinte e oito 400XTs a clientes em seis países, com muitos outros pedidos contribuindo para um saudável acúmulo de US$175 milhões. A empresa vê o 400XTi como o início de uma família de aeronaves e já espera partir para as categorias média e pesada. A empresa estuda no momento três tipos de aeronave para serem plataforma para seu próximo produto e espera-se o anúncio da selecionada no próximo NBAA que será sediado em o Las Vegas em outubro.

Nextant Aerospace recently introduced the 400XTi model as the latest evolution of the remanufactured light business jet.

Compared to the 400XT, the new version (the “i” stands for innovation) introduces a number of improvements, including an all-new cabin that offers more space and reduced noise. Since it gained certification in late 2011, the Nextant 400XT has proved popular as operators have come to realize that a factory-fresh light business jet with the latest features and classleading operating economics is available for less than $5 million, around 50 percent of the cost of comparable new-build types. “The price point of the light jet had just got way out of whack with where it should be,” commented Jay Heublein, v-p global sales and marketing.

The U.S. company’s 400XT is a completely reworked Beechjet/Hawker 400A/XP with new fuel-efficient Williams FJ44-3AP engines replacing the original range-limiting Pratt & Whitney JT15D-5s, aerodynamic improvements to the nacelles and pylons and many

PHOTOS: DAVID McINTOSH

A empresa Nextant Aerospace apresentou recentemente o modelo 400XTi como a mais recente evolução do jato executivo leve remanufaturado. Comparado ao 400XT, a nova versão (o ‘i’ é de inovação) apresenta toda uma gama de melhorias, incluindo uma nova cabine de passageiros que oferece mais espaço e redução de ruído. Desde que recebeu a certificação em 2011, o Nextant 400XT se provou popular com a percepção, entre os operadores, de que um jato executivo leve, direto da fábrica, com os mais recentes recursos e custo operacional líder na sua categoria está disponível por menos de US$5 milhões, em torno de 50% do custo de um jato novo de nível compatível. “O preço do jato leve estava completamente fora dos eixos,” comentou Jay Heublein, vice presidente mundial de vendas e marketing.

O 400XT da empresa americana é um Beechjet/Hawker 400A/XP totalmente refeito com novos motores econômicos Williams FJ44-3AP substituindo o original Pratt & Whitney JT15D-5s de alcance limitado, melhorias aerodinâmicas nas naceles e nos pylons e muitos outros aperfeiçoamentos.

Os jatos são zerados durante um exaustivo processo de renovação/reformulação de 6 mil homem-hora e têm garantia total de dois anos (três para os motores), com a opção de serem estendidos para cinco.

Para reforçar as melhorias feitas pelo 400XT e aumentar sua popularidade, a Nextant agora apresenta os aperfeiçoamentos XTi, e todas as novas aeronaves serão finalizadas dentro deste padrão. Durante os trabalhos iniciais com o 400XT os engenheiros da empresa perceberam que havia vários espaços vazios dentro da cabine. Portanto, uma nova estrutura para o interior da cabine foi desenhada para fazer melhor uso do espaço interno. O resultado é uma cabine três polegadas mais larga à altura do ombro e 2,5 polegadas mais alta.

Trabalhando com parceiros, a Nextant também criou um pacote de isolamento acústico bastante inovador. Uma solução inteiramente passiva reduz o já baixo nível de ruído a 41.000 pés de 9 dB para em torno de 65 a 66 dB, um nível de ruído tão baixo que não há precedente nesta classe de aeronave, que geralmente apresenta níveis de ruído ambiente por volta de 81 a 83 dB. Houve avanços na cabine de comando também, com a remoção do último elemento de instrumentação da aeronave original e a transição para um conceito de cockpit escuro com um mostrador L-3 Avionics trêsem-um com mostrador de standby digital entre as telas principais. O Rockwell Collins Pro Line 21 flight deck está acondicionado junto ao novo mostrador de avisos de LED da Luma Tehnologies. As baterias originais de chumbo-ácido foram trocadas por duas MidContinent True Blue Power MD835 de íons de lítio, resultando numa redução 7,25kg no peso e um aumento no ciclo de inspeção de rotina de 90 dias para dois anos.

