AUG. 16, 2013
Convention News AINONLINE.COM
Latin America leads as aircraft financing flows again by David Donald As the global economy in general, and business aviation in particular, begins to stabilize, so the squeeze on aircraft financing is beginning to relax, albeit with an element of conservatism. That was the message from speakers at the 5th Business Aviation in Latin America summit held here at LABACE yesterday. A range of financial issues was covered during the summit, as well as other key issues such as managing flight clearance risk in developing nations and pilot shortages in Latin America.
Since the financial collapse in 2008, business aviation in the U.S. and Europe slumped, but the developing world helped take up some of the slack. Latin America, led by Brazil and Mexico, has led the way, although, as Don Walsh, director of Guggenheim Partners Business Aviation Investments, noted, it is the lighter aircraft that continue to dominate the market. That is opposite to other regions, where it is the large-cabin types that have shown the most growth. Cautious growth in business aviation
has mirrored growing confidence in the general economy. In 2008 it was virtually impossible to get financing for aircraft acquisition other than through captive finance companies, but that is not the case now. According to Juan Escalante, v-p Latin America for AirFinance, it was local banks that led the way as they were cash-rich and able to deal in local currencies. International banks have now cautiously re-entered the market, although they are less will ing to undertake smaller loans.
In his view, private-equity leasing companies have become popular, especially supporting the helicopter market, where operators are looking for near-term deliveries to cover immediate requirements. Finally, export credit agencies also provide attractive financing in their aim of promoting national employment but, according to Escalante, they can sometimes take a long time to finalize contracts. “Latin America is still a great place for business,” asserted Escalante, but he noted Continued on page 2 u
Na edição de hoje da LABACE Convention News o time da AIN dá a cobertura completa do segundo dia da mostra deste ano. Temos reportagens especiais sobre algumas questões-chave enfrentadas pela comunidade da aviação executiva brasileira hoje, como preocupações com o processo regulatório (pág. 5), os riscos das operações de fretamento ilegais (pág. 7) e como os recentes protestos politicos no país envolveram a indústria (pág 8). Também na edição de hoje você encontrará artigos sobre a crescente demanda por helicópteros (pág. 12) e como os padrões internacionais para operações de aeronaves executivas podem ajudar os operadores a cumprir as novas exigências de sistemas de gerenciamento de segurança (pág. 16). Estamos especialmente contentes em poder trazer muitas destas histórias aos nossos leitores em português. Além de ler as edições diárias disponíveis aqui em São Paulo, por favor continuem checando as mais recentes notícias da LABACE online em www.ainonline.com.
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Exhibitors packed the static display at LABACE as if staging a protest to keep business aviation access here at Congonhas Airport.
Taxes, Bureaucracy Block Imports
Access Remains an Issue
Illegality Still a Problem
Demand Hovers Higher
The need to clear Brazil’s fiscal and paperwork obstacles to importing aircraft has provided an opportunity for specialist “trading” companies. Page 4
Getting access to airports in Latin America cannot be taken for granted and business aircraft operators can also face headaches getting landing permits. Page 5
Brazilian air taxi companies continue to be concerned about how illegal charter operations threaten their livelihood and the credibility of the industry. Page 7
Demand for rotorcraft continues to boom, driven mainly by industrial growth and the desire to beat traffic gridlock in cities like São Paulo. Page 12
Airports Careful Handling Required Traffic growth means that Latin America should be a land of opportunity for FBO operators, but is it in practice? Page 18
AgustaWestland could build helicopters in Brazil
FOUNDED IN 1972 James Holahan, Founding Editor
by Charles Alcock will reduce maintenance and operating costs for its AW139 intermediate twin-engine helicopter. The company said the improvements covered by the new progressive maintenance program would give operators greater aircraft availability and utilization. AW139 operators now can plan maintenance more efficiently, according to AgustaWestland. For instance, concentrating maintenance work at night–a move that will be especially useful for offshore oil and gas support operations, can maximize
R. RANDALL PADFIELD, CHIEF OPERATING OFFICER Editor-in-chief – Charles Alcock editor - INTERNATIONAL show editions – Ian Sheppard PRODUCTION DIRECTOR – Mary E. Mahoney DAVID McINTOSH
AgustaWestland is preparing the way to possible final assembly of its helicopters in Brazil with plans to expand the São Paulo facilities of its local subsidiary. Construction is due to be completed by the end of 2014 and the enlarged facility will also be used to accommodate a training center, bonded warehouse, workshop space and a heliport. Yesterday here at the LABACE show, AgustaWestland also announced several enhancements that
Wilson S. Leach, Managing Director
AgustaWestland may start assembling helicopters such as the AW169 at the São Paulo facilities of its Brazilian subsidiary under an expansion plan to be completed by the end of 2014.
aircraft availability for daytime missions. The program also includes an extension in the time between overhaul for the AW139’s main gearbox from 5,000 to 6,000 flight hours (a 20-percent improvement),
and for the tail and intermediate gearboxes from 5,000 to 7,500 hours (50 percent). The TBO extensions are based on the service experience of more than 580 helicopters that have logged around 750,000 hours so far. o
PC-6 STOL performance is well suited to Brazil
David A. Lombardo Richard Pedicini Matt Thurber
the production team Lysbeth McAleer Mona L. Brown Colleen Redmond Jane Campbell John Manfredo Photographer David McIntosh online editor – Chad Trautvetter WEB DEVELOPER – Mike Giaimo director of finance & new product/ online development – David M. Leach Publisher – Anthony T. Romano associate Publisher – Nancy O’Brien Advertising Sales – north america Melissa Murphy – Midwest +1 830 608 9888 Nancy O’Brien – West +1 530 241 3534 Anthony T. Romano – East/International +1 203 798 2400 Joe Rosone – East/International/Middle East +1 301 834 5251 Philip Scarano III – Southeast +1 203 798 2400 Victoria Tod – Great Lakes/UK +1 203 798 2400 Advertising Sales – International – Daniel Solnica – Paris production/MANUFACTURING manageR – Tom Hurley
Pilatus said here at LABACE yesterday that it will deliver three more of these PC-6 Turbo Porters to Brazil this year, having delivered only one since certification in the country in 2011. The Swiss manufacturer is emphasizing the piston single’s short takeoff and landing performance, pointing out that it can operate more economically than helicopters and with superior payload. Maximum payload is 1.2 metric tons, maximum range is 870 nm and this can be achieved operating out of an airstrip shorter than 1,500 feet (440 meters). At 125 knots maximum speed it is not a fast aircraft, but it compares well with the typical helicopter and can carry up to 10 passengers. –I.S.
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Latin America leads aircraft financing flow
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that there are signs that the regional economy is slowing down. Another challenge he outlined is the length of time needed to do business, adding that, “bureaucracy is part of the culture, and it’s not going to get any better.” Airport infrastructure is another potential block in the road to expansion, although he noted that, “the development of privately owned airports should close the gap.” Another element that should improve aircraft financing is wider implementation of the Cape Town Convention. This was agreed to in November 2001 as a way of providing a means of enforcing lender’s rights on an international basis, and thus increasing lender’s confidence in business aviation deals. David Chamberlain, an aviation solicitor with Kennedys, noted that, “Brazil has just joined up, and there are some teething problems.” However, there is optimism that signing up to the Cape Town Convention should make aircraft financing in Brazil more attractive. o
the editorial team David Donald Curt Epstein Kirby J. Harrison
LABACE exhibitors reported light visitor traffic for the early part of this year’s show with activity rising in the late afternoon and evening.
2 LABACE Convention News • August 16, 2013 • www.ainonline.com
LABACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: +1 201 444 5075. Copyright © 2013. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, AINsafety, Business Jet Traveler, ABACE Convention News, EBACE Convention News, HAI Convention News, MEBA Convention News, NBAA Convention News, Dubai Airshow News, Farnborough Airshow News, Paris Airshow News, Singapore Airshow News. Printed in São Paulo by Gráphica Editora Aquarela Translation services: Luciana Marques, Cuiabá, Brazil
Gulfstream’s newest twins make LABACE debut by Chad Trautvetter
airports in the world. In South America, this list includes La Paz El Alto International Airport in Bolivia (13,310 feet/4,057 meters); Inca Manco Cápac International Airport in Peru (12,552 feet/3,826 meters) and Alejandro Velasco Astete International Airport in Peru (10,860 feet/3,310 meters). Meanwhile, the G280 on display for the first time here at LABACE broke yet another speed record–while en route to the show. The aircraft type holds more than 30 such records. It made the 5,371-km (2,900-nm) journey from San Juan, Puerto Rico, to Foz do Iguaçu, Brazil, at an average speed of Mach 0.81 for a flight time of 6 hours 28 minutes. Gulfstream president Larry Flynn told AIN that both new jets–along with the G150, G450 and G550, which are on display here in São Paulo this week– have garnered much interest from
The ultra-long-range G650 offers Gulfstream’s largest cabin ever, highlighted by the company’s trademark large oval windows (above). The twinjet’s cockpit (right) was designed around the Honeywell Primus Epic-based PlaneView II avionics system.
potential buyers. He is optimistic that many of these prospective buyers will turn into firm order customers, though he said that, as per company policy, no such aircraft sale announcements would be made during LABACE. o
Brazilian flight training provider Efly demonstrates a locally built Marcnamara simulator at its stand. The manufacturer recently received ANAC approval for its King Air training device.
Simulator shortage spurs rule-change postponement by Richard Pedicini Implementation of a new Brazilian requirement mandating the use of level-D simulators for renewing privately operated business aircraft type ratings has had to be postponed until next year due to a shortage of suitable training equipment in the country. The country’s ANAC aviation authority had intended for the requirement
to take effect from June 2013, and the agency has been criticized by operators and pilots for being too rigid over the requirement for full-motion simulators. Commandant Milton Arantes Costa, president of Brazilian air taxi operators association ABTAer, told AIN that the changes to Brazilian Civil Aviation Regulation 61 impose a
tougher standard than equivalent rules in other countries. “In the United States, a pilot needs just a multi-engine rating to fly a King Air. In Brazil, it’s a type rating,” he said. “The FAA requires only a level-2 simulator for a rating in a Mitsubishi MU-2, one of the most dangerous airplanes to fly, so why does ANAC require a level-D simulator to fly a King Air?” For now, level-D simulators are in short supply in Latin America, forcing operators and their pilots to go overseas (usually to the U.S.) for expensive and time-consuming training. Some companies present at LABACE are offering lower-cost alternatives to full-flight devices. Brazilian company Efly (Stand 10009) is demonstrating a simulator made in the city of Americana by local manufacturer Marcnamara. It has been on the market for five years. According to company engineer Marcelo Mancini, the company is now producing three simulators each month and has just added a King Air device to the five other aircraft types already approved for use by ANAC. Mancini told AIN that Efly can incorporate programs
Gulfstream Aerospace’s newest twinjets–the supermidsize G280 and super-longrange G650–are making their LABACE debuts this week here in São Paulo. Both aircraft are available for viewing by appointment only at the Gulfstream chalet (Stand 5124). “We’re pleased to showcase both the G650 and G280 at LABACE for the first time,” said senior vice president of sales and marketing Scott Neal. “Over the past several years, we’ve made a significant investment in the Latin American region, including establishing a dedicated service center in Sorocaba. We’re committed to providing our operators with the best support and resources possible.” The G650 recently received U.S. FAA approval to take off and land at airports at altitudes up to 4,572 meters (15,000 feet), allowing it to operate into the highest
covering training for specific private landing sites in Brazil. Meanwhile, aviation students lined up outside a Redbird simulator belonging to the Sorocaba Aeroclube, on display at the Cirrus chalet. “A school can’t spend millions on a simulator,” Blue Air representative Mario Rozas told AIN. “The Redbird’s motion is an electric rather than hydraulic system, which helps keep the price more accessible to schools,” he added. Four of the Redbirds are installed at schools in Brazil, Rozas said, with another two purchased by a private individual. A Difference in Opinion
However, Líder Aviation, which represents CAE for business aviation in Brazil, has a different perspective on the simulator requirement. “ANAC puts safety ahead of everything,” said Líder CAE SimuFlite sales executive Camila Costa Santos. “Only in a [fullflight] simulator can some kinds of failures be safely tested.” This view is diametrically opposed to that of Simcom (Stand 3014), which is extolling the virtues of lower-cost training in fixed-based simulators, and points to research showing the alleged negative training effects full-motion simulation can have on the grounds that it cannot fully replicate actual aircraft
movement and acceleration. Another proponent of the latter view can be found in southcentral Brazil. In June, AIN visited the Pontifical Catholic University in Goiânia, where the aviation sciences school is serving as test ground for a simulator being produced by a consortium of São Paulo companies. Two simulators are being refined, one for a Cessna Caravan and the other an Airbus A320. While the simulator was fixed-base and the cockpit stylized without glass in the windows, “the control panel is accurate within half a centimeter,” according to engineer Kornel Ori-Kovaks. The A320 simulator is powered by eight computers running Windows, the most powerful being 3.5 GHz. The computers are almost off the shelf, except for a custom card with 64 digital and 14 analog I/O ports. Similarly, the pilots’ seats are automotive rather than aeronautic. The cost of the simulator, however, is “two orders of magnitude less than a CAE simulator,” according to Ori-Kovaks.o
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The Epic LT is a six-seat, 325-knot turboprop available as an owner-built kit. Still considered “experimental,” the manufacturer is working toward 2015 certification of an enhanced E1000 version of the carbon-fiber aircraft.
Somma shows Brazilians the path to a kit-built Epic LT by David Donald Arguably the most eye-catching aircraft on display at LABACE is the ultra-sleek Epic LT six-seater turboprop on show at Somma Aviation’s outside stand (5116). The aircraft is a revolutionary kit-built, carbon-fiber, high-performance transport that has caused quite a stir in its home country of the U.S. Now Somma is looking to bring in a certified version tailored specifically to the Brazilian market. Quite apart from its blistering performance, with a maximum cruising speed of 325 knots and climb speed of 3,000 feet per minute, the Epic LT is remarkable for being a kit-built aircraft, although the aircraft are assembled by owners in Epic’s Bend, Oregon facility. For a shade under $2 million a new owner can acquire the
aircraft kit, receive instruction, tools and assistance that allow them to assemble and finish it, plus a flight-test and pilot training package. The result of the build is an aircraft powered by a Pratt & Whitney Canada PT6A-67A flat-rated at 1,200-shp and driving a Hartzell fourbladed full-feathering propeller. The aircraft is furnished to a luxurious standard, and is equipped with a three-screen Garmin G900X avionics suite, including synthetic-vision technology. Currently the Epic design is available as the LT, which is flown under an “Experimental” classification that means it cannot be hired out. However, Epic is now working on gaining full certification, by 2015, for an enhanced aircraft known
as the Epic E1000. Among the improvements will be an increase in certified ceiling to 34,000 feet from the current maximum of 28,000 feet. The additional ceiling, which can be attained in 15 minutes, will provide not only a greater margin of weather clearance, but also reduced fuel-burn in the cruise. At an economic cruise speed of 265 knots the E1000 has a range with reserves of 1,650 nm. That figure falls to 1,385 nm at 325 knots with maximum passengers. Customized for Brazil
Somma Aviation became the Brazilian dealer at the start of this year, and the first action was to order a kit-built LT to act as a company demonstrator in Brazil. That aircraft is currently in the build process, and should be completed before the end of 2013. To satisfy regulations, at least 51 percent of the kit-built aircraft must be assembled by amateurs, and that entails around 12 weeks or more in the Epic plant working on the aircraft. Total build-time is between six and 10 months, depending primarily on availability of the
builder and of the PT6A-67A engine. Somma’s LT aircraft will reflect several changes that are dictated by the demands of the Brazilian market. It will be completed with a weather radar, and the engine will have an inertial separator to avoid foreign object damage being caused by operations from semi-prepared airstrips. The company envisages a key area of the market being operators who routinely fly to outlying agricultural areas where airfield infrastructure may be sparse at best. Somma’s aircraft will also have a refined interior, including windowshades and keypad avionics interface. While the LT is being used for demonstrations, slots are already being booked for the E1000, and it is that aircraft that Somma will be selling into the Brazilian market. The company has had some input into the E1000 configuration, such as the addition of angle-of-attack indicators in the cockpit. The aim is to sell completed aircraft that have been assembled in the U.S. by the dealer, at a price that is more than that of the Piper Meridian, but well below that of the Pilatus PC-12. o
Trading firms such as Sertrading can help international companies navigate Brazil’s tax rules for the importation of aircraft or aircraft parts.
