labace convention news 08-13-14

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AUG. 13, 2014LABACEConvention News ™

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Legacy 500 approved; surpasses design goalsby David Donald

In a ceremony conducted on the first day of LABACE, Embraer accepted certification approval from ANAC, Brazil’s civil aviation authority, for its $20 million Legacy 500 midsize

business jet. U.S. FAA certifica-tion is expected in the coming weeks, with European approval to follow soon after.

The ANAC approval is the Celebrating ANAC certification of the Legacy 500 are (left to right) Embraer CEO Marco Túlio Pellegrini; Mauro Kern, Embraer executive v-p of technology and engineering; and ANAC officials Dino Ishikura and Marcelo Pacheco dos Guaranys.

the sun shines on são paulo

The LABACE show’s opening day was blessed with excellent weather. The industry will be hoping that market prospects for Latin America will also shine.

Continued on page 29 u

Helicopters Flight Planning New Aircraft Interiors Industry

Russian Rotorcraft With one of its member companies celebrating 75 years’ building helicopters, Russian Helicopters is here at LABACE promoting its portfolio. 2

Trip Support Is VitalHouston-based flight planning specialist UAS International Trip Support has brought members of its team to LABACE to help develop their expertise. Page 20

Pilatus PC-24 ProgressPilatus has rolled out the first test airframe of its developmental twinjet. The PC-24 promises to be a hit in Latin America. Page 22

Completions Buyers GuideFor a full rundown on aircraft interior completions providers, turn to this comprehensive AIN Publications Buyers’ Guide. Page 24

Phenom 300 Sales LeaderBrazil’s own Embraer Phenom 300 is the region’s sales champion in the light-jet category, according to the São José dos Campos-based manufacturer. Page 30

Dassault ups support for region’s customersby Ian Sheppard

Dassault Falcon Jet is investing in a major expan-sion of its Sorocaba mainte-nance facility over the next few months “to better accommo-date the demands of Brazil-ian and other South American customers.” The expansion of the Dassault Aircraft Ser-vices-Sorocaba facility will add 10,000 sq ft (929 sq m) of han-gar space, significantly boost-ing the existing 23,000-sq-ft (2,137-sq-m) building and “rein-forcing our ability to serve the anticipated demand,” said John Rosanvallon, president and CEO of Dassault Falcon Jet. “We have strong expectations for continued growth in Brazil and elsewhere in Latin Amer-ica and expect the new facility to reinforce our ability to serve this anticipated demand.”

The French manufacturer’s Sorocaba service center is authorized to perform line maintenance and airframe inspections on all Falcon mod-els except the legacy Falcon 20 and Falcon 100. In addi-tion, the facility is qualified Continued on page 4 u

ApresentAndo o FAlcon 8X.MAior AutonoMiA,

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2 LABACE Convention News • August 13, 2014 • www.ainonline.com

Bombardier family fills Latin American mission by Curt Epstein

Bombardier is making a strong appearance at the LABACE show with four of its aircraft in the static display at São Paulo’s Congonhas Air-port, spanning the entire gamut of the private jet market.

Making its Brazilian debut as well as its first airshow ap-pearance since receiving FAA certification in June, is the Canadian airframer’s Chal-lenger 350 super midsize. An improvement on the Chal-lenger 300, the nine-passen-ger twinjet offers 3,200-nm

(5,926-km) range based on its greater fuel capacity, capable of linking São Paulo with San Juan. It has a new wing with canted winglets, and a high-er maximum takeoff weight of 40,600 pounds. Following the show, the twinjet will em-bark on a regional tour with additional stops in Brazil and Guatemala.

In the light jet category, the manufacturer’s Learjet 75 is here this week in the middle of a demonstration tour that has taken it through the Caribbean

and will continue on to Chile following LABACE. The replacements for the Learjet 45XR and 40XR, the Learjet 75 and its slightly smaller sib-ling Learjet 70 feature a new Garmin G5000-based Bom-bardier Vision cockpit. The two jets received certification in the fourth quarter last year.