A Nextant XTi, a mais recente evolução do 400XT da empresa, exibe uma cabine de passageiros mais larga, mais alta; um inovador pacote de isolamento de ruído; novo sistema eletrônico; e, mais notavelmente, os winglets “shark fin” desenhados pela Nextant que reduzem o arrasto e melhoram ainda mais a performance.

24 LABACE Convention News • August 14, 2013 • www.ainonline.com

The Nextant XTi, the latest evolution of the company’s 400XT, boasts a wider, taller cabin; an innovative noise-insulation package; new avionics; and, most notably, Nextant-designed drag-reducing “shark fin” winglets that further enhance performance.

other enhancements. The jets are zerolifed during an exhaustive 6,000-manhour renewal/overhaul process and have a full two-year warranty (three for the engines), which can be extended to five years as an option.

To reinforce the improvements made by the 400XT and to extend its popularity, Nextant has introduced the XTi enhancements, and all new aircraft will be finished to this standard. During initial work with the 400XT the company’s engineers realized that there were numerous voids within the original cabin space. Consequently, an all-new composite interior shell was designed to make better use of the internal volume. The result is a cabin that adds three inches of width at shoulder level, and 2.5 inches more height.

Working with a third party, Nextant has also devised an innovative noiseinsulation package. The entirely passive solution reduces the already low noise levels at 41,000 feet by 9 dB to around 65 to 66 dB, an unprecedented low noise level for this class of aircraft, which typically exhibit ambient noise levels of around 81 to 83 dB. There have been improvements on the flight deck, too, with the removal of the last elements of instrumentation from the original aircraft and a transition to a dark cockpit concept with an L-3 Avionics three-in-one digital standby display between the main screens. The Rockwell Collins (Stand 2007) Pro Line 21 flight deck is fitted alongside new LED warning displays from Luma Technologies.

The original three lead-acid instrument standby batteries have been exchanged for two Mid-Continent True Blue Power MD835 lithium-ion units, resulting in a 16-pound weight savings and an extension of the routine inspection cycle from 90 days to two years.

From the outside the most obvious change is the installation of Nextant-designed drag-reducing “shark fin” winglets that further enhance performance. The 400XTi is shortly to gain an option for a Safe Flight autothrottle, which can also be retrofitted to earlier aircraft. The system will not only reduce pilot workload and provide AOA minimum speed protection, but could also net a 3- to 7-percent fuel saving on an average flight.

To date, Nextant has delivered twentyeight 400XTs to customers in six countries, with many more orders contributing to a healthy $175 million backlog. The company views the 400XTi as just the start of a family of aircraft as it hopes to move into the medium and heavy categories. The company is currently studying three aircraft types to be the platform for its next product, and is expected to make an announcement about which has been selected at the next NBAA show to be held in Las Vegas this October. o

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JSSI offers new flight-hour support for Phenom jets

about the aircraft and engines the company’s programs support, but they do act as important backup to its clients.

“They are an extension of the maintenance teams, almost like a pseudo director of maintenance [for the operators],” explained Thomas. “When the time comes for an inspection, our technical service people go into the [maintenance] shop as an advocate for the customer, walking them through the process to get best practice.”

Latin America is one of the world’s fastest growing markets for technical support, and JSSI sees the fleet there increasing to more than 2,500 aircraft over the next 10 years. This will include a 40-percent rise in new aircraft arriving to expand existing fleets and another 15-percent boost in aircraft being delivered to replace existing equipment.

According to Thomas, JSSI, which provides coverage for more than 325 different makes and models of jets, turboprops and helicopters, is well placed to expand its customer base in a region that has a very diverse fleet. “We help operators reduce their overheads in managing maintenance programs and provide a single point of contact,” he said. “This is the only thing we do and we provide the best hourly service in the world and the best available pricing.”