ABAG director general Ricardo Nogueira
The facts of business aviation’s growth in Brazil speak for themselves and these facts are amply laid out in the new Brazilian Yearbook of General Aviation published here at LABACE this week. The book is published by Brazilian business aviation association ABAG, whose director general, Ricardo Nogueira, told Wednesday’s LABACE opening session that he has been “surprised by the excellent acceptance of the yearbook.” The latest data from ABAG confirms that Brazil has the second largest general aviation fleet in the world after the U.S. ABAG organizes the annual LABACE event and Nogueira has been a key figure in these arrangements.
Single-engine turboprop | 2% Twin turboprop helicopter | 4% Single-engine piston helicopter | 5% Single-engine turboprop helicopter | 5% Twin-engine turboprop | 5% Twin-engine jet | 5%
Twin-engine piston | 16%
The Brazilian Yearbook of General Aviation identifies the composition of the world’s second largest population of general aviation aircraft. More than half of the nation’s GA aircraft consists of single-engine piston airplanes, with single-engine turboprops making up but 2 percent of the total.
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ABAG Leader Hails Evidence of Brazilian Bizav Growth
‘Trading’ companies navigate Brazil’s aircraft import maze by Richard Pedicini Overseas visitors may be puzzled by the number of so-called “trading” firms prominently placed in the LABACE exhibition areas. Why at an event that lets potential purchasers meet directly with manufacturers do Brazilian middlemen occupy so much space? Sertrading, for example, is at its fourth LABACE, and vice president Luciano Sapata said, “We began 2013 with great expectations and have already imported 25 aircraft at an average cost of R$8 million [U.S.$4 million].” The firm sees LABACE as an opportunity to explain to potential customers how the importation procedure functions in Brazil. “All of Sertrading’s importation processes are agile and done in a secure and transparent manner. We always seek improvements in the time required, and to reduce costs and possible bureaucracy,” he said. AIN spoke with Emily Gruppo of Colombia Trading, who explained that importing aircraft or aircraft parts through a “trading”
firm can yield impressive tax savings. Most taxes in Brazil are on consumption rather than on income, one of the major taxes being the ICSM, similar to a VAT tax, that varies by state and by product. Normally someone who imports an aircraft to São Paulo would pay ICMS tax at a rate of 18 percent, but if the same aircraft were purchased through a “trading” firm, the rate drops to 4 percent. Air taxi firms are already entitled to a reduced rate of 4 percent under another law, but Gruppo claims that correctly structured transactions can still provide gains. For example, the IPI tax, normally 10 percent, can be fully refunded if importation is done through a state that enjoys tax incentives, and tax credits can be generated that the “trading” firm can redeem on other imports. Colombia trading, she said, offers not only knowledge of tax advantages, but also specialized knowledge of customs regulations, as well as the rules of the FAA and its Brazilian equivalent, ANAC. o
Operações na América do Sul se tornam mais por Kirby J. Harrison “Sempre há desafios em voos internacionais,” disse Tim Bartholomew, gerente de apoio a viagens internacionais da Rockwell Collins Ascend Flight Information Solutions (estande 2007). E enquanto estes desafios podem mudar de um dia para o outro, ele e outros veem o processo lentamente se tornar cada vez mais eficiente. Durante anos os operadores da aviação executiva têm voado para três aeroportos principais em Buenos Aires, Argentina, porém, isto não é mais possível já que dois deles foram fechados para a aviação executiva. A boa notícia é que Jorge Newbery Aeroparque (Buenos Aires Aeroparque), o mais popular e próximo do centro da cidade, permanece aberto à aviação executiva. Por outro lado, a alfândega se tornou mais exigente, solicitando que toda a bagagem dos passageiros, incluindo aqueles tacos de golfe que você usou em Toluca, seja desembarcada e levada à zona aduaneira. Oficiais então inspecionam a aeronave e a lacram, e a volta a bordo só é permitida com providências específicas, disse Bartholomew. “É uma medida de repressão às drogas,” ele acrescentou. Também na Argentina, no último ano o país tem solicitado aos cidadãos americanos o pagamento adiantado de uma taxa de reciprocidade feito pela internet e a
Um agente da Rockwell Collins Ascend está à disposição para receber passageiros chegando à América Latina.
apresentação do recibo na chegada. A questão da cabotagem, ou o direito de transportar passageiros e/ ou mercadorias de ponto a ponto dentro do país, é geralmente restrito a aeronaves registradas no país em questão. Na maior parte das vezes, ela é aplicada a operadores da aviação comercial, mas em alguns países, pode ser uma zona nebulosa. Cabotagem e Estacionamento De acordo com Augusto Nunes, supervisor de operações em São Paulo para a Universal Weather & Aviation (estande 1003), as regras de cabotagem no Brasil são estabelecidas pela ANAC (Agência Nacional de Aviação Civil – estande 5014). Porém, dependendo do ponto de entrada, ou de quem esteja no posto num certo dia em particular, a cabotagem pode ser interpretada de forma diferente e incluir jatos executivos e privados. Seu conselho é checar com antecedência e estar preparado. Também no Brasil, alertou Bartholomew, a maior parte dos espaços para estacionamento nos três principais aeroportos de São Paulo foram designados a transportadoras locais. No Aeroporto Internacional de São Paulo em Guarulhos, por exemplo, o espaço é tão limitado que aeronaves comerciais frequentemente precisam estacionar na área militar. Ele também notou
que há uma questão de horário no Aeroporto Internacional de Brasília Presidente Juscelino Kubitschek. Os serviços da alfândega e imigração lá têm horários específicos, e a chegada de aeronaves tem prioridade, portanto “é melhor programar uma chegada para um momento tranquilo de intervalo entre chegadas comerciais,” ele disse. E mais, os escritórios de alfândega e imigração fecham nos finais de semana sendo necessária a tomada de providências com antecedência. Bartholomew também apontou que a privatização Aeroporto Internacional de Brasília resultou na redução de horas de alguns serviços. Por exemplo, o escritório administrativo para pagamento de tarifas não abre mais aos finais de semana e tudo deve ser arranjado com antecedência. O problema não é exclusivo do Brasil. Mudanças em planos de voo não são particularmente bem aceitas no Peru também. Mudanças devem ser apresentadas com três ou quatro dias de antecedência, e se não forem, “eles não estarão muito dispostos a ajudar, ou podem simplesmente nem estar disponíveis,” disse o gerente de serviços de autorização da Universal, John McClelland. Rockwell Collins (estande 2007) tem um agente no Peru por meio de quem o planejamento da
viagem funciona, “para que nossos clientes não tenham problemas. Até o momento não tivemos cancelamentos ou atrasos por não conseguir autorização peruana.” No passado, viajar para a Venezuela era “muito complicado” e o processo de solicitação de autorização de aterrissagem tinha de ser iniciado com até 30 dias de antecedência. “Muitas dessas barreiras foram removidas,” disse Bartholomew, “Por exemplo, se você fica menos de 72 horas, a autorização de aterrissagem não é necessária.” Por outro lado, oficiais de aviação da Venezuela continuam a checar os registros de qualquer aeronave que faça uma solicitação de sobrevoo, como há dez anos ou mais. Se encontram um sobrevoo cuja taxa não tenha sido paga, não se emite mais uma nova autorização nem se permite o sobrevoo até que uma taxa diferenciada tenha sido paga. Como resultado, disse Bartholomew, “com todos os nossos voos, nós checamos com o governo venezuelano com antecedência para garantir que não haverá taxa extras de sobrevoo. ... e para a Copa do Mundo Olhando para o futuro, o prestigioso torneio de futebol Copa do Mundo será sediado no Brasil no próximo ano, de 12 de junho a 1º de julho, e se o recente torneio da
Copa das Confederações for uma previsão precisa, a aviação executiva precisará brigar por espaço. “Fecharam todos os maiores aeroportos para a aviação geral, e aqueles aviões a quem foi permitido pousar, a permissão foi dada após de uma a três horas no solo,” disse Nunes da Universal. “A única maneira de se abrir uma fresta para uma aeronave executiva, era os organizadores da FIFA [Federação Internacional de Futebol] liberarem uma de suas frestas para nós,” ele disse. Estimados 500.000 fãs de todo o mundo são esperados no Brasil no evento do próximo ano. “Se o mesmo cenário se repetir na Copa do Mundo no ano que vem, será muito complicado,” concluiu Nunes. Se há um problema contínuo em viajar-se para e partindo da América Latina, é o da corrupção local por parte de oficiais de menor porte. Há tripulações, admitiu um despachante de viagem, que continuam a achar eficaz passar uma nota de vinte dólares, ou até de cem, no passaporte para facilitar o processo. Porém, acrescentou Bobby Butler, vice presidente sênior da Universal, “Isso é considerado suborno de nível local e é um comportamento arriscado e corrosivo.” É também algo para o qual a Universal tem chamado a atenção de oficiais Americanos e de outros países, “Estamos fazendo um esforço para eliminar essa prática da nossa indústria. É um comportamento que deve ser mudado.” Em geral, dizem os despachantes de viagem, as regras que regulam a entrada em países da América Latina têm se tornado mais flexíveis na medida em que essas economias crescem e cada vez mais homens de negócios e turistas encontram motivos para investir neste continente ou apenas deitarem-se ao sol e divertirem-se com a cultura. “Estamos vendo um aumento na quantidade de aeronaves de grandes cabines de passageiros viajando para a América Latina,” disse Bartholomew, “motivadas em parte pelo crescimento da economia global e pela necessidade de jatos executivos de longo alcance.” E os dois países que parecem estar atraindo o maior tráfego,” acrescentou Abel Perez, proprietário master da Universal, ���são Colômbia e Brasil.” Até o pequeno Panamá, rapidamente se tornando um centro financeiro na América Central, está se tornando um ímã para a aviação executiva, disse o gerente de autorizações da Universal, John McClelland. “Recentemente passaram a conceder uma autorização principal e uma interna que permite paradas múltiplas. E isso é uma coisa boa.” o
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Rockwell Collins’s Ascend flight information solutions help flight planners to assist operators to navigate the sometimes confusing and often changing aviation rules and regulations of various countries. The company’s flight operations center in Houston (above) is the heart of its flight-planning program.
South American operations: getting easier, but still challenging by Kirby J. Harrison “There are always challenges to flying internationally,” said Tim Bartholomew, manager of international trip support for Rockwell Collins Ascend Flight Information Solutions (Stand 2007). And while those challenges may change from one day to the next, he and others see the process slowly becoming more and more efficient. For years, business aviation operators have been flying into three main airports in Buenos Aires, Argentina. But this is no longer possible because two of them have been closed to business aviation. The good news is that Jorge Newbery Aeroparque (Buenos Aires Aeroparque), the most popular and closest to the city center, remains open to business aviation. On the other hand, customs has become a bit more demanding, requiring that all passenger baggage, including those golf clubs you used in Toluca, has to be offloaded and taken to the customs area. Officials then inspect the aircraft and seal it, and no one is allowed back aboard without special arrangements, said Bartholomew. “It’s a drug enforcement issue,” he added. Also in Argentina, in the past year the country has required that U.S. citizens pre-pay a reciprocity fee through the Internet and show a receipt upon arrival. Cabotage and Parking
The matter of cabotage, or the right to transport passengers and/or goods from point to point within a country, is generally restricted to aircraft registered in that country. For the most part, this is applied to commercial
airline operators, but in a few countries, it can be a gray area. According to Augusto Nunes, supervisor of operations in São Paulo for Universal Weather & Aviation (Stand 1003), the rules of cabotage in Brazil are set by ANAC (Agência Nacional de Aviação Civil–Stand 5014). However, depending on the point of entry, and who is on duty on any particular day, cabotage may be interpreted differently to include business and private jets. His advice is to check in advance and be prepared. Also in Brazil, cautioned Bartholomew, most of the parking spots at the three main São Paulo airports have been coopted by local air carriers. At the Aeroporto Internacional de São Paulo (Guarulhos), for example, space is so limited that business aircraft are frequently parked on the military side of the field. He also noted there is an issue of hours at Presidente Juscellino Kubitschek Aeroporto Internacional de Brasília. Customs and immigration services there have set hours, and airline arrivals have priority, “so it’s best to time an arrival during a typical lull in commercial arrivals,” he said. Also the customs and immigration offices are closed during weekends, making advance arrangements a necessity. Bartholomew also pointed out that the privatization of Juscellino Internacional in Brasilia has resulted in a reduction in hours for some services. For example, the administrative office for payment of tariffs is no longer open on the weekend and advance arrangements must be made. The problem is not endemic to Brazil. Flight plan changes are
not particularly welcome in Peru, either. Changes are supposed to be filed three or four days in advance, and, if they’re not, “they are not inclined to be helpful, or may simply not be available,” said Universal’s manager for permit services John McClelland. Rockwell Collins (Stand 2007) has an agent in Peru through whom the trip planner works, “so our customers don’t have a problem. So far we’ve never had to cancel or delay because we couldn’t get a Peruvian permit.” In the past, travel to Venezuela was “very complicated” and the process of applying for a landing permit had to be started as much as 30 days in advance. “They’ve removed a lot of those barriers,” said Bartholomew. “For example, if you are staying less than 72 hours, no landing permit is required.” On the other hand, Venezuelan aviation officials continue to check the records of any aircraft submitting an overflight request, going back a decade or more. If they find an overflight for which the overflight fee was not paid, they will not issue a new permit or allow the overflight until the outstanding fee is paid. As a result, said Bartholomew, “with all of our flights, we check with the Venezuelan government in advance to ensure there is no outstanding overflight fee.” Handling the World Cup
Looking forward, the prestigious World Cup football tournament will be held in Brazil next year, June 12 to July 1, and if the recent Confederation Cup tournament in June is an accurate preview, business aviation
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will be fighting for space. “They closed all major airports to general aviation, and those airplanes that were allowed to land were allowed from one to three hours on the ground,” said Universal’s Nunes. “The only way a slot would be opened up for business aircraft was for FIFA [Fédération Internationale de Football Association] organizers to release one of their slots for us,” he said. An estimated 500,000 fans from all over the world are expected to descend on Brazil for next year’s event. “If we have the same scenario repeated for the World Cup next year, it’s going to be very complicated,” concluded Nunes. If there is a continuing problem with flying into and out of Latin America, it remains that of endemic corruption on the part of minor officials. There are crews, admitted one trip handler, who continue to find
it effective to slip a “twenty” [dollars], or even a “hundred,” into a passport just to facilitate the process. However, added Universal senior vice president Bobby Butler, “This is considered a bribe at the local level, and it is a corrosive and risky behavior.” It is also something Universal has been bringing to the attention of U.S. officials and officials in other countries, “We are making an effort to drive this practice out of our industry. It’s a behavior we must change.” In general, say trip handlers, regulations governing entry into Latin American countries has become more relaxed as those economies continue to grow and more and more businessmen and tourists find reasons to invest there or just lie in the sun and enjoy the culture. “We are seeing an increase in large-cabin aircraft traveling to Latin America,” said Bartholomew, “driven in part by the growth of a global economy and the need for long-range business jets.” And the two countries that seem to be drawing the most traffic,” added Universal’s Abel Perez, master trip owner, “are Colombia and Brazil.” Even tiny Panama, rapidly becoming a financial center for Central America, is becoming a business aviation magnet, said Universal’s permits manager John McClelland. “They’ve recently begun allowing one main landing permit and one internal permit that allows multiple stops. And that’s a good thing.” o
Gulfstream names sales leader for South America Gulfstream Aerospace has appointed Luiz Sandler as its new regional vice president of sales for South America. He is replacing Bill Arrazola, who recently retired. His sales territory spans Argentina, Bolivia, Brazil, Chile, French Guiana, Guyana, Paraguay, Peru, Suriname and Uruguay. Since 2007, Sandler served as sales director with International Jet Traders, which is Gulfstream’s sales representative for Brazil. Before that he was Embraer’s regional sales manager for Latin America. Sandler, who reports to Roger Sperry, Gulfstream’s regional senior vice president for international sales, has a bachelor’s degree in business administration from São
Paulo business school Fundação Getúlio Vargas. He speaks Portuguese, Spanish and English, and also holds a commercial pilot certificate for the Boeing 737. Separately, Gulfstream recently released its new PlaneBalance application as a complement to its existing PlaneBook iPad application, which is an electronic document management system introduced for pilots in 2011. “The paperless, interactive application can provide weight-andbalance information on the fly and can generate reports about center of gravity, aircraft configurations, payload weight and fuel,” said Bill Colleran, Gulfstream’s director of technical publications.–C.A.