New Improved LearjetWith a maximum range

of more than 2,000 nm at a cruise speed of up to Mach .81, the Learjet 75 can link São Paulo nonstop with Santiago, while carrying four passen-gers and two crew members. It can also carry up to eight passengers with full fuel due to its new winglet design and upgraded 3,850-pound-thrust

Honeywell TFE731-40BR engines. They deliver up to a 9-percent improvement in hot-and-high takeoff field performance as well as a 4-percent increase in fuel effi-ciency, compared to the older Learjet 45.

In the large-cabin segment, the company has brought two options for LABACE guests to visit. The Challenger 605 is the latest version of the noted 600-series and offers one of the widest stand-up cabins currently available in its class. It can carry six passengers between Rio de Janeiro and Johannesburg, South Africa, while the Global 6000 offers large-cabin comfort with extended range, enough to connect São Paulo with Los Angeles nonstop with eight passengers and three crew members. The Global 6000 also features the Bombar-dier Vision flight deck, and among its custom options is a stand-up shower.

“There is tremendous en-ergy and growth in Lat-in America, and each year LABACE is an excellent ven-ue for Bombardier to dem-onstrate the strength of its product portfolio,” said Sté-phane Leroy, the airframer’s regional sales vice president for Latin America. “We’ve invested considerably in our new products in the past few years, and we’re proud to show the results with the new Learjet 75 and Challenger 350 aircraft. We remain com-mitted to the needs of our customers in Latin America by delivering innovative busi-ness jets and growing our cus-tomer service network.” o

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Bombardier’s Challenger 605 and 350 siblings are among four aircraft on display from the Canadian airframer. From the Learjet 75 through the Global 6000, the OEM spans a wide range of mission-specific needs for operators in the region.

Air Elite Network debuts Diamond Dividends planby Chad Trautvetter

World Fuel Services’ Air Elite Network (Booth 3010) launched a new loyalty reward program, Diamond Dividends, here at the LABACE show. It also added the Orion Jet Cen-ter in Miami, Florida, to its preferred network of FBOs.

The Diamond Dividends program awards members a total of 10,000 FlyBuys Rewards bonus points with a qualified purchase at five dif-ferent Air Elite FBOs. Quali-fying purchases are chronicled on a Air Elite Diamond Divi-dends Card–available at any

Air Elite facility or here at the company’s LABACE booth.

Allowable transactions in-clude aviation services cost-ing $1,000 or more that are charged to the Avcard/Multi Service Aero Card; or World Fuel Services-Alliance con-tract fuel uploads of 250 gal-lons or more. Participants must also have a FlyBuys Re-wards membership linked to their Avcard/MS Aero Card or WFS-Alliance contract fuel account.

For every qualifying pur-chase, a customer is awarded

1,000 FlyBuys Rewards points. After visiting five dif-ferent Air Elite locations and completing the card, they are awarded a bonus of 5,000 Fly-Buys Rewards bonus points, for a total of 10,000 points. They can then start all over again by obtaining a new Dia-mond Dividends Card and continuing to make qualified purchases at Air Elite FBOs.

And Air Elite’s FBO net-work just became even larger this week with the addition of Aerocardal Limitada at Arturo Merino Benítez Inter-national Airport in Santi-ago, Chile, and Orion Jet Center at Opa-Locka Execu-tive Airport in Miami. These additions bring the number of Air Elite Network loca-tions to 31.

Orion Jet Center offers business aviation clientele a full range of customer and aircraft services and amenities includ-ing fuel, 200,000 sq ft (18,580 sq m) of hangar storage, pilot lounge, flight planning facil-ities, on-site U.S. Customs, rental cars, 24-hour gourmet catering, and preferred hotel arrangements. Opa Locka is less than a 30-minute drive from downtown Miami, South Beach, Bal Harbor and Fort Lauderdale. o

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Algar Aviation shows TBM 900 at LABACEby R. Randall Padfield

Algar Aviation is here at LABACE 2014 showing the Daher-Socata TBM 900, the lat-est member of the TBM fam-ily of single-turboprop business airplanes. Algar is the exclu-sive distributor of the TBM 900 in Brazil.