In May, JSSI signed a contract with Swiss operator Air King Jet that represented the 10,000th aviation asset to be covered by its maintenance programs.

The deal covers Platinum support for the engines and auxiliary power units on the Geneva-based company’s new Bombardier Global 6000.

Chicago-based JSSI has been providing maintenance programs for aircraft engines, airframes and APUs since 1989. Similar to an insurance policy, the customer makes regular payments,

by Charles Alcock Hourly maintenance cost provider Jet Support Services, Inc. (JSSI) has launched new programs covering airframe work on Embraer’s Phenom 100 and 300 light jets. The new Phenom Airframe Program enhances the Brazilian manufacturer’s standard warranties and covers virtually all airframe parts, components, assemblies and systems.

The U.S.-based company provides fixed cost-per-flight hour rates for maintenance provided by approved contractors, including parts and labor for all scheduled and unscheduled maintenance. According to JSSI (Stand 5015), it gives aircraft owners and operators the assurance of predictable maintenance costs and 24/7 support from the company’s worldwide team of technical and client services personnel.

“We have been providing engine coverage for a significant number of Phenom

owners and operators over the last several years. It is with great pleasure that we now offer Phenom owners airframe coverage as JSSI is synonymous with Tip-toTail coverage,” stated Kevin Thomas, vice president for strategic planning and business development. “We are committed to providing our customer base with an unparalleled service experience and will continue to work diligently to develop the most innovative engine, airframe and APU programs on the market.”

Thomas told AIN that Latin America is a key new market for the company, which recently opened a new office in São Paulo to expand its network in the region. This includes sales and technical support staff.

Provides Customer Backup

JSSI’s technical support experts do not make airworthiness decisions JSSI vice president for strategic planning and business development Kevin Thomas (left) sees Latin America as a key market for the company’s per flight hour maintenance programs. Here he is seen being congratulated by CEO Neil Book on signing up the group’s 10,000th asset to be covered at the EBACE show in May.

and maintenance is completely covered under the program.

Tip-to-Tail Maintenance

The ultimate in full maintenance coverage at JSSI is its Tip-to-Tail program, covering airframe, engines and APU. The all-inclusive program covers virtually every assembly and system on board with one contract, making JSSI the single contact for all maintenance, scheduled or unscheduled. The program also covers regular preventive maintenance, inspections and replacement of life-limited components.

The regular payments are usually based on the number of hours the aircraft flies, and the service provider (it could be the engine or airframe manufacturer, or a third-party maintenance organization) covers the maintenance and is reimbursed by JSSI. The program is attractive to corporate flight departments, in particular, because it spreads out the expense of aircraft maintenance into regular payments that are easier to track and fit into a corporate budget. It eliminates the possibility of high-cost surprises.

According to JSSI CEO Neil Book, having an asset protected through these maintenance programs also protects the owner’s investment. Aircraft that are maintained under such programs are far more valuable on the pre-owned market, the company claims, and buyers know that operators of JSSI aircraft are encouraged to address every issue, since the work is already “paid for.” Parts are also less expensive based on bulk buying power since JSSI works with large numbers of aircraft.

Another advantage is the group’s network of affiliated shops throughout the world. Should the operator need unscheduled service on a trip outside its usual itinerary, it’s helpful to know that JSSI knows whom to call to get the airplane off the ground again. o

MARK PHELPS

Spares specialist expands into manufacturing and repairs

26 LABACE Convention News • August 14, 2013 • www.ainonline.com

Aircraft spares specialist Global Parts is expanding its manufacturing capability in order to be able to make a variety of machined items under contract from manufacturers. Equipped with five-axis machining facilities, the U.S. company’s capability in this area now includes items such as wing assemblies and landing gear braces.

Meanwhile, Global Parts (Stand 3022) also has established a Part 145 repair and overhaul unit at its headquarters in Augusta, Kansas. This facility can maintain a growing number of aircraft accessories, including electronic and electromechanical items.