Operadores de táxi aéreo Air taxi operators protest protestam contra fretes ilegais against illegal charters por Kirby J. Harrison
Enquanto a indústria de fretamento aéreo na América latina se expande e fica mais organizada, torna-se cada vez mais claro que o maior problema enfrentado pelo segmento é o das operações de fretamento ilegais. Segundo Alexis Javkin, diretor da MexJet, operadora de transportes aéreos com base em Toluca, “É uma das maiores questões com as quais lidamos no México. Na MexJet e em nossa empresa mãe, Aerolíneas Ejecutivas, investimos muito dinheiro em segurança e certificação. E enquanto é difícil competir com operadores que não o fazem, para nós, segurança e proteção não são negociáveis. Ele também apontou que enquanto aeronaves de fretamento necessitam de certificação das autoridades de aviação mexicanas para levar passageiros, algo similar à certificação Part 135 dos EUA, as operações não são bem monitoradas.
Oportunidades de negócio No Brasil, os proprietários de asa fixa e helicópteros, veem praticamente todo grande evento público, de corrida de carros a competições de atletismo, como oportunidades de negócios. Infelizmente, segundo a Associação Brasileira de Táxis Aéreos (ABTAer), um crescente número das aeronaves utilizadas não são certificadas para fretamento e estão operando ilegalmente. A associação põe a culpa, em parte, na falta de fiscalização destas operações ilegais pela Agência Nacional de Aviação Civil (ANAC), assim como em leis inadequadas regendo a aviação geral como um todo. No último mês de dezembro, a associação protestou especificamente contra o uso ilegal de helicópteros para transporte de passageiros durante o campeonato mundial de Fórmula 1 realizado um mês antes em São Paulo. De acordo com o presidente da associação, Comandante Milton Arantes, mais de 90 por cento dos helicópteros utilizados para o transporte de passageiros para o circuito do Autódromo José Carlos Pace (Interlagos) para o evento, eram aeronaves de propriedade privada, não autorizadas para o transporte
by Kirby J. Harrison comercial de passageiros. A ABTAer em seguida registrou uma reclamação oficial junto à ANAC, solicitando que as supostas violações fossem investigadas e os infratores, punidos. Arantes também observou a questão de segurança pública, mostrando que quem escolhe voar num helicóptero clandestino não sabe os padrões de manutenção utilizados pelos operadores, ou as qualificações do piloto, ou se piloto e operadora estão licenciados para levar passageiros comercialmente. Estes passageiros, ele acrescenta, “desconhecem o perigo.”
Cresce a taxa de acidente De acordo com uma pesquisa do governo, a aviação civil brasileira em 2012 reportou um total de 168 acidentes–um número recorde– e excedeu a quantidade de acidentes de 2011 em 5,6 por cento. O transporte aéreo clandestino e a falta de fiscalização por parte da ANAC está diretamente relacionada a este aumento, segundo Arantes. As exigências operacionais atuais estabelecidas pela ANAC, ele continuou, “estimulam o crescimento do operador pirata que não tem medo, não segue as regras e não pode ser punido.” Estas regras, disse a ABTAer, são direcionadas às companhias aéreas, deixando a indústria legítima de táxi aéreo sufocada em exigências desnecessárias e fazendo pouco ou nada para podar as perigosas operações de fretamento ilegais. A ABTAer é uma organização não-governamental, sem fins lucrativos, constituída de mais de 40 membros de 16 dos 26 estados brasileiros. Ela foi formada três anos atrás com a iniciativa de empreendedores de táxi aéreo e seus parceiros “que procuram solução para os problemas que afetam este segmento.” A associação também é membro do conselho consultivo da ANAC, uma nova entidade composta de representantes apontados pelo Comando de Força Aérea, assim como organizações representativas de segmentos da indústria, da aviação geral, clubes de voo e aeroportos até manutenção e instituições de treinamento. o
Bizav analyst sees growth despite weak economies According to noted industry observer Brian Foley, despite the recent weak economic performance of Brazil and Mexico, other countries such as Argentina are performing better and this is being reflected in demand for business aircraft. “Before investing in aircraft, individuals have to feel wealthy by virtue of rising personal portfolios, and businesses must have confidence and a supporting balance sheet,” said a preLABACE statement from Brian Foley
Associates. So far this year, pointed out Foley, Brazil’s stock market has lost a quarter of its value and Mexico’s has declined by almost 10 percent, while Argentina’s has risen by 10 percent and Venezuelan shares are up an astonishing 165 percent. The good news is that although the previous market leaders have temporarily been sidelined, there are others that are now rising to the occasion,” Foley said. “This economic diversity in the region makes for a more stable and
As the aircraft charter industry in Latin America expands and becomes more organized, it is becoming clear that a major problem facing the segment is that of illegal charter operations. According to Alexis Javkin, director of Toluca-based fractional operator MexJet, “It is one of the biggest issues we’re fighting now in Mexico. At MexJet and our parent company, Aerolínas Ejecutivas, we invest a lot of money in safety and certification. And while it is difficult to compete with operators who do not, we consider that safety and security are not negotiable.” He also pointed out that while aircraft for charter are required by Mexican aviation authorities to be certified to carry passengers for hire, similar to Part 135 certification in the U.S., operations are not monitored very well. Business Opportunities
In Brazil, fixed-wing and helicopter owners see virtually every major public event, from auto racing to athletic competition, as a business opportunity. Unfortunately, according to the Associação Brasileira de Táxis Aéreos (ABTAer, Brazilian Air Taxi Association), a growing number of the aircraft they use are not certified for charter and are operating illegally. The association blames, in part, the lack of monitoring of such illegal operations by the Agência Nacional de Aviação Civil (ANAC, National Civil Aviation Agency), as well as inadequate rules governing general aviation. Last December, the association protested specifically the illegal use of helicopters for passenger shuttle purposes during the Formula 1 World Championship auto race held the month before in São Paulo. According to association president Commandant Milton Arantes, more than 90 percent of the helicopters used to transport passengers to the Autódromo José Carlos Pace (Interlagos) circuit for the
event were privately owned aircraft not authorized to carry passengers for hire. ABTAer subsequently filed a formal complaint with ANAC, asking that alleged violations be investigated and violators punished. Arantes also noted the matter of public safety, pointing out that those who choose to fly in a clandestine helicopter airlift do not know the standards of maintenance used by those operators, or the qualifications of the pilot, or whether the pilot and operator are licensed to carry passengers for hire. Those passengers, he added, “are thus unaware of the danger.” Raises Accident Rate
According to a government survey, Brazilian civil aviation in 2012 reported a total of 168 accidents–a record number– and exceeded accidents in 2011 by 5.6 percent. Clandestine air transport and lack of oversight by ANAC is directly related to this increase, according to Arantes. The current operational requirements set out by ANAC, he continued, “stimulate the growth of the pirate operator who is not afraid, does not follow the rules and cannot be punished.” Those rules, said ABTAer, are geared to airlines, leaving the legitimate air taxi industry smothered in unnecessary requirements, but doing little or nothing to stem dangerous illegal charter operations. ABTAer is a nonprofit, nongovernmental organization made up of more than 40 members from 16 of Brazil’s 26 states. It was formed three years ago on the initiative of air taxi entrepreneurs and their partners “who seek the solution to the problems that affect this segment.” The association is also a member of ANAC’s Advisory Board, a new entity comprised of representatives appointed by the Air Force Command, as well as organizations representing segments of the industry, from general aviation, flying clubs and airports to maintenance and training institutions. o
consistent market overall.” noting that it was reflected Due to the “sagging” in in helicopter and turboBrazil and other BRIC econprop aircraft growth too omies (Russia, India and (these segments recorded China), Foley suggests that 6.4-percent and 5.0-perdemand for large-cabin busicent growth, respectively). ness jets, of which these counHigh value twin-turbine tries have proved “fond,” will helicopters increased most “cool a bit.” in popularity, pushing up According to business 9.3 percent. aviation market research Foley concludes that group Amstat, the Latin “Latin America operand South American busiates on a somewhat differBrian Foley ness jet fleet grew by 6 perent economic cycle: when cent last year. Foley notes that large Europe, North America and the Midcabin business jets led the way, increasing dle East were reeling from an economic by 12.5 percent, while light and medium- crisis, Latin America helped to modercabin jet populations grew by around 5 ate the blow by steadfastly increasing its percent. It describes this as an “uptick,” business jet fleet.”–I.S. www.ainonline.com • August 16, 2013 • LABACE Convention News 7
Business aviation gets drawn into Brazil’s political protests by Richard Pedicini The wave of protests which has rocked Brazil since June has included opposition to government spending on airports, the blocking of airport access as a way to get attention, and also complaints by the aviation community about government failure to address its needs. In preparation for the 2014 soccer World Cup, stadiums have been built or renovated all over the country, and investments have been made
in transportation infrastructure, including airports. The airport investment, however, is a longer-term need, as projected World Cup traffic is merely a blip in underlying demand in commercial aviation that is already seeing double-digit growth rates annually. One of the common themes has been protest against corruption, and in Brazil there is a long-standing public
Pilots protest at Santa Genoveva Airport in Goiânia.
assumption that any large public works project includes an element of corruption. That’s given rise to so many timeconsuming bureaucratic safeguards that a special law was passed to suspend some checks for projects associated with the World Cup, to allow anything at all to be accomplished. After 5,000 people blocked access to São Paulo’s Cumbica Airport in a protest against corruption some passengers walked several miles on foot to make their flights. Brazilian airline TAM dealt with the road blockade by filling an Airbus with flight crews at Congonhas Airport and ferrying them 17 miles across town to Cumbica. On July 23, in Rio de Janeiro, the
planned privatization of Galeão Airport, formally called Tom Jobim International Airport, provoked a protest from squatters living in the area of a projected third runway. The same day access to the capital Brasilia’s main airport was blocked by participants in an allegedly corrupt investment scheme unhappy that it had been shut down. Also on July 23, Brazil’s National Civil Aviation Movement, (MNACMovimentação Nacional de Aviação Civil) met with the national civil aviation agency ANAC’s ombudsman in Goiânia, to present a list of 30 complaints from pilots, other aviation workers, aircraft owners and maintenance shops. Days earlier, over 100 business aviation pilots had participated in a peaceful protest at Goiânia’s Santa Genoveva Airport, some wearing wigs and clown noses and blowing whistles. Some had pictures of Alberto Santos Dumont, whom Brazilians firmly believe invented the airplane, wearing a Guy Fawkes mask. Another sign had a Darth Vader helmet labeled “ANAC”. One of the principal complaints is the delay in renewing pilots’ licenses. Even when pilots arrange check flights 90 days before their annual license renewal, sometimes ANAC does not process documents in time, and the pilots are unable to work. Lawyer and aviation law professor Georges Ferreira puts part of the blame on understaffing. “ANAC is operating with only 50 percent of the personnel it needs,” he told AIN. o
TAM recebe o novo ‘curto leve mono’ da Bell
O novo “curto leve mono” (SLS, na sigla em inglês) da Bell Helicopter deve atender um nicho do mercado brasileiro. Bell Helicopter’s new “short light single” (SLS) is expected to fit a Brazilian niche market.
por Kirby J. Harrison A TAM Aviação Executiva (estande 1015), representando a Bell Helicopter no Brasil, está estendendo o tapete vermelho para o novo helicóptero “curto leve mono” (SLS, na sigla em inglês) da OEM. O monomotor leve foi apresentado em junho no Air Show de Paris como uma aeronave categoria entry-level de cinco assentos com um alcance de 420 milhas náuticas (667km), uma velocidade de cruzeiro de 125 nós e capacidade de carga de 608kg. O primeiro voo é esperado para 2014. Precisamos de uma aeronave nova e moderna para atender às exigências dos clientes particulares, treinamentos e forças de segurança pública,” disse John Garrison, presidente e CEO da Bell Helicopter. “A classe SLS é, ao mesmo tempo, competitiva e sensível ao preço, então colaboramos com os clientes para incorporar
Leonardo Fiuza, director de vendas da TAM Aviação Executiva. Leonardo Fiuza, sales director for TAM Aviação Executivea.
suas necessidades a um helicóptero de alta performance e valor num preço bastante competitivo. “O Mercado brasileiro aceitará bem esta aeronave, em particular por sua versatilidade no segmento do qual faz parte,” disse o diretor comercial da TAM Aviação Executiva Leonardo Fiuza. “As exigências do mercado brasileiro são atendidas com este novo produto,” acrescentou. O Brazil possui uma frota de mais de 1.100 helicópteros civis, dos quais 650 são corporativos, a maior parte voando dentro ou próximo à cidade de São Paulo. De fato, dentre os 425 helipontos localizados em todo o país, mais de 260 estão na cidade de São Paulo. o
TAM welcomes Bell’s new ‘short light single’ by Kirby J. Harrison TAM Aviação Executiva (Stand 1015), representing Bell Helicopter in Brazil, is rolling out the red carpet for the OEM’s new “short light single” (SLR) helicopter. The light single-engine machine was introduced in June at the Paris
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Air Show as a five-seat, entry-level aircraft with a range of 420 nautical miles (667 kilometers), a cruise speed of 125 knots and a useful payload of 608 kilograms (1,500 pounds). It is expected to make its first flight in 2014. Bell has not yet announced a price for the SLS.