To date, Algar has sold five TBM 900s in Brazil. The air-craft on display in São Paulo is the first example to arrive in the country. There are now 23 TBM airplanes based in Brazil.

Derived from the TBM 850 (itself a variant of the original TBM 700), the 900 offers better efficiency and performance with-out an increase in fuel consump-tion or engine power, according to Daher-Socata. The aircraft received both FAA and EASA approval even before it was pub-licly unveiled on March 12.

Winglets, a new tail-cone, a vertical tailfin strake and a

Hartzell five-blade composite propeller with redesigned spin-ner distinguish the TBM 900 externally from its predeces-sors. From the nose to the firewall the aircraft has been redesigned to improve engine airflow circulation, through use of a banana-shaped air intake, carbon-fiber cowlings and new exhaust stacks.

The new model retains the Pratt & Whitney Canada PT6A-66D turboprop engine found on the TBM 850, as well as its Garmin G1000 avionics suite. According to Daher-Socata, customers have been pleased with the 850’s Garmin glass cockpit, so it decided to retain the system in the 900. However, the cockpit does include sev-eral “enhanced human-machine interface features,” including an ergonomic control yoke and revised cockpit center pedestal

that incorporates single-lever power control.

Other new features include a revamped electrical system with a 300-amp starter genera-tor, which provides a semi-auto-matic start-up, and a 100-amp standby alternator. In addition, the TBM 900 has lower cabin noise levels than its predecessor, an automated pressurization system and new-design seats.

Compared with the TBM 850, the TBM 900’s top cruise speed has increased by 10 knots, to 330 knots at FL280, and max-imum range with a 45-minute reserve has been extended from 1,585 nm to 1,730 nm with five passengers, thanks to a fuel con-sumption reduction to 37 gal-lons per hour.

Because the TBM 900 can use all of the available 850 shp of engine power on takeoff, compared with 700 shp on the TBM 850, the 900’s ground roll is reduced by 460 feet, to 2,380 feet, at sea level. Meanwhile, an improved climb rate enables the turboprop to reach its 31,000-foot ceiling in 18 minutes 45 sec-onds, about two minutes quicker than in the TBM 850. o

www.ainonline.com • August 13, 2014 • LABACE Convention News 3

long-range, large-cabin contender

In the competition for sales in Latin America, long legs and a spacious cabin pack a powerful punch. Gulfstream’s flagship G650 has all of that, and more. The newest Gulfstream, the G650 has a wider cross-section than any of its ancestors, and boasts a range of 7,000 nm (13,000 km) and a top speed close to Mach 1.

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Broker has high hopes for Latin American salesby Charles Alcock

Pre-owned aircraft broker Jetcraft has high hopes for the Latin American market and expects to double the number of transactions it handles this year. According to the U.S. group, demand for light and midsized jets has dominated the market in recent years, but it now sees growing interest in larger, lon-ger-range aircraft as well.

Apart from economic growth, one factor driving demand for younger aircraft is the relatively high age of the region’s aircraft. According to Jetcraft, Brazil has the youngest business jet fleet in Latin America, and yet 45 per-cent of this fleet is more than 10 years old. Similarly, in Mexico, which after Brazil is now home to the world’s third largest business jet fleet, 70 percent of the air-craft are more than 10 years old. “Historically, we’ve seen a lot of [Cessna] Citations and Hawkers in Latin America,” Jetcraft pres-ident Chad Anderson told AIN. “But more recently, Gulfstream, Embraer and [Dassault] Falcon have been doing well there.”