According to vice president and chief operating officer Malissa Nesmith, Latin America is a high priority in Global Parts’s expansion plans. With this in mind, the company has exhibited at the annual LABACE show for several years.

Global Parts currently has a distribution

center in Panama, but is in the process of consolidating its hub for Central and South America in Mexico City. The company, which holds the latest ISO 9001 RevA certification and Aerospace Standard 9120, also operates three warehouses in North America and a distribution center in South Africa. It is approved to the Aviation Suppliers Association’s ASA-100 standard.

Founded in 2003, Global Parts started life as a distributor of Raytheon parts, but now has more than a dozen partners, including GKN Aerospace, Beechcraft, Mid-Continent Instruments & Avionics, B/E Aerospace, Electromech, Shadin Avionics and Aero-Mach. It counts more than 6,200 customers worldwide. –C.A.

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Cirrus road show chega ao Brasil por Kirby J. Harrison Com mais de 350 aviões Cirrus leves monomotores em serviço no Brasil, o representante da empresa no país embarcou no Cirrus Road Show de 2013 para visitar clientes em potencial em nove locais de seis cidades diferentes.

Segundo o representante exclusivo Sérgio Beneditti, os eventos começaram em junho incluindo o SR22 Grand e continuarão até o final de novembro, em parceria com algumas entidades não relacionadas à aviação no segmento de luxo – de iates e marinas até automóveis de luxo.

Um total de 44 destes eventos foram realizados em sete anos e Beneditti atribui um aumento de 10 por cento nas vendas nos primeiros seis meses de 2013 a este trabalho de marketing. Cada parada inclui “reuniões com clientes, amigos e parceiros por um ou mais dias, com voos demonstrativos, coquetéis, música ao vivo e mais.”

Na LABACE 2013, a Cirrus (cabine 6112) está exibindo seu SR22 Generation 5 Grand e SR20. Também na LABACE, a empresa está discutindo seu programa para jatos monomotores Vision SF50, mas ainda é cedo para ver uma maquete. A Cirrus está no momento numa corrida para ser a primeira a trazer um jato monomotor ao mercado e contratou mais de 100 engenheiros, designers e técnicos para o time da Vision.

Com mudanças na linha de produção em andamento, as entregas do Cirrus Generation 5 em fevereiro apoiadas por um grande acúmulo de pedidos de vendas realizados desde

o final de 2012. Este acúmulo agora está “vários meses à frente,” Segundo o fabricante com base em Grand Forks, na Dakota do Norte.

“Estamos acompanhando a mais alta procura dos últimos cinco anos e certamente desde a crise financeira mundial, que afetou a aviação de maneira tão significativa,” disse Todd Simmons, vice-presidente executivo de vendas, marketing e suporte ao consumidor da Cirrus. “Parece que mais e mais conversas são sobre novos aviões, como um avião pode incrementar um negócio e, é claro, aventuras no ar.”

O avião da geração 5 inclui uma modificação na célula necessária para alcançar melhorias significativas no SR22 e SR22T. Na criação do Generation 5, todo o desenho da aeronave foi analisado do spinner à cauda e várias partes e sistemas foram reprojetados e redesenhados para acomodar a maior carga da célula, melhorias aerodinâmicas, melhor performance de voo e o sistema de para-quedas de célula da Cirrus (CAPS, na sigla em inglês).

Outras melhorias na célula incluem reforço na fibra de carbono, longarina da asa de peça única, trem de pouso e um novo sistema de flapes que permite extensão até a primeira posição a 150 nós. “Nós também demos grandes passos para acelerar o programa de jatos Vision SF50 enquanto temos o objetivo de voar o primeiro modelo conforme a certificação dentro dos próximos doze meses,” disse o co-fundador e CEO Dale Klapmeier em abril deste ano. o

O Cirrus Road Show viaja atualmente pelo Brasil para mostrar o veloz SR22 da empresa.