“We needed a new, modern aircraft to meet the requirements of private clients, training and public security forces,” said John Garrison, president and CEO of Bell Helicopter. “The SLS class is both extremely competitive and price sensitive, so we collaborated with customers to incorporate their mission needs in a high-performance, high-value helicopter at a very competitive price.” “The Brazilian market will accept this aircraft very well, in particular for its versatility within the segment proposed,” said TAM Aviação Executiva commercial director Leonardo Fiuza. “The demands of the Brazilian market are met in this new product,” he added. Brazil is home to a total fleet of more than 1,100 civil helicopters, of which 650 are corporate/ executive helicopters, most of them in service in and around the city of São Paulo. In fact, of some 425 helipads located throughout Brazil, more than 260 are in São Paulo. o
Fuel suppliers respond to fast-rising GA demand
Nearly all aviation fuel in Brazil–both avgas and jet-A–originates from state-backed oil group Petrobras. The Brazilian refiner insists it supplies fuel competitively to business aviation retailers Air BP, Shell and its own subsidiary, BR Aviation.
While the name on the side of the refueling truck might say Air BP, BR Aviation or Shell, what’s inside it at any airport in Brazil all comes from the same source. All discussions of aviation fuel in the country must start with Petróleo Brasileiro (Petrobras), the national oil refiner of Brazil and the official supplier of jet-A and avgas. Petrobras produces approximately 70 percent of the jet-A used in the country and imports the remainder in its effort to supply the three major distributors. In addition to selling fuel to multinational distributors, such as Air BP and Shell, the state-backed group also provides fuel through BR Aviation (Stand 2002), a business unit of Petrobras Distribuidora, which in turn is a Petrobras subsidiary. But despite that seemingly close business relationship, the aviation fuel landscape in Brazil is a level one, according to the company. “Petrobras Distribuidora has no financial advantages in the purchase of aviation products compared to other fuel distributors,” said executive manager Francelino Paes, who noted that BR Aviation must purchase its products from Petrobras at the same price as the other distributors, therefore allowing pricing competition to occur. Unlike the North American FBO model, each distributor operates its own fleet of trucks, (more than 500 nationwide, in the case of BR Aviation, which, according to the company, currently commands nearly 60 percent of the market share) and their workers perform intoplane fueling operations rather than the FBO staff. The companies provide fuel for all aircraft at the airports, from the largest commercial jetliner to turboprops and helicopters. At most of the larger airports in the country there is more than one provider operating and, with certain exceptions, each manages its own fuel supply
and tank farm. BR Aviation is active at 103 airports in Brazil, followed by Raizen, a joint venture between Shell and Cosan that sells aviation fuel under the Shell (Stand 1006) brand at 57 airports that account for approximately 95 percent of the aviation fuel market demand in Brazil. “Though the market is fully deregulated, Petrobras supplies virtually all fuel for companies based in Brazil,” said Leonardo Ozorio, Raizen’s general aviation national sales manager. “We can import as well, but at this time we have not explored this option.” Air BP (Stand 5004) has facilities at 19 of the country’s airports and is well on its way toward its plan for Brazil, according to a company spokesman. “Air BP has an ambitious growth plan for the South America region,” said Ricardo Paganini, Air BP South America spokesman. “In Brazil our main goal is to be present at the 20 most important commercial aviation airports across the country, while also developing various supply points to increase competitiveness to our
PHOTO: ARQUIVO BR
by Curt Epstein
business. Looking over the general aviation and private jets market, we intend to build up demand at some specific areas through project partnerships with third parties.” Fuel Use Rises
The levels of general aviation continue to rise in Brazil as evidenced by fuel use. “General aviation’s fuel consumption in Brazil has increased significantly. In 2012, the increase was about 15 percent compared to 2011,” said Paes. “This growth was quite significant when compared with the
Avantto sees Brazil’s upside despite slowing economy by Kirby J. Harrison Even as the Brazilian economy appears in a slow slide downward, business aviation fractional ownership operator Avantto (Stand 6111) is watching its value grow. “People are flying about 20 percent more, and the number of flights at Avantto is growing faster than the size of our fleet,” said company president Rogério Andrade. That fleet today totals 52 aircraft, up from 47 last year and now consisting of 28 fixedwing airplanes and 25 helicopters. New to the fleet are two Embraer Phenom 300s, with a third expected. Also added recently are a Bombardier Challenger 605 super-midsize jet and a Gulfstream 200, both part of the managed fleet but also available to fractional members. The pricing structure for Avantto’s form of fractional ownership is relatively simple.
The company offers only onethird shares in its fixed-wing program. The one-time buy-in for a Phenom 100 one-third share costs R$3.111 million ($1.380 million), entitling the share owner to 20 flight hours a month at R$3,466 per hour ($1,540). The monthly fixed rate fee of R$48,709 ($21,650) includes crew, insurance, hangar lease and management of the aircraft. Andrade said there is no wait charge and no repositioning fee. Avantto has taken advantage of the growth of aviation in Brazil and its own success to make some changes to its business structure. While Avantto’s aircraft are based, for the most part, in Rio de Janeiro and São Paulo, the addition of the Phenom 300s and the Gulfstream 200 has the company flying more often to other South American countries,
growth of other segments of aviation, which was approximately three percent, and was driven mainly by developing regions outside the major economic centers.” That assessment was echoed by Raizen’s Ozorio: “We cannot provide specific data in terms of volume, but we can say that general aviation represents five percent of the total aviation business in our company (the other 95 percent is supplying airline operations), but it has been growing at least by 10 percent on an yearly basis for the last five years, far more
than the country gross domestic product.” In addition to the distributors, global fuel reseller World Fuel Services (Stand 5007) is also active in the private aviation fueling market. It recently added Celso Azuma as its new São Paulo-based sales executive to handle business aviation sales and supply in Brazil. The company noted that its fuel volumes in both Brazil and the rest of South/Latin America have shown steady growth so far this year and it is one of its better performing regions. o
and, Andrade said, “The new regulatory issues: “We’ve discovChallenger 604 has us flying to ered we can’t just apply our business model in the Philippines.” the U.S. and Europe. Unlike some Brazilian busi“Also in the planning is the acquisition of our own han- nesses, Andrade is not as enthugars and the launch of a main- siastic as many are about the upcoming World Cup tenance facility,” he soccer tournament added. “Perhaps not in 2014 and the 2016 next year, but with the Summer Olympics. coming of the new, “We had some experiprivate business aviaence with such events tion airports, certainly during the 15-day Fedin the future. eral Cup in June, and it “We’d like to find was not a nice experipartners outside ence,” he commented. Brazil for our frac“The major airports tional operation,” were simply closed to said Andrade. “We’re Rogério Andrade, business aviation. I already doing some president of Avantto, hope the authorities flights with poten- sees continued growth tial partners, pending for fractional operations are better prepared for the World Cup.” a formal agreement, in Brazil. Meanwhile, the good news is which is likely before the end of 2013. And we’re also studying that Avantto saw a 35-percent the possibility of a jet card mem- increase in revenue from 2011 to 2012, and this year expects 20- to bership program.” Earlier negotiations to find 25-percent revenue growth over a fractional ownership partner 2012. “The people who are runon the other side of the world ning the economy are the peoin the Philippines are “pro- ple who are flying in private and ceeding slower than we had business aircraft, and even with hoped,” he noted. The problem, a slight dip in the economy, they said Andrade, is mostly one of are still flying,” said Andrade. o
www.ainonline.com • August 16, 2013 • LABACE Convention News 9
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A fabricante de produtos para aviação Garmin (estande 2011) está experimentando um crescente interesse em seus produtos por parte do Mercado brasileiro, que tem a segunda maior frota de aviação geral no mundo. As cabines de comando da Garmin estão presentes em dois jatos muito populares no Brasil: os Phenom 100 e 300 da Embraer. Além disso, muitos operadores brasileiros estão optando pelas atualizações do G950 e G1000 da Garmin para o Beechcraft King Airs, assim como a série GTN de sistemas de comunicação e navegação\GPS touchscreen da Garmin para uma variedade de aeronaves. A série GTN é certificada sob uma lista modelo aprovada pela ANAC no Brasil, o STC (supplemental type certificate), o que significa que o GTN 650 e o GTN 750 podem ser instalados em centenas de diferentes aeronaves sem a necessidade de obter certificação individual para cada tipo. O GTN 650 é o menor de dois sistemas e cabe no mesmo espaço do módulo de rádio que no antigo GNS 430W, enquanto que o GTN 750, maior, substitui o GNS 530W. Ambas as unidades têm telas muito maiores que as do GNS; a tela do GTN é 50 por cento maior que a do 430 e a tela do GTN 750 é quase 100 por cento maior que a do 530. Ambos oferecem entrada de dados em touchscreen, sintonização de radio integrada, controle de transponder remoto opcional e plano de voo gráfico. A tela maior do GTN 750 também permite a exibição das tabelas de procedimento por terminal eletrônico da Garmin ChartView. Uma opção no GTN 750 é o controle de processador de áudio remoto, que permite a instalação do GMA 35 processador de áudio montado remotamente, que economiza espaço. Os pilotos também podem controlar os transponders remotos GTX33/33D do GTN 650 ou 750, economizando espaço no painel. O GTN 650 é vendido no varejo por US$11.495 e o GTN 750 por US$ 16.995. A Garmin também oferece o GTN 625 e 725 touchscreen sem os rádios comunicadores por um preço mais baixo.
Rádio-altímetro GRA 5500 Para montagens posteriores dos sistemas G950 ou G1000 nos turbopropulsores King Air, os compradores podem querer acrescentar
00 LABACE Convention News • August 16, 2013 • www.ainonline.com 10
o novo radar-altímetro GRA 5500. Disponível por US$ 13.995 (sem antena), o GRA 5500 tem um design totalmente digital que emprega tecnologia digital de processamento de sinal. O GRA 5500 se comunica através de uma interface Arinc 429 padrão, permitindo que o radio-altímetro funcione com um variedade de cabines integradas e mostradores da Garmin. Também funciona com produtos de outros fabricantes, e atende às exigências dos
radio-altímetros de Classe-A Taws, operações Cat II ILS e Tcas II/Acas II. A nova solução da Garmin para o Tcas II/Acas II também se beneficiará do GRA 5500. Segundo a Garmin, a nova tecnologia digital permite ao GRA 5500 “fornecer suave rastreamento de altitude resultando num consistente e altamente preciso indicador de altitude-sobre-solo, até mesmo sobre os mais desafiadores ambientes como terrenos rugosos, copas de árvores, areia e águas agitadas.” Tecnologia digital, incluindo a aplicação de filtros digitais, permite ao GRA 5500 processar centenas de medições de altitude por Segundo “para ajudar a detector e mitigar falsos retornos de altitude.” Aqui na LABACE, a Garmin está dando destaque a uma variedade de produtos de aviação, incluindo os sistemas GTN; navegadores GPS portáteis que cabem numa mão; o G1000 e seus mais recentes sistemas G3000 e G5000, que estarão presentes em jatos executivos como o HondaJet; Bombardier Learjet 70/75; Cessna Citation M2, Latitude, Longitude, X e o Sovereign; e o Phenon 300 da Embraer.
Brazil pilots can opt for Garmin glass by Matt Thurber Avionics manufacturer Garmin (Stand 2011) is experiencing growing interest in its products from the Brazilian marketplace, which has the second-largest general aviation fleet in the world. Garmin flight decks are prominent in two popular Brazilian business jets: the Embraer Phenom 100 and 300. In addition, many Brazilian operators are choosing the Garmin G950 and G1000 upgrades for Beechcraft King Airs, as well as the Garmin GTN series touchscreen GPS/ navigation and communication systems for a variety of aircraft. The GTN series are certified under a Brazil ANAC-approved model list supplemental type certificate (STC), which means that the GTN 650 and GTN 750 can be installed in hundreds of different aircraft without needing to obtain individual certification for each aircraft type. The GTN 650 is the smaller of the two systems and fits in the same radio stack space as the older GNS 430W, while the larger GTN 750 replaces the GNS 530W. Both units have much larger screens than the GNS units; the GTN 650 screen is 50 percent larger than that of the 430 and the GTN 750 screen is nearly 100 percent larger than the 530’s. Both offer touchscreen data entry, integrated radio tuning, optional remote transponder control and graphical flight planning. The larger screen on the GTN 750 also allows for display of Garmin ChartView electronic terminal procedure charts. An option on the GTN 750 is remote audio processor control, which allows installation of a space-saving GMA 35 remote-mount audio processor. Pilots can also control Garmin’s GTX33/33D remote transponders from the GTN 650 or 750, further saving panel space. The GTN 650 retails for $11,495 and the GTN 750 for $16,995. Garmin also offers the touch-screen GTN 625 and 725 without the communications radios at a lower price.
signal processing technology. It communicates over a standard Arinc 429 interface, allowing the radar altimeter to work on a variety of Garmin integrated flight decks and displays. It also
works on third-party products, as well as meeting radar altimeter requirements for Class-A Taws, Cat II ILS operations and Tcas II/Acas II. According to Garmin, the
new digital technology allows the GRA 5500 “to provide smooth altitude tracking resulting in a consistent and highly accurate altitude-above-ground indication, even over the most challenging environments like rough terrain, tree canopies, sand and choppy water.” Digital technology, including application of digital filters, enables
the GRA 5500 to process hundreds of altitude measurements per second “to help detect and mitigate false altitude returns.” Here at LABACE, Garmin is highlighting a variety of avionics products, including the GTN systems; handheld portable GPS navigators; the G1000 and its latest G3000 and G5000 systems. o
CHE: 0606-01 / ANAC
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GRA 5500 Radar Altimeter
For retrofits of G950 or G1000 systems in the King Air turboprops, buyers may want to add Garmin’s new GRA 5500 radar altimeter. Available for $13,995 (without antenna), the GRA 5500 is an all-digital design that employs digital
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www.ainonline.com • August 16, 2013 • LABACE Convention News 11
América Latina é mercado em ascensão para helicópteros
América Latina já é o terceiro maior mercado global para vendas de helicópteros.