In the past 12 months, Jetcraft has closed seven aircraft deals in

Latin America, with all but one of these being for midsized jets. In one transaction the company brokered a complicated deal in which seven Fokker twin turbo-props went from Macau to Mex-ico. “Other brokers are realizing that Jetcraft’s worldwide foot-print means that it isn’t worth their time to try to learn all the steps that are involved and that, because of the size of the inven-tory we have, it is more impor-tant that they have us involved,” said Anderson.

According to Fabrice Roger, Jetcraft’s Latin America sales director, Brazil and Mexico still account for most of the demand for business aircraft in the region. Until the recent polit-ical upheaval in Venezuela, it was another strong center of sales activity, as was Argentina before

its recent debt default. Now Roger sees Colombia rising in the ranks, having achieved a 10-per-cent increase in sales last year.

In his view, the key fac-tors driving growth across the region, apart from overall gains in gross domestic product, are increasing levels of high-net, personal wealth and the larger international profile of com-panies and entrepreneurs from Latin America. “They have growing investments in Africa, Europe and the U.S., and they need to travel more often and farther,” he commented.

But bureaucracy and taxes continue to drag on the region’s growth potential. For instance, according to Roger, the taxes due on an aircraft imported into Brazil can amount to 18 percent of its value.

“We sold a Falcon 7X into Brazil last year,” Anderson said. “It went to a great buyer who did everything required as quickly as possible, but the transaction still took at least two months longer than the same deal would have taken outside Brazil.”

Limited infrastructure is an-other impediment to business air-craft sales. “Only two or three percent of airports in Brazil can accept business jets and every time there is a need to build a new air-port it takes a long time,” said Roger, who is not optimistic about progress on any of these issues. o

Above: Jetcraft sales director for Latin America Fabrice Roger. Below: Jetcraft president Chad Anderson.

With a new five-blade Hartzell propeller leading the way, Daher-Socata’s TBM 900 is a winner.


to provide engine maintenance on the CFE-738, Honeywell TFE731-series engines and Pratt & Whitney Canada PW307A and PW308C models. Following the opening of the Sorocaba service center in June 2009, Dassault Falcon Jet has continued to expand the facility with increased manpower, spare parts and tooling.

According to Dassault, the Sorocaba facility is able to “dis-patch an AOG team to sup-port Falcon aircraft anywhere in South America, along with the parts and tools necessary to get the aircraft flying again with minimal delay.” The company houses more than $ 4.7 million worth of high-usage parts in its separate São Paulo facility.

Dassault has brought two of its popular Falcon business jets

here to Congonhas Airport for this week’s LABACE show, look-ing to underline that it leads the way with a 60 percent market share in the large-cabin segment. The Falcon 7X on the static dis-play here is accompanied by a Falcon 2000LXS/2000S, while the French company has also brought a Falcon 5X cabin mock-up to illustrate the generous space of the in-development aircraft.

40 Years in BrazilThe company’s Falcon family

has been present in Brazil for the past 40 years. “Brazilians appre-ciate the superior technology and design of the Falcon jets. We have a Falcon to fit any mission that Brazilian customers demand,” commented Rosanvallon.

According to Dassault, the Falcon 7X, which has a range of 5,950 nm (11,011 km), “is the most popular large-cabin busi-ness jet in Brazil, with close to 15 in service.” The trijet can con-nect São Paulo with destinations

throughout the Americas, it adds, “as well as most of Europe, Africa and the Middle East.”

Meanwhile, two new Falcons, the 8X and 5X, are “advancing in the initial manufacturing process,” said the company. These new models are due to enter service, respectively, in 2016 and 2017.

Rosanvallon told AIN that the first 8X has now been assem-bled and the avionics switched on successfully for the first time. He indicated that several existing

7X owners in South America have already committed to tak-ing the new 8X, which will have a range of 6,450 nm (11,937 km) at Mach .80 cruise speed.