The Cirrus Road Show is currently traveling through Brazil to showcase the company’s speedy SR22.

Cirrus Road Show travels a Brazilian trail

by Kirby J. Harrison With more than 350 Cirrus light single-engine airplanes in service in Brazil, the company’s representative here has embarked on the 2013 Cirrus Road Show to visit potential customers at nine locations in six cities.

According to exclusive representative Sergio Beneditti, the events began in June featuring

Pilatus appoint new PC-12 service center in Chile To meet the needs of its growing fleet in Latin America, Pilatus Aircraft (Stand 5110) has named Aeroservicio in Santiago, Chile, as the company’s newest authorized service center for the PC-12 single engine turboprop. There are currently 36 PC-12s in operation in South America, the vast majority in Brazil. With this latest addition, the Swiss manufacturer now has three authorized centers in South America (the others being Synerjet at Brazil’s Sorocaba Airport and Aviaser at San Fernando International Airport in Argentina). Aeroservicio, located at Chile’s Eulogio ­Sánchez Airport, has been in the aircraft maintenance business for 47 years.

“The exceptional commitment to high quality service displayed by Aeroservicio makes it a welcome addition to Pilatus’s group of service centers,” said Pete Wolak, the airframer’s vice president of customer service. “Nearly 50 years of dedicated service in the region illustrates the success of Aeroservicio’s customer-focused business model, and excites us for an interconnected future.”

–C.E.

28 LABACE Convention News • August 14, 2013 • www.ainonline.com

the SR22 Grand and will continue through late November, in partnership with certain non-aviation entities in the luxury segment–from yachts and marinas to fine automobiles.

A total of 44 such events have been held over seven years and Beneditti attributes a 10-percent increase in sales in the first six months of 2013 to such marketing efforts. Each stop includes “meetings with clients, friends and partners for one or more days, with demonstration flights, cocktails, live music and more.”

At LABACE 2013, Cirrus (Stand 6112) is showing its SR22 Generation 5 Grand and SR20. Also at LABACE, the company is discussing its Vision SF50 single-engine jet program, though it’s too early to see a mockup. Cirrus is now in a race to be the first to bring a single-engine jet to market and has hired more than 100 engineers, designers and technicians for the Vision team.

With production line changes in place, deliveries of the Generation 5 Cirrus began in February, supported by a strong backlog of sales orders carried over from late 2012.

That backlog is now “several months out,” according to the Grand Forks, North Dakotabased manufacturer.

“We are enjoying the strongest demand we’ve seen over the past five years and certainly since the global financial crisis, which has affected aviation so significantly,” said Todd Simmons, Cirrus executive v-p of sales, marketing and customer support. “It seems that more and more conversations are about new airplanes, how an airplane can help grow a business and, of course, flying adventures.”

The Generation 5 airplane features an airframe modification needed to achieve the stepchange improvements in the SR22 and SR22T. In creating the Generation 5, the entire aircraft design was analyzed from spinner to tail and many parts and systems were reengineered and redesigned to accommodate the increased airframe load, aerodynamic improvements, better flight performance and the Cirrus airframe parachute system (CAPS).

Other airframe upgrades included strengthening the carbon fiber, single-part wing spar, the landing gear and a new flap system allowing extension to the first position at 150 knots.

“We have also taken huge steps to accelerate the Vision SF50 Jet program as we aim to fly the first conforming certification model within the next twelve months,” said co-founder and CEO Dale Klapmeier in April this year. o

Robinson takes fair share of the region’s heli boom The Robinson Helicopter fleet in service in Brazil is the largest of any country in Latin America, according to the manufacturer’s Brazilian distributor, Audi Helicópteros. Audi is at LABACE 2013 (Chalet 6102), well positioned to take advantage of the growing popularity of rotorcraft in this part of the world.

With a chalet immediately adjacent to the main entrance, Audi has one of each of Robinson’s most popular aircraft on prominent display: the five-seat, turbine-powered R66; the fourseat piston-powered R44; and the two-seat piston-powered R22.