Latin America is now the third largest global market for helicopter sales.
por Kirby J. Harrison Não há um fabricante que não fique disfarçadamente com água na boca ao mencionarse o apetite da América Latina por helicópteros e o crescimento deste mercado. De acordo com o relatório da Honeywell, o 15º Perspectiva Sobre a Compra de Helicóptero a Turbina Para Uso Civil, o apetite por helicópteros na América Latina sugere um pico nas vendas de 34 por cento ao longo dos próximos 5 anos. Espera-se que as vendas durante esse período atinjam “algo em torno de 4.900 a 5.600 helicópteros de uso civil em todo o mundo,” tal previsão certamente chama a atenção dos fabricantes. Numa entrevista recente, o presidente da Associação Internacional de Helicópteros (HAI, na sigla em inglês), Matt Zuccaro mostrou que as vendas de helicópteros na América Latina hoje representam em torno de 7 por cento do mercado mundial, e o Brasil é responsável por metade dessa quantia. De fato, conforme o Segundo Anuário Brasileiro da Aviação Geral, lançado no ano passado na LABACE, a frota completa de helicópteros no Brasil atingiu 1.654 aeronaves, 159 a mais que em 2011. Desta frota 759 tinham 10 anos ou mais e, destes 292 tinham 20 anos ou mais. O Brasil continua a ser o motor por trás do rápido crescimento do mercado de suporte a helicópteros na América Latina. A Líder Aviação (chalé 5118)– com uma frota de mais de 60 helicópteros, mais de 250 pilotos e um novo simulador Sikorsky S-76 da CAE SimuFlite (estande 3004) que entrou em operação no ano passado–é só uma das entidades do mercado. Outros operadores offshore na América Latina incluem a canadense CHC, a Brazilian Helicopter Services, Omni Aviation e Omni Táxi Aéreo, Era Group e Helivia Aero Táxi. E praticamente todos os fabricantes de helicópteros estão representados, de AgustaWestland (Chalé 6106) e Eurocopter até Bell e a russa Kamov. Interesses Russos A Russian Helicopters, uma empresa de fabricação e design formada em 2007, está de olhos atentos no mercado latino
americano, de acordo com Zilvinas Sadauskas, CEO da Locatory.com, uma empresa de TI que dá suporte à indústria de peças e suprimentos para aviação, com base em Vilnius, na Lituânia. Em janeiro, Sadauskas apontou que, pelo fato de 20 por cento das aeronaves militares de asa rotativa na América Latina serem de fabricação russa, a empresa começou a focar nos mercados civis, particularmente Brasil, Argentina e México. A Russian Helicopters vê o Mi-171A2 como o sucessor da família Mi-8/17, que havia sido desenhada especialmente para o mercado latino-americano. “Apesar de ainda ser cedo, o potencial do Mi-171A2 no mercado latino-americano é sem dúvida robusto,” informou a empresa. Em dezembro, a Russian Helicopters e a operadora brasileira Atlas Táxi Aéreo assinaram um contrato de US$200 milhões pela aquisição de 14 helicópteros Kamov-62 para trabalho offshore. O que foi prontamente seguido da criação, por parte das duas empresas, de um centro serviços para helicóptero no Brasil, operado pela subsidiária Russa Oboronprom. Conexão AgustaWestland/ Embraer Explorada Se o Brasil está no centro da demanda por helicópteros na América Latina, e parece que realmente está, então a cidade de São Paulo é o núcleo. A frota em operação no estado de São Paulo soma mais de 400 helicópteros, e apenas na cidade há mais de 250 helipontos, um pouco mais que a metade do total de helipontos em todo o país. Talvez a prova mais óbvia do potencial do mercado de helicópteros na América Latina e no Brasil em particular, foi um memorando de entendimento assinado neste ano entre a Embraer, fabricante brasileira de jatos executivos e a AgustaWestland, fabricante de equipamentos originais (OEM, na sigla em inglês). “Este é um passo importante para a Embraer enquanto damos continuidade à expansão do negócio,” disse o presidente e CEO da Embraer (chalé 5115) Frederico Curado, na época. O acordo teria estabelecido um empreendimento conjunto no Brasil para fabricar e comercializar helicópteros.
“O Brasil é um mercado importante para a AgustaWestland e acreditamos que estar presente industrialmente neste país nos ajudará a avançar num dos mercados que mais cresce no mundo,” acrescentou o CEO da AgustaWestland, Bruno Spagnolini. As duas empresas acabaram abandonando o projeto, dizendo numa declaração conjunta que haviam decidido de mútuo acordo finalizar as negociações do projeto, mas sem apresentar as razões de terem descartado o empreendimento. Analistas acreditam que a Embraer continuará a explorar a possibilidade de um helicóptero fabricado no país, como parte de uma estratégia nacional de expansão da aviação e do setor aeroespacial. Bell Tem Ampla Presença A Bell Helicopter está desenvolvendo uma participação considerável na América Latina. Neste momento, dos estimados 4.094 helicópteros da região, 1.311 são da Bell. Destes, 331 estão no México, 244 no Brasil, 182 na Colômbia e 118 na Venezuela. Segundo o gerente de comunicações da Bell Brian Bianco, o fabricante vê maior entrada no mercado com seu Bell 407GX e 429 nos setores corporativo e de aplicação de leis. No mercado offshore, nosso médio 412EP continua um sucesso,” disse. Bianco disse que a empresa Textron espera que o crescimento nestes mercados continue no curto e médio prazo, mas acrescenta, “O Bell 525 será um divisor de águas em áreas como o mercado offshore brasileiro e manterá a Bell Helicopter como principal plataforma para o mercado offshore
12 LABACE Convention News • August 16, 2013 • www.ainonline.com
mexicano enquanto as plataformas são levadas a águas mais profundas e precisam de voos mais longos. A Bell espera que seu novo curto leve mono (SLS) “tenha aceitação imediata no segmento de mercado corporativo em lugares como São Paulo onde operações de táxi aéreo acontecem todo o tempo. Robinson Vê Demanda A Robinson Helicopter alega fortes vendas globalmente, marcadas por 195 unidades entregues do R66 em 2012 e a expectativa de mais de 200 entregas em 2013. Espera-se que em torno de 20 por cento das entregas em todo o mundo em 2013 sejam para consumidores da América Latina. As vendas da Robinson na América Latina acontecem por meio de uma rede de distribuidores, a maior parte via Audi Helicópteros e Power Helicópteros, ambas com sede no Brasil. Kurt Robinson, presidente da companhia disse que o R44 e R66 são apropriados para o transporte em área remotas de países latinoamericanos onde a confiabilidade é uma necessidade absoluta. E o nível dos preços também é atrativo, assim como a eficiência do combustível. O R44 Raven 2 está na faixa de US$450.000, enquanto que o R66 gira em torno de US$800.000. O R66, aeronave de turbina, consome combustível numa taxa de 20 galões por hora, enquanto o R44, que tem motor a pistão, consome míseros 15 galões por hora. O relatório Perspectiva Sobre a Compra de Helicóptero, feito pela Honeywell, reflete as expectativas de Bell, Robinson e outros fabricantes de equipamentos originais (OEM) não apenas para a América
Latina mas também para o mercado mundial. “A resposta mais forte à pesquisa deste ano indica que a indústria pode estar retornando a um ambiente propício à expansão,” afirma o relatório. América Latina e Ásia continuam sendo a maior expectativa de expansão e reposição de frota dentre as regiões. Os autores do relatório acrescentam: “Em termos de projeção de demanda regional por novos helicópteros, América Latina e Ásia continuam numa disputa acirrada pelo posto de terceiro maior mercado regional do mundo, após América do Norte e Europa. Se há um problema no caminho do crescimento das operações com helicóptero na América Latina, é o da segurança. “O crescimento na região tem sido explosivo,” disse Zuccaro da HAI. “Sempre que isso acontece, manter o controle se torna um desafio.” Zuccaro afirmou que representantes de segurança da HAI fizeram várias viagens à América Latina para patrocinar seminários de segurança, e ele acrescentou que vários países criaram times de segurança. “Mas a conclusão é que a indústria segue numa direção positiva e indústria e governo estão trabalhando para criar um nível apropriado de supervisão, de helipontos e serviços a manutenção e controle o de tráfego aéreo.”
Latin America is burgeoning market for helicopters by Kirby J. Harrison There isn’t one manufacturer that doesn’t quietly salivate at the mention of the Latin American appetite for helicopters and the growth of that market. According to Honeywell’s 15th Turbine-Powered Civil Helicopter Purchase Outlook, the appetite for helicopters in Latin America suggests a 34-percent sales spike over the next halfdecade. With sales during the next five years expected to reach “anywhere from 4,900 to 5,600 civilian-use helicopters worldwide,” such a forecast is certainly catching the attention of helicopter manufacturers. In a recent interview, Helicopter Association International (HAI) president Matt Zuccaro pointed out that helicopter sales in Latin America now represent about 7 percent of the world market share, and sales in Brazil alone represent half of that share. In fact, according to the 2nd Yearbook of Brazilian General Aviation released last year at LABACE, the total helicopter fleet in Brazil had reached 1,654 aircraft, 159 more than in 2011. Of that fleet 759 were 10 years old or older, and, of those, 292 were 20 years old or older. Brazil also continues to be a major driving force behind Latin America’s emergence as a fastgrowing market for helicopter support operations. Lìder Aviação (Chalet 5118)–with a fleet of more than 60 helicopters, more than 250 pilots and a new Sikorsky S-76 simulator from CAE SimuFlite (Stand 3004) that entered service last year–is just one of the market entities. Other offshore operators in Latin America include Canada’s CHC, Brazilian Helicopter Services, Omni Aviation and Omni Táxi Aeréo, Era Group, and Helivia Aéreo Táxi. And nearly every helicopter manufacturer is represented, from AgustaWestland (Chalet 6106) and Eurocopter to Bell and Russia’s Kamov.
Lithuania. In January, Sadauskas pointed out that since 20 percent of Latin America’s rotorcraft are of Russian manufacture, the company has begun to focus on civil markets, particularly in Brazil, Argentina and Mexico. Russian Helicopters sees the Mi-171A2 as the successor of the Mi-8/17 family, which itself was specifically tailored to the Latin American market. “Although these are early times, the Mi-171A2’s potential in the Latin American market is undoubtedly robust,” the company said. In December, Russian Helicopters and Brazilian operator Atlas Táxi Aéreo signed a $200 million deal for the acquisition of 14 Kamov-62 helicopters for offshore work. This was quickly followed by creation by the two of a joint helicopter service center in Brazil, operated by Russian subsidiary Oboronprom. AgustaWestland/Embraer Negotiations Fail
If Brazil is the center of helicopter demand in Latin America, and it certainly seems that way, then the city of São Paulo is its heart. The fleet in service in the state of São Paulo numbers more than 400 helicopters, and in the city alone there are more than 250 helipads, slightly more than half of the total helipads nationwide. Perhaps no more obvious proof of the potential market for helicopters in Latin America, and in Brazil in particular, was a memorandum of understanding signed earlier this year between Brazilian business jet manufacturer Embraer and helicopter OEM AgustaWestland. “This is an
important step for Embraer as we continue expanding our business,” said Embraer (Chalet 5115) president and CEO Frederico Curado at the time. The deal would have established a joint-venture company in Brazil to manufacture and market helicopters. “Brazil is an important market for AgustaWestland and we believe having an industrial presence in this country will help us to further grow our business in one of the world’s fastest growing markets,” added AgustaWestland CEO Bruno Spagnolini. The two companies subsequently abandoned the effort, saying in a joint statement they had mutually decided to terminate negotiations on the project but offering no reason for scuttling the venture. Analysts subsequently believe Embraer will continue to explore the possibility of a domestically built helicopter, as part of the country’s overall aviation and aerospace expansion strategy.
Robinson Helicopter estimates that 20 percent of its R44 and R66 helicopters sold globally in 2013 will be delivered to Latin America.
Bell Has a Large Presence
Bell Helicopter is building a considerable stake in Latin America. At this point, of what the company estimates are 4,094 helicopters in the region, 1,311 are Bells. Of those, 331 are based in Mexico, 244 in Brazil, 182 in Colombia and 118 in Venezuela. According to Bell communications manager Brian Bianco, the manufacturer is seeing the greatest market penetration with its Bell 407GX and 429 in the corporate and law enforcement sectors. In the offshore market, “our medium 412EP continues its success,” he said. Bianco said the Textron company expects growth in these markets to continue in the short and medium term, but added, “The Bell 525 will be a game changer in areas like the Brazilian offshore market and will
PHOTO: KIRBY J. HARRISON
Russian Helicopters, a design and manufacturing company formed in 2007, is keeping a sharp eye on the Latin American market, according to Zilvinas Sadauskas, CEO of Locatory. com, an IT company supporting the aviation parts and supplies industry and based in Vilnius,
A Robinson Helicopter estima que 20 por cento de seus helicópteros R44 e R66 vendidos mundialmente em 2013 sejam entregues na América Latina.
Matt Zuccaro, presidente, Associação Internacional de Helicópteros (HAI, na sigla em inglês)
Matt Zuccaro, president, Helicopter Association International
maintain Bell Helicopter as the primary platform for the Mexican offshore market as platforms go into deeper water and require longer flights.” Bell expects its new Bell short light single (SLS) “will have immediate penetration into the corporate market segment in places like São Paulo where air taxi operations are almost nonstop.” Robinson Helicopter claims strong sales globally, marked by 195 R66 deliveries in 2012 and expectation of more than 200 deliveries in 2013. Roughly 20 percent of deliveries worldwide in 2013 are expected to go to Latin American customers. Robinson sales in Latin America are solely through a network of distributors, most of them via Audi Helicópteros and Power Helicópteros, both based in Brazil. Robinson president Kurt Robinson said the R44 and R66 are well suited to transport into remote areas in Latin American countries where reliability is an absolute necessity. And the price point is also attractive, as is the fuel efficiency. The R44 Raven 2 is in the $450,000 range, while the R66 is priced around $800,000. The turbine-powered R66 sips fuel at the rate of about 20 gallons an hour, while the pistonengine R44 averages a miserly 15 gallons per hour. The Honeywell helicopterpurchase outlook reflects the
expectations of Bell, Robinson and other helicopter OEMs for not only Latin America but for the worldwide market. “This year’s stronger survey response indicates that the industry may be returning to a more expansionary environment,” said the report. Latin America and Asia continue to have the highest fleet replacement and expansion expectations among the regions. The report’s authors added: “In terms of projected regional demand for new helicopters, Latin America and Asia remain in close competition to claim the world’s third largest regional market, following North America and Europe.” If there is a problem facing the growth of helicopter operations in Latin America, it is one of safety. “The growth in the region has been explosive,” said HAI’s Zuccaro. “Anytime that happens, maintaining some kind of control is a challenge.” Zuccaro said HAI safety representatives have made several trips to Latin America to sponsor safety seminars, and he added that several countries have created safety teams. “But the bottom line is that the industry is going in a positive direction, and industry and government are working to create an appropriate level of oversight, from heliports and service to maintenance and air traffic control.” o
www.ainonline.com • August 16, 2013 • LABACE Convention News 13
CRS reforça apoio a aeronaves brasileiras antigas por Matt Thurber CRS JET Spares atua no mercado há mais de 30 anos, fornecendo peças de reposição a uma variedade de jatos executivos. Sediada em Fort Lauderdale, Florida, a Corporate Rotable&Suply (CRS, na sigla em inglês), abriu as portas em 1982 em Hialeah, Florida, especializandose primeiro em jatos Sabreliner. Ao longo dos anos, a empresa se expandiu e atende uma variedade de aeronaves: Gulfstreams, incluindo o Astra e G100; Hawkers; Challengers; Falcons; Learjets e Beechjets. No Brasil, a CRS (estande 1016) faz parceria com a One Aviation. A CRS também é um centro autorizado da Securaplane em vendas e serviços no Brasil. A especialidade da Securaplane é a fabricação de produtos para armazenamento de energia de íons-lítio, sistemas de conversão de energia, câmeras e sistemas de segurançade aeronave, sistemas de intranet sem fio a bordo para detecção de fumaça e iluminação de emergência. “Buscamos oportunidades internacionalmente,” disse o vice presidente de vendas e desenvolvimento empresarial da CRS Jack Caloras, “e estamos tentando firmar parcerias com empresas que possam nos ajudar.” Há uma grande frota de jatos Learjet séries 35 e 40 no Brasil, ele acrescentou, “o que dá uma boaprojeção para a CRS. Trabalharemos com esse tipo de suporte e foco na distribuição, vendas e serviços da Securaplane no Brasil.”