At the LABACE show, many Latin American visitors had their first chance to examine the new entry-level 3,350-nm-range Falcon 2000S. “Equipped with a full slate of standard fea-tures, including upgraded EASy II avionics, a FalconCabin HD+ entertainment system and a

brand new fixed-configuration cabin designed by BMW Group DesignworksUSA, the Falcon 2000S brings large cabin comfort to the super mid-size segment,” according to Dassault. The Fal-con LXS has 4000-nm (7,400-km) range with much of the field per-formance of the 2000S with a bal-anced field length of 4,675 ft (sea level, ISA conditions), for exam-ple. Many of these features and more will find their way on to the 5X, according to the company. o

Dassault Falcon Jet brought its flagship 7X (foreground) and 2000LXS/S models to LABACE, highlighting the airframer’s conviction that Latin America is an important market.

Back home in France, Dassault engineers lit up the panel of the developmental Falcon 8X for the first time. The 8X has proved popular among Latin American operators.

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Politicians oPen laBace, as access fight goes on

Brazilian cabinet ministers Moreira Franco (civil aviation) and Vicentinho Alves (tourism) joined São Paulo mayor Fernando Haddad and the leadership of business and general aviation associ-ation ABAG in formally opening the 11th LABACE show yesterday. The event has drawn almost 70 aircraft to its static dis-play and organizers hoping to attract 14,000 visitors over the three-day event. During the opening general session, Franco said that business aviation is a key facet of the growing Brazilian economy, while acknowledging that government efforts to expand airport infrastructure must continue.

“No other sector of aviation brought so many people to so many places,” said ABAG chairman Eduardo Marson, while pressing the case for more open access for his members. He referred to a GA pilot who asked rhetorically, “If Los Ange-les, with 30 airports in the terminal area, can accommodate general aviation, why can’t Brazil?” –R.P.

growth sPurt Means líder aViaçião is now Managing 100 aircraft

Air taxi and offshore helicopter-services company Líder Aviaçião (Chalet 5125) announced here at LABACE yesterday that its aircraft-management business increased by 30 percent in the first half of 2014. It now owns and manages 100 aircraft (64 are helicopters) at some 19 bases around Brazil, and boasts 55 years of expe-rience managing aircraft.

The company, which is based at Belo Horizonte’s Pampulha Airport, is also a dealer for Bombardier and Beechcraft and revealed this week that it is going to be the authorized service center for more Bombardier air-craft to add to the Learjet 30 and 40 (it is also an authorized service center for various Beechcraft models). Líder claims to be the only company in the sector in South America with IS-BAO Level 2 certification.

Líder executives told reporters that air-taxi usage has fallen off, but charter firms are filling in the gaps. They have always dealt in aircraft, but management and hangaring represents a diversification. The Brazilian company falls firmly into this category. –I.S.

Dassault ups customer supportuContinued from page 1

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Latin American heli market heating upby Mark Huber

The Latin American mar-ket in general, and Brazil in par-ticular, continue to be red-hot markets for rotorcraft manu-facturers, driven by government sales and the expansion of the regional offshore energy mar-ket, especially in Mexico and Brazil. Altogether, the market represents 9.8 percent of global demand–but that number is increasing fast.

A spokesman for Agusta-Westland said that company’s embedded fleet throughout the region has grown to 325 heli-copters with the bulk of the growth coming from Brazil. Ten years ago, the manufac-turer had 25 helicopters in the country; today it has more than 200, with large future orders

pending, including 50 Grand and GrandNew variants of the AW109 to service the local VIP/corporate market.

AgustaWestland (Out-door Exhibit 5108) also has received orders for its new AW169 and AW189 twins and notes that since 2007 it has sold 30 AW139s into the country, mainly to service the offshore energy market and Petrobras, the partially state-owned oil company. Twenty AW169s are on order for the Brazilian corporate market and Petrobras has issued ten-ders that AgustaWestland believes will result in the sale of more AW139 and AW189 aircraft to Brazil.