Those aircraft, according to Robinson president Kurt Robinson, represent a significant portion of the total sales of 517 helicopters in 2012. Approximately 70 percent of those sales were to customers outside the North American markets, and “a significant portion” of those went to Latin America, which

Helibras expands Eurocopter capability Helicopter service, support and manufacturing specialist Helibras (Helicópteros do Brasil) recently received authorization the from France’s DGAC aviation authority to produce the Eurocopter EC225 in Brazil.

With that action, the company’s facilities at Itajubá have

he described as an “engine of economic growth.”

The popularity of Robinson helicopters in Latin America has much to do with the fact that there is a lot of travel to and from the continent’s vast interior that can be made quickly and conveniently only by air, explained Robinson. It is also attributable to the low cost of ownership and fuel efficiency of the helicopters, he added.

Robinson’s R44 Raven 2 remains the company’s best seller, with a price tag in the $400,000 range. The R66 acquisition cost is in the $800,000 range. As to operating costs, Robinson noted that while the nearest competitor’s helicopter consumes approximately 26 gallons of fuel per hour, the R44 averages 14 gallons per hour.

Production at Robinson continues to climb. In 2012, the Torrance, California-based-company rolled out 40 R22s, 286 R44s and become known as Eurocopter Helibras, a formal extension of production by the Eurocopter group, which is headquartered at Marignane in the south of France. According to Helibras, that was its goal since signing a contract with the Brazilian armed forces to supply the EC725 from a new purpose-built factory in the country.

The EC225 Super Puma twinengine heavy transport is a civil version of the EC725 military variant. A team formed exclusively of Brazilian technicians recently completed assembly of a full EC725 gearbox. This work, according to Helibras, was done without direct supervision or

DAVID McINTOSH

by Kirby J. Harrison

Rising sales of Robinson Helicopters in Brazil by distributors Audi Helicópteros and Power Helicópteros are evidence of the growing popularity of rotorcraft in this part of the world.

191 R66s. Based on the backlog of new aircraft orders, Robinson anticipates 2013 production numbers to surpass those of 2012.

The current production rate is set at 12 aircraft a week, and the company claims that, with a

workforce of more than 1,300, it is “well positioned to increase production later this year.”

Robinson is also monitoring demand for upgrades, such as floats and a cargo hook, prompting a decision to make

certifications of those options a top priority for 2013. o

monitoring from France, evidence that the skills and technology have been successfully transferred to Eurocopter Helibras.

“We are fulfilling all the steps drawn up since announcement of the technological cooperation, and there are just a few more steps necessary to permit the maintenance and manufacture of helicopters throughout the Eurocopter rotorcraft fleet,” said Helibras president Eduardo Marson.

At this point, the assembly line in Itajubá is fully dedicated to the EC725 for the Brazilian armed forces. Delivery of the next units are expected to run from late 2013 to mid-2014.

Initial deliveries of the EC225 civil Super Puma, according to Helibras (Chalet 5101), depend on commercial agreements being negotiated with several of the region’s oil and gas companies.

Helibras, in business since 1979, is the only Brazilian manufacturer of helicopters and maintains facilities in São Paulo, Rio de Janeiro and Brasilia, in addition to those at Itajubá.

The company is responsible for the assembly work, as well as new and after-market sales of Eurocopter helicopters in Brazil. Helibras delivers approximately 36 helicopters annually.

In addition, Helibras operates an extensive customer support and service structure and holds nearly a dozen approvals from

aviation authorities in a number of countries, in addition to Brazil.

Last month, Eurocopter’s parent group EADS announced that the company is to be renamed Airbus Helicopters as of Jan. 1, 2014. This is part of a wider corporate rebranding under which EADS, as a whole, will adopt the Airbus name.

“Eurocopter has grown to be the most international company in the EADS group,” commented Eurocopter CEO Guillaume Faury. “Over the past decade we have developed our international footprint in the most emerging markets and are also well known in key countries such as the U.S. and Brazil, and even in Asia. Our name no longer limits itself to just Europe.” –K.J.H.