Desmontando estruturas Enquanto o maior foco da CRS ao longo dos anos tem sido fornecer componentes para manter jatos executivos no ar, um aspecto deste negócio tem crescido: o desmonte de estruturas de aeronaves antigas. Segundo Caloras, “Muitas estruturas clássicas que, poucos anos atrás seriam consideradas de primeira, estão agora em um ponto crítico quando confrontadas com a opção de vender uma estrutura aeronavegável ou tirar a aeronave do mercado para ser desmontada e ter suas peças vendidas.” A CRS já desmontou em torno de 15 aeronaves até agora, incluindo um Astra, recentemente desmantelado; um Challenger 601 e um Falcon 50. “Nós sempre compramos aeronaves no passado,” disse Caloras, “mas parece ser um tipo de situação muito diferente a que está fazendo surgir esta necessidade ou oportunidade, com a economia
fazendo muito mais parte do processo. Sempre foi uma questão de dinheiro, mas agora com os preços [tão em baixa], muita gente está de cabeça para baixo em seus aviões.” Com os jatos antigos se tornando menos econômicos devido aos crescentes custos de manutenção e avaliações extremamente baixas, a CRS analisa de quatro a cinco ofertas por semana para desmontar jatos antigos, segundo Armando Leighton, fundador e presidente da CRS. É um processo em que ganham tanto o proprietário da aeronave quanto a CRS, devido ao histórico da empresa de oferecer suporte a vários tipos de jatos executivos e a necessidade de que os proprietários obtenham o máximo retorno em seus investimentos. “Temos uma fórmula de sucesso e um histórico comprovado de como lidar com este tipo de projeto profissionalmente para gerar a maior renda possível,” disse Caloras. “É uma opção muito atrativa para proprietários de aeronave quando enfrentam a opção de mudanças.” E não são apenas os proprietários que estão interessados em desmantelar estruturas antigas, mas também instituições financeiras, seguradoras, negociadores de aeronaves e advogados. Nem todas as aeronaves são adequadas ao desmonte, e o valor dos componentes individuais dependem de quanto a frota continua a voar e se já existem ou não peças suficientes parasuprir o restante das aeronaves. Os Gulfstream GII, por exemplo, estão rapidamente deixando a frota aeronavegável, e há tantas peças disponíveis para os poucos GII que ainda estão voando, que há um excedente de peças removidas no mercado. A CRS investiu no mercado GII e GIII poucos anos atrás, comprando um grande inventário de componentes aeronavegáveis, que são mais atrativos para operadores do que utilizados como peças removidas. A CRS oferece peças para GII e GIII novas e aeronavegáveis com garantia. Em todo caso, a CRS fica a postos para auxiliar os consumidores a manter seus jatos no ar ou a encontrar uma maneira econômica de levar a aeronave pelo processo de final de vida. o
CRS Jet Spares firma parceria com Aeross no Brasil para fornecer peças de reposição a uma variedade de jatos executivos, como este Falcon 50EX. CRS Jet Spares partners with Aeross in Brazil to provide aftermarket parts support for a variety of business jets, such as this Falcon 50EX.
CRS shores up support for Brazil’s aging aircraft by Matt Thurber CRS Jet Spares has been in business for more than 30 years, providing aftermarket parts support for a variety of business jets. Based in Fort Lauderdale, Florida, Corporate Rotable & Supply (CRS) opened in 1982 in Hialeah, Florida, specializing at first in the Sabreliner jet. Over the years, the company has expanded to serve numerous aircraft types, among them, Gulfstreams, including the Astra and G100; Hawkers; Challengers; Falcons; Learjets and Beechjets. In Brazil, CRS (Stand 1016) partners with One Aviation. CRS is also an authorized Securaplane sales and service center in Brazil. Securaplane’s specialty is manufacturing lithium-ion energy storage products, power conversion systems, aircraft camera and security systems, onboard wireless intranet systems for smoke detection and emergency lighting systems. “We seek opportunity internationally,” said CRS vice president of sales and business development Jack Caloras, “and we’re trying to partner with companies to help us out.” There is a large fleet of Learjet 35 and 40 series jets in Brazil, he added, “which is a good program for CRS. We’re going to work on that type of
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support and focus on Securaplane distribution, sales and service from Brazil.” Parting Out Airframes
While most of CRS’s focus over the years has been providing components to keep business jets in the air, one aspect of that business has been growing: parting out of older airframes. According to Caloras, “Many classic airframes that would have been considered premier airframes just a few years ago are now at a tipping point when faced with the option of selling an airworthy airframe or taking the aircraft off the market to be taken apart and sold as pieces.” CRS has parted out 15 airframes so far, including a recently dismantled Astra, a Challenger 601 and Falcon 50. “We’ve always purchased aircraft in the past,” Caloras said, “but it seems to be a much different type of situation that’s providing that need or opportunity at this point, with the economics being so much more a part of the process. It’s always been about money, but now with prices [so low], so many people are upside down in their airplanes.” With more older jets
becoming uneconomical to operate due to growing maintenance costs and extremely low valuations, CRS is seeing about four to five offers per week to part-out older jets, according to Armando Leighton, founder and president of CRS. “We have a formula for success and a proven record on how to handle this type of project professionally in order to generate the most revenue possible,” said Caloras. “It is a very attractive option for people involved with aircraft ownership when facing the choices brought upon by change.” Not all airplanes are suitable for parting out, however, and the value of the individual components depends on how much of the fleet continues to fly and whether there already are enough parts to support the remaining airplanes. Gulfstream GIIs, for example, are rapidly leaving the airworthy fleet, and there are so many parts available for the few GIIs still flying that there is a glut of as-removed parts on the market. CRS invested in the GII and GIII market a few years ago, buying a large inventory of airworthy components, which are more attractive to operators than used as-removed parts. CRS offers new and airworthy GII and GIII components with warranties. In either case, CRS helps customers to keep their jets flying or to find an economical path to smoothly transition an aircraft through the end-oflife process. o
Helibras 35 anos.
É, o tempo voa.
Nosso modelo de negócio com ampla transferência de tecnologia trouxe vantagens para toda indústria aeronáutica e de defesa do país. Temos um programa transparente, envolvendo governo, forças armadas, fornecedores, universidades, mercado de trabalho e comunidade. Apoiamos a frota brasileira, oferecendo soluções para os operadores dos diversos segmentos.
Não por acaso, decolamos com o Brasil.
Novos rumos, a mesma paixão.
IBAC incita América do Sul a seguir o caminho da IS-BAO à segurança por Curt Epstein
IBAC urges South America to follow IS-BAO path to safety by Curt Epstein
O Conselho Internacional de Aviação Executiva (IBAC, na sigla em inglês) está aqui na LABACE novamente para continuar a informar os operadores de aeronave Sul-americanos sobre os Padrões Internacionais para Operações em Aeronaves Executivas (IS-BAO), programa voluntário estabelecido pouco mais de 11 anos atrás em resposta às mudanças nas exigências regulatórias no setor. Recentemente, o IBAC anunciou que o programa, baseado em auditorias–que é um conjunto de práticas profissionais da indústria reconhecidas pelas maiores autoridades regulatórias e pelo ICAO –havia registrado seu 700º membro. São, em sua maior parte, operadores de aeronaves privadas executivas, mas o programa também inclui operadores de fretamentos aéreos e/ou gerenciadores de aeronaves. O IS-BAO atualmente tem participantes em 37 países em todo o mundo. “Independente da localização, operadores de executivos privados e de fretamento aéreo beneficiam-se do IS-BAO por seu sistema de padrões bem integrado que promove a segurança, eficiência e eficácia,” disse John Sheehan, gerente de auditoria do IBAC. “O IS-BAO usa um sistema de gerenciamento de segurança de alta qualidade como mecanismo central de integração para auxiliar os operadores a administrar o risco operacional a um nível tanto baixo quanto razoavelmente praticável, não importando o tamanho ou tipo de operação. Uma vantagem do programa garante aos operadores que eles atendam todos os padrões ICAO para operadores privados de aeronaves grandes e/ou turbojatos.” O IS-BAO tem sido descrito como o estabelecimento de uma cultura de segurança verdadeiramente participativa e não punitiva, dentro de uma operação, e seus objetivos são nutrir um protocolo de práticas voluntárias para o mundo da aviação executiva através da adoção de sistemas de gerenciamento de segurança (SMS), um programa de medidas contra fadiga da tripulação, treinamento organizacional e de pessoal formalizado e a criação e uso de manuais operacionais e planos de resposta a emergência. Isto é importante já que análises de acidentes na aviação executiva mostram que entre 20 e 30 por cento deles poderiam ter sido evitados pela adesão às práticas do IS-BAO. Atualmente, exceto pelo Brasil, o IS-BAO não tem gerado um interesse muito forte na América do Sul, segundo autoridades do programa. Apesar de alguns levantamentos feitos por empresas em países como Colômbia, Chile, Argentina, Brasil–que abriga muitas aeronaves privadas– mantém-se o reduto do programa no continente com apenas 12 operadores certificados. “Eu diria que é muito bom tanto para a aviação executiva quanto para os fretamentos. Eu diria que ao menos metade destes 12 operadores têm certificação de
operação, e estes são alguns dos maiores operadores,” disse Sheehan. Dentre eles está a Líder, uma das maiores fornecedoras de serviços para a aviação do país, que opera uma série de FBOs assim como uma empresa de fretamento/gerenciamento de grandes aeronaves. O IBAC (estande 3020), que representa 14 associações nacionais e regionais da aviação executiva, tem sido uma presença constante na mostra desde sua concepção, e a organização está novamente explicando seu papel jurídico e os serviços que fornece. “A LABACE é um evento importante para nós por ser nossa principal vitrine na América do Sul tanto para o IBAC quanto para o IS-BAO,” Sheehan disse à AIN. “Adicionalmente estamos apoiando um de nossos afiliados de longa data, a Associação Brasileira de Aviação Geral (ABAG).” Aqui na mostra, o IBAC está conduzindo duas workshops de um dia John Sheehan, IBAC audit manager inteiro: Os fundamentos do IS-BAO (quinta e sexta, no Auditório Santos Dumont 2), que descreve os trabalhos do programa, incluindo seus objetivos e como os operadores de aeronaves privadas podem obter seus vários níveis de certificação. Enquanto atualmente há oito auditores IS-BAO credenciados no Brasil, a segunda workshop– Workshop Credenciamento de Auditor IS-BAO–é direcionada a treinar pessoal préselecionado e já qualificado, que procuram tornarem-se auditores no programa. “Nossas workshops na LABACE têm tido boa frequencia já que são as únicas conduzidas anualmente na América do Sul,” disse Sheehan. A LABACE é a primeira convenção de aviação executiva onde as workshops do IS-BAO têm sido completamente integradas em vez de acontecerem antes o ou após o evento.
The International Business Aviation Council (IBAC) is here at LABACE once again to continue to inform South American aircraft operators about the voluntary International Standards for Business Aircraft Operations (IS-BAO) program that it established just over 11 years ago in response to shifting regulatory demands on the sector. Recently, IBAC announced that the audit-based program–which is a set of professional industry practices recognized by major regulatory authorities and ICAO– had enrolled its 700th member. Most of those are private business aircraft operators, but the membership also includes air charter operators and/or aircraft management providers as well. IS-BAO currently has registrants in 37 countries around the world. “Regardless of location, private business and aviation charter operators benefit from IS-BAO because of its well-integrated system of standards that promote safety, efficiency and effectiveness,” said John Sheehan, IBAC’s audit manager. “IS-BAO uses a high-quality safety management system as the central integration mechanism to help operators manage their operational risk to a level as low as reasonably practicable, no matter their size or type of operation. A beneficial advantage of the program assures operators that they meet all ICAO standards for private operators of large and/or turbojet aircraft.” IS-BAO has been described as the establishment of a true participatory nonpunitive safety culture within an operation, and its aims are to foster a voluntary practices protocol for the business aviation world through the adoption of safety management systems (SMS), a crew fatigue countermeasures
StandardAero wins Primus Elite approval from ANAC Brazil’s ANAC aviation authority has granted a supplemental type certificate (STC) to StandardAero for installation of the Primus Elite avionics suite developed by Honeywell (Stand 1004) for the Dassault Falcon 900C and Falcon 900EX. The approval by Brazilian aviation authorities follows receipt of an STC from Transport Canada. Approval by the European Aviation Safety Agency was expected just prior to the opening of LABACE 2013. The ANAC certification allows replacing of the aging cathode-ray-tube cockpit displays on the two Falcon 900 models with the Primus Elite DU-875 liquid-crystal display equipment. Primus Elite supports integration of paperless electronic charts and maps, video displays and optional XM graphical weather. The high-resolution graphics are designed to support future features such as the SmartView synthetic-vision system. The installation can be done at any of StandardAero’s four U.S. facilities–in Augusta, Georgia; Houston, Texas; Los Angeles, California; and Springfield, Illinois. –K.J.H.
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program, formalized organizational and personnel training and the creation and use of operational manuals and emergency response plans. This is important since analyses of business aviation accidents show that between 20 and 30 percent of them could be avoided by adherence to IS-BAO practices. Currently, aside from in Brazil, IS-BAO has not generated a lot of strong interest in South America, according to program officials. Despite some inquiries from companies in countries such as Colombia, Chile, Argentina and Brazil–which is home to many private aircraft–remains the program’s stronghold on the continent, with 12 certified operators currently listed. “I would say it’s quite good for both business/corporate aviation types and charter types. I’d say at least half of those 12 operators have operating certificates, and these are some of the biggest operators,” said Sheehan. Among them is Líder, one of the country’s major aviation services providers, which operates a string of FBOs as well as a larger aircraft charter/management business. IBAC (Stand 3020), which represents 14 national and regional business aviation associations, has been a regular presence at the show since its inception, and the organization again is explaining its advocacy role and the services it provides. “LABACE is an important event for us since it is our principal showcase in South America for both IBAC and IS-BAO,” Sheehan told AIN. “Additionally we are supporting one of our longtime affiliates, Associaçao Brasileira de Aviáçáo Geral (ABAG).” Here at the show, IBAC is conducting two full-day workshops: Fundamentals of IS-BAO (Thursday and Friday, Santos Dumont Auditorium 2), which describes the workings of the program, including its goals and how private aircraft operators can achieve the various levels of certification within. While there currently are eight accredited IS-BAO auditors in Brazil, the second workshop–IS-BAO Auditor Accreditation Workshop–is aimed at training prescreened, pre-qualified individuals seeking to become auditors within the program. “Our workshops at LABACE have always been well attended since these are the only ones conducted annually in South America,” said Sheehan. LABACE is the first business aviation convention where the IS-BAO workshops have been completely integrated into the event rather than taking place before or after it. o
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Mentalidade das companhias impede o funcionamento das FBOs
Concepção artística retrata o futuro hangar de 10.000 m² da Líder Aviação no Aeroporto Internacional Galeão no Rio de Janeiro. A nova estrutura está marcada para abrir em 2014.
Artist’s concept depicts Líder Aviação’s forthcoming 10,000-sq-m hangar at Galeão International Airport in Rio de Janeiro. The new facility is planned to open in 2014.
por Curt Epstein Enquanto o tráfego da aviação executiva no Brasil continua a crescer, a infra-estrutura necessária evolui lentamente, com a vantagem de o país sediar dois dos maiores eventos esportivos do mundo: a Copa do Mundo de 2014 e as Olimpíadas de 2016. Mas para aqueles acostumados ao modelo norte-americano de operadores de base fixa (FBO, na sigla em inglês), há ainda algumas diferenças em muitos dos aeroportos do Brasil. “Eu diria que está mais próximo do modelo europeu,” disse Tim Bartholomew, gerente de suporte a viagens internacionais da Rockwell Collins Flight Services (estande 2007). “Como na Europa, onde não há propriamente um FBO, ou tem-se um terminal principal e um terminal de aviação geral ou apenas um terminal.” Nos maiores aeroportos brasileiros, existem sim as FBOs, com a empresa local de aviação Líder Aviação (estande 5107) certamente a mais visível, operando 24 destes centros em todo o país. A BR Aviation (estande 2002), a divisão de combustível de aviação da refinaria nacional brasileira de petróleo, Petrobrás, tem estruras FBO em 13 aeroportos, incluindo Congonhas, Guarulhos e Sorocaba em São Paulo; Jacarepaguá no Rio de Janeiro; Brasília; Bacacheri, próximo a Curitiba; e Uberlândia (MG), Porto Seguro (BA), Bonito (MS) e Cuiabá (MT). Em alguns aeroportos, como Congonhas de São Paulo, um dos aeroportos mais movimentados pela aviação executiva no país, a BR Aviation enfrenta rivais que incluem a Líder, o centro para aviação executiva da TAM e Target; e as facilidades e serviços oferecidos por cada um podem variar. Além dos maiores, a maior parte das outras FBOs no país são empresas presentes em uma ou talvez duas cidades, que em muitos casos cresceram partindo de hangares operados por fretadores que decidiram oferecer serviços a outras operadoras de aeronaves.
Problemas com o Combustível As FBOs no Brasil enfrentam duas deficiências quando comparadas àquelas da América do Norte. A primeira é, a maioria das cidades brasileiras não operam suas próprias estocagens de petróleo ou caminhões-tanque (exceto a BR Aviation) e não têm sequer permissão para vender combustível. Enquanto eles podem solicitar a chegada de um caminhão de combustível, todas as transações são manejadas pelo distribuidor de combustível (como a BR Aviation, Shell ou Air BP) ou, em alguns aeroportos, um terceiro agente. Nos aeroportos brasileiros há pouca distinção de qual tipo de aeronave está sendo abastecida. “Basicamente, o reabastecimento de aviões executivos é o mesmo das companhias aéreas,” disse André Camargo, gerente
nacional para o Brasil da Universal Weather & Aviation. “Em alguns aeroportos temos pequenos caminhões dedicados à aviação geral, mas eles estão realmente focados nos voos comerciais.” Operadores de FBO esperam mudar isso, alguns sugerem que os primeiros passos serão dados quando os FBOs puderem comprar combustível dos tanques dos aeroportos e guardá-los em seus próprios caminhões; na essência, usá-los como unidades móveis de estocagem de combustível.
Obstáculos Internacionais Outra diferença está na maneira de lidar com passageiros internacionais. “A maior diferença entre os FBOs nos EUA e os FBOs no Brasil é que não temos áreas de alfândega e imigração específicas para a aviação executiva,” disse Ana Paula Martin, gerente de operações internacionais da Líder. “É necessário ir ao terminal principal com passageiros e tripulação das companhias aéreas, e é tudo no mesmo local, todos juntos no terminal principal e não dentro de um FBO como vocês têm na América, por exemplo.” Apesar de Martin ter dito que as autoridades com frequencia aceitam pedidos de atendimento prioritário para os passageiros da aviação privada, não há uma fila dedicada a eles. A necessidade de ir até o terminal principal para os procedimentos de alfândega e imigração nas chegadas e partidas pode fazer com que alguns operadores deixem de usar o FBO e deixem o avião estacionado onde foram inicialmente direcionados, de acordo com Camargo, da Universal. “A maioria dos clientes prefere não reposicionar a aeronave primeiramente porque antes de realizar os procedimentos, é preciso estacionar num local designado,” ele disse à AIN. “Uma vez que você realizou os procedimentos, então pode reposicioná-lo, mas às vezes os operadores preferem não fazê-lo porque toma tempo e porque eles precisam realizar o mesmo procedimento na saída, então você precisa reposicionar a aeronave de volta ao estacionamento do aeroporto para sair do país.” Outro fator, disse Camargo, é que enquanto passageiros domésticos podem embarcar no hangar do FBO, aos passageiros internacionais isso não é permitido. “Você tem que ir ao terminal [principal] e depois ir à aeronave.
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Brazil’s airliner mindset inhibits the function of bizav FBOs by Curt Epstein While business aviation traffic in Brazil continues to grow, the infrastructure needed to serve that traffic is slowly evolving as well, in advance of the country’s hosting two of the world’s top sporting events: the 2014 World Cup and the 2016 Summer Olympic Games. But for those used to the North American model of an FBO, there are still some differences at many of Brazil’s airports. “I would say it’s more closely along the European model,” said Tim Bartholomew, manager of international trip support for Rockwell Collins Flight Services (Stand 2007). “Just like in Europe, where there’s not really an FBO, you either have a main terminal and a general aviation terminal or just one terminal.” At the larger airports in Brazil, FBOs do exist, with local aviation company Líder Aviação (Stand 5107) certainly the most visible, operating 24 such facilities around the country. BR Aviation (Stand 2002), the aviation fuels division of Brazilian national petroleum refiner Petrobras, has FBO facilities at 13 airports, including Congonhas, Guarulhos and Sorocaba in São Paulo; Jacarepaguá in Rio de Janeiro; Brasília; Bacacheri near Curitiba; and Uberlândia (MG), Porto Seguro (BA), Bonito (MS) and Cuiabá (MT). At some airports, such as São Paulo’s Congonhas, one of the busiest business aviation airports in the country, BR Aviation faces competition including Líder, TAM’s private aviation facility and Target, and the amenities and services offered by each can vary. Aside from the major players, most other FBOs in the country are either single or perhaps twolocation companies, which in many cases have grown out of hangars operated by charter providers that decided to offer services to other aircraft operators.
FBOs in Brazil face two handicaps when compared to those in North America. The first is, most locations in Brazil do not operate their own fuel farms or tanker trucks and (aside from the BR Aviation facilities) are not even permitted to sell fuel. While they may request the arrival of a fuel truck, all transactions are handled either by the fuel distributor (such as BR Aviation, Shell or Air BP) or, at some airports, a thirdparty into-plane agent. At Brazil’s airports there is little distinction made as to what type of aircraft are being fueled. “Basically, the refueling for business airplanes is the same as for airlines,” said Andre Camargo, Universal Weather & Aviation’s country manager for Brazil. “At some airports we have small trucks dedicated for general aviation, but they are really focused on commercial flights.” FBO operators are looking to change this, with some suggesting that the first steps will be when the FBOs are allowed to purchase fuel from the airport tanks and hold it their own trucks; in essence, using them as mobile fuel storage units. International Passengers
Another difference is in the handling of international passengers. “The biggest difference between the FBOs in the U.S. and the FBOs in Brazil is that we don’t have the customs and immigration area specific for executive aviation,” said Ana Paula Martin, Líder’s international operations manager. “It’s necessary to go to the main terminal with the passengers and crew from the commercial airlines, and it’s all in one place, all together in the main terminal not inside an FBO like you have in America, for example.” Though Martin said authorities often
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HeliSure offered to helicopter OEMs by Matt Thurber The new HeliSure systems introduced by Rockwell Collins aren’t just synthetic-vision systems (SVS) and terrain awareness and warning systems (Taws) for helicopters but “a family of technologies that are going to provide solutions for helicopter cockpits,” said Dan Toy, principal marketing manager for the company’s rotor-wing business. The first products are HSVS and HTaws and will be fitted to new AgustaWestland AW149, AW189, AW101 and AW169 helicopters. “What we’re really trying to do with HeliSure,” Toy said, “is provide a level of situational
information in the cockpit and avoid information overload.” Modified for Helicopters
The HSVS isn’t just ported from the Rockwell Collins Pro Line Fusion SVS used for business aircraft, rather it is modiawareness in cockpits that you fied for helicopters. The terrain can’t get anywhere else today.” resolution is higher, Toy said, This means not just database- “because helicopters fly at lower type solutions, such as HSVS altitudes. We also added symboland HTaws, but future capa- ogy to include additional obstabilities where active sensors cles. When you’re flying a business installed on the helicopter help jet at 35,000 feet, you don’t care pilots detect hazards. These haz- about a 100-foot building. Flyards will be shown on Rockwell ing at 1,000 feet, those 100-foot Collins displays but with intui- buildings look a lot larger. “In the AgustaWestland plattive symbology that helps fuse the entire picture together for the forms, we share cockpit develpilot, he explained. “We’re focus- opment with Agusta,” Toy said. ing on crew workload reduction. Displays and the software that More information is not always runs them and the control-disgood. We have to smartly bring play unit are Rockwell Collins it together so the pilot is able to products. The helicopters’ misunderstand what it is.” The idea, sion computer hosts FMS softhe added, “is to display actionable ware and also includes storage for the HeliSure dataThe new line of HeliSure helicopter bases. “We’ve married it synthetic-vision and Taws products will all together so it plays very appear first in AgustaWestland rotorcraft. seamlessly,” he said. Other HeliSure features that will likely come next include traffic avoidance, active wire and obstacle detection, and hazard detection when in
Bizav FBO concept
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accept requests for priority service for private aviation passengers, there is no dedicated line for them. That need to visit the main passenger terminal for customs and immigrations procedures on arrivals and departures may cause some operators to skip using an FBO and leave the airplane parked where they are initially directed, according to Universal’s Camargo. “Most of the
Certamente o hangar, as salas VIP, até a rampa privativa às vezes se tornam inúteis por conta de tais exigências.” A Líder, que abriu sua primeira FBO em Belo Horizonte em 1958, abriu a segunda 12 anos depois no aeroporto Santos Dumont no Rio de Janeiro. Desde então a empresa cresceu até se tornar a maior fornecedora de serviços de aviação no país. Seu mais recente projeto é um novo hangar FBO/107.639 pés quadrados no Galeão, aeroporto internacional no Rio, que a empresa espera estar pronto no início do próximo ano. Em Congonhas, que está recebendo a mostra da LABACE esta semana, ele oferece seis hangares – três para aeronaves de asa fixa e três para helicóteros – assim como quatro espaços VIP; enquanto que a matriz no aeroporto da Pampulha em Belo Horizonte, possui cinco hangares, duas salas de espera e um escritório de operações. A maior parte dos locais da empresa inclui hangares mas alguns, como o Aeroporto Internacional Afonso Pena em Curitiba e o Aeroporto Internacional Salgado Filho em Porto Alegre, têm apenas salas de espera executivas para recepcionar os passageiros. Enquanto a Líder opera em muitos aeroportos no país, ela, como a maioria das empresas de solo, envia agentes para auxiliar os clientes que viajam para onde não há presença física. Nestes aeroportos onde falta um FBO ou hangar privativo, as empresas de solo tradicionalmente tomam todas as providêno cias necessárias.
customers prefer not to reposition the aircraft primarily because before you carry out the procedures, you need to park in a designated space,” he told AIN. “Once you have the procedures processed, then you can reposition, but sometimes operators prefer not to do this because it takes time and they have to carry out the same procedure on the way out, so you need to reposition the aircraft back to the airport parking spot in order to leave the country.” Another factor, said Camargo, is that while domestic passengers can board the
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close proximity to other aircraft. For HTaws, Rockwell Collins has licensed software algorithms from Sandel Avionics, including its TrueAlert nuisance-alerts elimination technology, but not Sandel’s WireWatch wire-strike protection database. Rockwell Collins uses its own 3-arc second terrain database for HSVS. Toy said the company could incorporate Sandel’s WireWatch database in the future, but customers haven’t yet asked for that feature. “One of the reasons that we selected Sandel,” he said, “included considerations such as how well the software worked and the nuisance alerts[elimination technology]. We included much of the functionality that they advertise in their other systems and implemented functions we think are appropriate for the market. We will be able to expand on that as customers request [added features] in the future.” Rockwell Collins is targeting OEMs other than AgustaWestland, as well as additional helicopter models made by the Italian manufacturer, such as the A109 and AW139. According to the avionics provider, the AgustaWestland program
Em alguns aeroportos brasileiros o reabastecimento de aeronaves executivas tem menor prioridade para os fornecedores do que o serviço prestado às companhias aéreas.