New approval from French aviation authorities has cleared the way for Helibras to add to its product range by manufacturing the large-cabin EC225 helicopter on behalf of its parent group, Eurocopter, in addition to these smaller models.

Win an iPad from CRS Jet Spares

DAVID McINTOSH

CRS Jet Spares, a leading parts supplier for business aircraft, will be holding a raffle on Thursday, August 15 at 5 p.m. in which one LABACE visitor will win a new iPad, All corporate operators, jet owners and maintenance department personnel are invited to participate in the contest by leaving a business card at Stand 1016.

“CRS feels the technology behind the iPad coincides perfectly with our goal to have our finger on the pulse and provide what our customers want,” said CRS founder n and president Armando Leighton Jr.

30 LABACE Convention News • August 14, 2013 • www.ainonline.com

New swept-blade propellers boost King Air thrust, cut noise

by Curt Epstein Raisbeck Engineering has come to LABACE to show off its new swept-blade turbofan propellers for the Beechcraft King Air 200 family. The new propellers received certification from the Brazilian civil aviation authorities in June and last month the European Aviation Safety Agency granted its approval as well.

The propeller’s redesigned blades offer King Air owners several benefits, including quieter operation and increased thrust due to the effects of blade sweep and increased overall diameter of the propeller arc. The new units provide a nearly 1,100-foot improvement in published

FAA takeoff performance compared with the originally equipped propellers.

The U.S. company teamed with Hartzell Propeller to certify the new propeller, and claims that it represents the first practical business aviation turbine propeller application of swept-wing theory. Deliveries of the new props began in March and, when combined with Raisbeck’s Epic Platinum performance package (which includes enhanced-performance leading edges, dual aft-body strakes, ram-air recovery system, high flotation gear doors and optional crown wing lockers) will provide operators with superior overall performance.

The swept-blade propellers as well as Raisbeck’s other modifications are sold and installed by more than 100 authorized dealers worldwide, including Brazilian firms such as Conal, Japi Aeronaves, Líder Aviação, Premium Jet Manutenção de Aeronaves, Quick Aviação and TAM. The company just announced its latest South American authorized dealer: Argentina’s Aero Baires SACI. The Buenos Airesbased company is already a Beechcraft dealer and authorized service center.

“Aero Baires is proud to add Raisbeck Engineering to our existing line of aviation representatives,” said company president Jimmy Smith. “We have been related to the Beech family since 1947, making us the oldest dealer in the world, and we believe this new venture will be of mutual success for both parties.”

Here at LABACE, Raisbeck is sharing an exhibit (Stand 5005) with fellow King Air modification specialists Blackhawk

How are business aircraft used in Brazil?

Modification and BLR to highlight their King Air performance solutions. Raisbeck and Blackhawk have forged a new partnership aimed at providing a suite of improvements for the King Air 200 line.

Known as the Blackhawk Epic XPR series, the improvements consist of the Blackhawk engine upgrade package which uses PT6A-52 or -61 engines along with Raisbeck’s swept-blade propellers and Epic Platinum package to give shorter takeoff and landing distances, FAA-certified balanced field lengths, increased climb rate and cruise speeds, quieter cabin and cockpit that permit conversation at normal levels, improved resale value and the latest engine technology.

“This teaming agreement will give King Air operators a gateway to make much easier their decision to fly with the latest and greatest airframe and engine technology,” said Bobby Patton, Blackhawk’s vice president of international sales. o

Breakdown of Brazil’s fleet by aircraft type

The latest edition of the Handbook of Brazilian General Aviation published here at LABACE this week by industry group ABAG shows that private use of aircraft by individuals and companies still dominates fleet utilization in Brazil. The number of aircraft available for air taxi use has only risen slowly over the past three years. Piston-powered aircraft constitute the majority of the ­business aircraft based in Brazil today, with the number of helicopters, turboprops and jets clearly growing but lagging behind for now. Jets are enjoying the fastest growth, having increased n in number by over 16 percent between 2011 and 2012.

Jet Aviation partners with C-Fly to expand presence in Brazil Jet Aviation Flight Services has signed a strategic alliance agreement with C-Fly Aviation, a São Paulo-based aircraft management and charter provider. As Jet Aviation, the company founded in Switzerland but now part of U.S. company General Dynamics, continues to expand its global services to meet customer demand, C-Fly (Stand 5105) will exclusively provide the Teterboro, New Jersey-based company with referrals on charter and aircraft management in Brazil.

“Our goal is to provide the best available services to our customers wherever they may be, and this alliance provides another outlet through which we can extend our global reach,” said Jet Aviation vice president Don Haloburdo.

Jet Aviation Flight Services group is responsible for delivering Jet Aviation’s charter and aircraft management services in the Americas and has U.S.-based offices in Teterboro; Van Nuys, California; and Chicago, Illinois.

C-Fly is a leading management and consulting company in Brazil and currently manages 16 aircraft, as well as providing a wide range of consulting services to corporate and individual clients. “C-Fly and Jet Aviation’s combined quality, governance and customer focus will significantly raise the standards in the Brazilian aircraft market,” said C-Fly partner Decio Yoshimoto. “In addition, our customers will greatly benefit with Jet Aviation’s global reach.”

–K.J.H.

Greenwich heralds LiveAero network

by Curt Epstein Greenwich AeroGroup (Stand 5013) has announced that it is forming a dealer network for the sales, installation and certification of the LiveAero broadband airborne connectivity system for fixed-wing airplanes and rotorcraft. Based upon the Iridium OpenPort broadband technology, the system–developed

by Florida-based LiveTV–works anywhere in the world and provides a WiFi-enabled bidirectional data speed of 134 kbps. With system optimization, that speed can be more than doubled.

LiveAero also includes three separate voice lines allowing calls to be placed on the ground or in the air. Certification for the system has already been achieved for the Bombardier Challenger

601 3A/3R, 604, and 605 twinjets, with additional supplemental type certificates in progress for the AgustaWestland AW139 and Sikorsky S-76 helicopters. The system will be upgradeable to the upgraded Iridium Next system, which is scheduled to launch starting in 2015.

Greenwich locations supporting the system are Atlantic Aero in Greensboro, North Carolina;

Greenwich AeroGroup’s LiveAero broadband connectivity system provides WiFi-enabled bidirectional data speeds of 134 kbps.

Summit Aviation in Middletown, Delaware; and Western Aircraft in Boise, Idaho. Other providers include Banyan Air Service in Fort Lauderdale, Florida; Spirit Avionics in Columbus, Ohio; and Temple Electronics in Houston, Texas. Internationally, the system is available through Jet Aviation’s locations in Basel, Switzerland; Dubai and Singapore.

Additionally at the LABACE show this week, Greenwich AeroGroup’s DAC International subsidiary is conducting demonstrations at its stand for its GDC64 tablet aircraft interface unit, which is specifically designed as an aircraft interface device to feed aircraft data to an iPad or any tablet without additional costly WiFi devices. o

www.ainonline.com • August 14, 2013 • LABACE Convention News 31

Cinquenta anos de paixão As gerações dos Falcons têm uma coisa em comum.

Cada uma delas representa um salto tecnológico. Tornando-se mais eficientes.

Mais capazes. Mais confortáveis.

Sempre à frente, com inovações como a tecnologia de controle de voo digital e asas ultraeficientes e ultracompetentes, tanto em baixas quanto em altas velocidades.

Estamos comemorando os cinquenta anos do primeiro voo do Mystère 20, mas não pensamos em descansar.

O melhor ainda está por vir.

Rodrigo Pesoa • +5511.3443.7043 • rodrigo.pesoa@falconjet.com

Descubra por quê. Escaneie o código ou visite falconjet.com/50-years