20 LABACE Convention News • August 16, 2013 • www.ainonline.com
At some Brazilian airports the refueling of business aircraft is a lower priority for fuel suppliers than serving commercial airplanes.
made sense because those helicopters will be equipped with its displays, and the HeliSure capabilities are software addons to drive the HSVS and HTaws features. Adding HeliSure to other helicopter types depends on whether they already have Rockwell Collins displays that can run this software; in the case of a retrofit, the displays would have to be replaced. While touch screens are available on Pro Line Fusion products for some business aircraft, “so far we have not implemented them in a helicopter cockpit,” Toy said. “Many of our helicopter customers–the OEMs–are still looking at that technology and determining how it best fits into what they would like in their cockpits.” One possibility would be to mount a Rockwell Collins TSD-268 touch screen in a console where pilots could easily reach it and use that to display mapping and other cockpit control features. HeliSure can be added to almost any size helicopter, and Rockwell Collins wants to serve the market for light through heavy machines, but it doesn’t plan to offer these products for very light training helicopters.o
aircraft at the FBO hangar, international passengers are not allowed to. “You have to go to the [main passenger] terminal and then go to the aircraft. Certainly the hangar, the VIP rooms, even the private ramp sometimes become useless because of those requirements.” Líder, which opened its first FBO at Belo Horizonte in 1958, added its second 12 years later at Rio’s Santos Dumont Airport. Since then the company has grown to be the biggest aviation services provider in the country. Its latest project is a new FBO/107,639-sq-ft hangar at Galeão International Airport in Rio, which the company expects to be completed early next year. At Congonhas, which is hosting this week’s LABACE show, it offers six hangars–three for fixed-wing aircraft and three for helicopters–along with four VIP lounges; while its headquarters at Belo Horizonte’s Pampulha Airport has five hangars, two lounges and an operations office. Most of the company’s locations include hangars but some, such as Curitiba’s Afonso Pena International Airport and Porto Alegre’s Salgado Filho International Airport, have only executive lounges to greet arriving passengers. While Líder operates at many airports in the country, it, like most ground-handling companies, will dispatch agents to assist customers traveling to those where it doesn’t have a physical presence. At those airports lacking an FBO or private hangar, ground handlers will typically make all the necessary arrangements. o
Arinc Direct targets helos with Xplore satcom box by Ian Sheppard “within the next 12 months.” Ehrman would not say how many Latin American or Bra zilian users of Arinc Direct it has but would only state the company’s worldwide total of “over 3,100 aircraft.” However, he said the company’s early users include big names such as TAM and Líder, “some of the largest charter companies in Brazil.” He added that “the customer base now ranges from Mustangs and King Air 350s all the way up to [Boeing] 737s– the full range of the corporate aircraft market.” The iPad App has proved particularly popular, said Ehr man, and the company is work ing to extend to its app the weight-and-balance and flight plan functionality that can be accomplished online, he said.
anticipating that, when its new Xplore connecting box is cer tified, iPads and other devices in the cockpit will be able to be linked easily to Iridium satel lite services. This, he said, will
prove very attractive for heli copters used in the burgeoning offshore oil industry. Arinc Direct is also pursuing opportunities in the light avia tion sector, with huge potential
The Action Doesn’t stop when the sun goes down Unlike most international airshows, LABACE doesn’t close at dusk. Visitors to the show can explore the aircraft on display such as this gleaming Daher-Socata TBM850 turboprop under the lights in the static park.n
The company is “looking at helicopters as the next gen eration for us,” said Ehrman, in particular because it is
Arinc Direct is at LABACE with the prospect of a merger of its parent company with Rockwell Collins in the offing, subject to regulatory approval. It is some thing that would provide sig nificant opportunities for both companies in the online flight planning and support business, admitted Arinc Direct senior director of sales Joel Ehrman. “We can’t even talk about it yet,” he told AIN. “It’s still got to be approved by regulators,” which is expected 90 days after the initial August 11 announcement. “So it’s business as usual until the sale completes. But there are a lot of potential synergies,” he concluded. Rockwell Collins is also here at LABACE (Booth 2007), showcasing its business aviation aftermarket and flight services solutions–including its Ascend flight information solutions. Arinc Direct (Stand 2008) has offices in Buenos Aires, Argen tina, and Toluca, Mexico. Ac cording to Ehrman, Arinc Di rect will open an office in Brazil
markets in both the U.S. and Brazil, said Ehrman. In Brazil, Ehrman said, “The major thing here is everyone’s ramping up for the World Cup and Olympics in Rio,” and this should see major improvements in infrastructure and activity, where services such as Arinc Direct’s will vastly improve the lives of opera tors and their pilots. o
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www.ainonline.com • August 16, 2013 • LABACE Convention News 21
MD takes aim at Latin America goal is to be delivering 12 MD Explorers a year in Latin America by the end of 2015,” said MD director of sales and marketing Philip Marsteller. “And that’s a conservative goal,” he added. The $6.4 million Explorer is particularly well suited to the Latin American market, he claimed, pointing out “numerous advantages–durability, safety, less noise, ease of maintenance and
Latin America is the target of an effort by MD Helicopters to strengthen its dealer network, which consists of one independent representative per country, with the exception of Mexico where there are two. The MD fleet in Latin America currently totals approximately 100 aircraft, with 15 of those in service in Brazil. “Our focus is to strengthen the dealer network and our
MD Helicopters’ Explorer with EMS interior and Red Bull exterior almost upstaged the rest of the MD exhibit, which featured an MD520 on the flight deck of a “yacht.”
lower operational costs.” In terms of safety, MD points out that the Explorer, the 600N and the 520N have no tail rotor, and the main rotor of the company’s twin-engine models is 12 feet off the ground. Illustrating the ease of maintenance, chief pilot Jay Wigginton pointed out that the rotor system can be left in place while the transmission is dropped. And MD claims that at $689 per hour, the Explorer has the lowest direct operating cost in the industry. Brazilian law enforcement is considering the MD530, said Marsteller. And he added that it will likely become the helicopter of choice for not only law enforcement but for power line inspection and emergency medical service. At LABACE, the Explorer, despite bearing Red Bull livery, features an EMS interior created by Air Ambulance Technology of Ranshofen, Austria. The design allows room for a single litter, patient, doctor and paramedic. The medical interior can be pulled and the helicopter converted to utility use in as little as 30 minutes. o
Eurocopters such as this EC135 in the static display, will be serviced at Helibras’ new São Paulo area customer support center, which opened earlier this month.
Helibras inaugurates customer service center by David Donald
Cessna trio makes LABACE debut by Curt Epstein Appearing for the first time in Latin America at Cessna’s LABACE display is the singleengine turboprop Grand Caravan EX. The new version of the turboprop single offers increased power through its Pratt & Whitney Canada PT6A-140 867 shp engine to better serve hardto-access areas. It delivers 25 percent more horsepower than the original Grand Caravan,
which translates into a 38-percent increase in rate of climb, a 340-foot (106-meter) reduction in takeoff distance and a 12-knot faster cruise speed. “The aircraft can haul a 907-kilogram (2,000-pound) payload nearly 833 kilometers (450 nm), making it an ideal solution for safely getting people and cargo into areas other aircraft simply cannot reach,” said
Jodi Noah, Cessna’s senior vice president for single-engine/propeller aircraft. The Grand Caravan EX can seat 10 people. It has a base price of $2.149 million. Also making its first trip to LABACE is Cessna’s four-seat TTx, the world’s fastest certified single-engine fixed-gear aircraft. It has a top speed of 235 knots (435 km/h) with range of 1,250 nm (2,315 km), meaning
Cessna’s sporty TTx is the fastest certified single-engine fixed-gear airplane in the world. The four-place aircraft combines high performance with a luxurious cabin.
22 LABACE Convention News • August 16, 2013 • www.ainonline.com
Helibras has announced the opening of a new customer support center (CSC) at Atibaia, near the three main airfields of São Paulo. The facility forms part of Eurocopter’s global network and mirrors those established by the company in Hong Kong, Dallas and Marignane (France). Some 75 percent of the Brazilian Eurocopter/Helibras fleet is based in the southeast of Brazil. With an initial staff of 25, the CSC had a “soft launch” on August 1 and now offers a 365day on-call service between the hours of 7 a.m. and 10 p.m. The specialist staff not only take the initial customer calls, but also see them through to the completion of service delivery. There is also an AOG (aircraft on ground) desk.
Helibras has engineers located around the country, who are contacted by the CSC to handle issues in their local region. The center also has field representatives embedded with major customers, including the Brazilian army. The CSC has a major spares holding, and Helibras has contracted the logistics firm Ceva to undertake supply-chain management and distribution. A maintenance “tiger team” is also based in São Paulo. To start, the Atibaia center covers only Brazil, but it is expected that additional South American countries will be covered once the Brazilian operation has been proven. Customers in the northern countries, such as Venezuela and Colombia, will most likely continue to be covered by the Dallas CSC. o
the airplane can fly from Rio de Janeiro to Buenos Aires nonstop. Its cockpit is designed around the Garmin G2000 avionics suite. “In flight the aircraft is fun, fast and sporty, while still offering a comfortable interior reminiscent of a luxury sports car,” said Kriya Shortt, the manufacturer’s senior vice president of sales. “It is a high-performance aircraft providing customers with the best of both worlds.” Deliveries of the TTx began in June to U.S. customers. Rounding out the trio of LABACE first-timers is the Textron subsidiary’s recently upgraded Citation Sovereign. Among the improvements to the nine-passenger twinjet is the addition of winglets, which increases its range to 3,000 nm (5,556 km), its top speed to 458 knots (848 km/h) and a direct
climb to 45,000 feet (13,716 meters). The new Sovereign also has improved short-field performance, allowing it to operate at a wider range of airports. o
NEWS NOTE Dallas Aeronautical Services will produce composite materials and components for business aircraft in a new facility in São José dos Campos, Brazil, starting in the first half of 2014. The U.S. company announced the new venture here at the LABACE show yesterday. According to DAS director for Brazil Paul Dominonni, the operation will be launched with an initial investment of $500,000, occupying a 70,000 sq ft site in the Univap Technological Park. The project is being supported by both state and city authorities. n
by Kirby J. Harrison
by David Donald After only four years in Brazil, Blue Sky Network, which offers satellite tracking of and communication with vehicles operating in the air, on land and at sea, has built up a sizable client base, including the Líder fleet that serves Petrobras, the Helisul air taxi operator and energy exploration company HRT. The California company’s offerings are of particular value in many areas, such as air taxi, air ambulance, rescue and oil and gas. Many of these operations are undertaken in sparsely populated areas in difficult terrain, such as the Amazon basin, where tracking vehicles not only drives efficiencies for operators, but also delivers a major safety enhancement. Onboard systems can provide
track only, track and message, or track/message/voice communication options. The system uses dual-mode GSM and Iridium satellite tracking, and allows operators to access data through a cloud-based web portal. GSM signals are used when they are strong enough, but the system automatically switches to the more expensive Iridium tracking when GSM signals fall below a preset threshold. The company’s New SkyRouter system is in widespread use in the U.S. and beyond, allowing organizations to automatically monitor the locations and routes of their mobile assets in near real-time, and to allow messaging between those assets and the base. For the base operator, the
The retractable-undercarriage P68R is making its LABACE debut.
Vulcanair takes P68R into business class Italian manufacturer Vulcanair, along with sales agent Linford Aviation (Stand 5019), is promoting the P68R high-wing twin, which is making its Brazilian debut here at LABACE. The P68R is the executive version of the aircraft, with retractable undercarriage for high-speed passenger transport. Vulcanair also produces the P68C with fixed undercarriage that is aimed at a variety of utility applications, such as air taxi and aeromedical services, general transport (including cargo)
and even for farmers and farm companies operating in sparsely populated regions. The type offers excellent one-engine performance, an important safety factor when operating over inhospitable terrain. Vulcanair is pitching the P68 as an ideal aircraft for Brazil, and has sold P68Cs and the P68 Observer–which was previously displayed at LABACE. The Observer is a version tailored for patrol and surveillance duties with a fully glazed Plexiglas nose offering an outstanding forward
news clips z BLR Selects Premium As Winglet Dealer BLR Aerospace has appointed Premium Jet as Brazilian dealer for its winglet modifications for the Beechcraft King Air family. The Part 145-approved repair station, based at Afonso Pena International Airport in Curitiba, is approved to sell and install winglets and LED lights for the King Air 90, 200 and 300 series twin turboprops. The performanceenhancing modification has already been approved by Brazil’s ANAC aviation authority. The BLR winglets are already standard equipment on the new King Air C90GTx and 250 models. More than 500 aircraft have been retrofitted with the drag-reducing equipment, which can deliver overall fuel savings of between 3 and 5 percent. “Premium Jet is an important presence in this rapidly expanding market,” said Dave Marone, BLR vice president of sales and marketing. “It has a demonstrated commitment to excellence that has earned it a stellar reputation in Brazil and beyond, and we welcome it to the BLR dealership network.”
z Swissport To Run New FBO at Sorocaba Airport Global ground-handling group Swissport (Stand 5012) has been selected to manage an FBO/hangar project currently under construction at Brazil’s Sorocaba Airport. When completed at the end of the year, the new WorldWay Aviation facility will cover 150,000 sq ft (14,000 sq m), including a pair of hangars with enough room for large business jets up to the size of an Embraer Lineage 1000 and around 100,000 sq ft (9,000 sq m) of ramp space. The complex has been designed by the architectural firm Galvao Consolin Aircraft. The three-level terminal will feature a VIP lounge, conference room, coffee shop, pilots lounge, flight-planning room and fitness center along with 30 private offices. It will have security camera-monitored parking garage with 58 spaces plus an additional 36 outdoors. “We want what is best for business aviation, the hangar itself [will be] the most modern and safe in terms of infrastructure,” said Ana Recart World-Way Aviation’s director. “For the executive, Swissport as a [groundhandling service] provider adds quality and safety in operations.” Plans exist to upgrade Sorocaba to an international airport, and it is being considered as a reliever airport for next year’s soccer World Cup tournament. DAVID McINTOSH
Tracking assets with Blue Sky Network
New SkyRouter system allows vehicle tracking to be displayed on a multifunction screen. Key information for each asset can be accessed on the screen, and the locations of all assets can be overlaid on maps or Google Earth imagery. Additional overlays, such as weather radar or traffic congestion, or offshore lease blocks, are available. There is also a Bluetooth application that allows cockpit-mounted systems to interface with mobile devices, such as smartphones and tablets. As well as platform-mounted systems, Blue Sky Network (Stand 5020) has developed hand-held devices, such as the new HawkEye PT Plus. All of the devices, which are FAA- and ANAC-certified, can be pro grammed to automatically update the asset’s position every minute or two, but in an emergency can be used to send an instant position update with a single buttonpress. This action also initiates a high-rate positional transmission mode, with updates transmitted every 15 seconds. o
and downward view. Cheaper to acquire and operate than its sixseater rivals, the P68 is beginning to make inroads into the Brazilian market. The P68R that is on show here is the first in the country, and has already been sold. It will be handed over to the customer after being used for demonstrations. To support the Brazilian P68 fleet, Vulcanair has established two service centers, one here in São Paulo at Campo de Marte and in the northeast at Fortaleza. Furthermore, the company has certified a number of workshops elsewhere to service the P68. Vulcanair is also looking beyond Brazil for sales, with Venezuela and Colombia seen as good opportunities. –D.D.
z Air BP To Open Fueling University in Brazil Aviation fuel supplier Air BP (Stand 5004) has been active in Brazil since 2002, and has seen continuous expansion since. Hand-in-hand with a growth in fuel demand is a growing need for proficient refueling operators, and to satisfy those requirements Air BP is establishing an Operators University at Campo de San Marte. This will complement the existing Omega training product already offered by the company. At the new facility personnel can be trained by Air BP’s qualified instructors to meet the company’s exacting operational standards. The facility, which will be fully operational by the end of the year, provides both theoretical and practical instruction. For the latter, the “university” has a range of pneumatic and hydraulic training simulators, cutting tools and a representative aircraft wing to permit practice of both regular refueling operations and also safety procedures. Trainees are assessed during the course, and also afterward. Although it will initially focus on training Air BP employees, the “university” could be opened to offer high-quality training to other operators. It is intended that the model will be rolled out for other developing markets.
www.ainonline.com • August 16, 2013 • LABACE Convention News 23
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.
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