Airbus Helicopters’ Long History in the Region

Airbus Helicopters has been present in Latin American for more than 40 years and now has a network of three subsidiaries that cover the region: Airbus Helicopters Mexico (serving 25 countries in Central America, the Caribbean, Colombia, Ecuador and Venezuela); Helibras in Brazil, also serv-ing Paraguay; and Airbus Helicopters in Chile (serving the continent’s south cone: Chile, Argentina, Peru, Bolivia and Uruguay). Airbus Helicopters Group employs 1,200 people throughout the region, a number that has doubled in the past four years.

Airbus Helicopters’ Latin American subsidiaries are responsible for train-ing, sales and customization of new and used helicopters, commercial sup-port, spare parts distribution and maintenance of the Eurocopter fleet in South America. Helibras’s engineering center is gearing up to design, develop and produce a 100-percent Brazilian helicopter by the mid-2020s.

Support, services and training continue to be major focal points for Airbus Helicopters. In addition to the extensive subsidiary network, the company has set up certified maintenance centers in Guatemala, Panama and Peru. Airbus Helicopters Mexico offers ab-initio training for technicians and pilots in col-laboration with the HeliEscuela, located in the state of Veracruz, as well as training of helicopter maintenance technicians, thanks to an agreement with Turbomeca’s Mexican branch.

“A key factor in Airbus Helicopters’ success in Latin America stems from its early entry into markets and launching industrial cooperation programs that have greatly contributed to the development of the local aviation industry,” said company spokeswoman Gloria Illas. “Brazil and Mexico, with the setting up of a EC725 final assembly line and a new manufacturing facility of aeronautical com-ponents, respectively, are good examples of the group’s active role in industrial cooperation and transfer of technology in the region.” –M.H.

Mercado Latino-Americano de helicópteros esquentandopor Mark Huber

O mercado latino-americano em geral e o brasileiro em particular, continuam a ser mercados quentes para fabricantes de aeronaves de rotores, levados por vendas gover-namentais e pela expansão do mer-cado de energia regional offshore, especialmente no México e no Bra-sil. Combinados esse mercado rep-resenta 9.8 por cento da demanda

global–mas esse número está cre-scendo rápido.

Um porta-voz da AgustaWestland disse que a frota incorporada da empresa pela região cresceu para 325 helicópteros com o grosso do cresci-mento vindo do Brasil. Dez anos atrás, o fabricante tinha 25 helicópteros no país; hoje tem mais de 200, com grande pedido futuros pendentes,

incluindo 50 Grand e GrandNew vari-antes do AW109 para atender o mer-cado VIP/corporativo local.

A AgustaWestland (Expositor Externo 5108) também recebeu pedidos de seu novo AW169 e AW189 bimotores e percebeu que desde 2007 vendeu 30 AW139 no país, principalmente para atender o mercado de energia offshore e a Petrobrás, a empresa parcialmente governamental. Vinte AW169 estão em pedido para o mercado corpora-tivo brasileiro e a Petrobrás lançou licitações que a AgustaWestland acredita, devem resultar na venda de mais aeronaves AW139 e AW189 para o Brasil.

A empresa nota que Chile e Peru são outros mercados fortes na região, e diz que se tornaram par-ceiros da Aviasur como distribuidor e fornecedor de serviços nestes países. A Aviasur abriu um novo cen-tro de serviços da AgustaWestland em 2012 no Aeroporto Internacio-nal Arturo Merino Benitez em Santi-ago. Atualmente, 20 helicópteros da AgustaWestland operam no Chile incluindo o AW119, AW119Kx, AW109 Power, Grand, GrandNew e W-3A Sokol.

A fabricante planeja aumentar os serviços na região, principal-mente expandindo sua subsidiária AgustaWestland Do Brasil. “Faz

O contrato da Helibrás para construir EC725s para a Força Aérea Brasileira ajudará a aumentar a presença e capacidade operacional da empresa na região. Ela acredita que a estrutura usada na produção do EC725 também possa ser utilizada para produzir os EC225s para o mercado de energia offshore. Também há um centro de treinamento para 225/725 no Rio.

A AgustaWestland está investindo pesado na América do Sul e já vendeu exemplares de seus novos helicópteros AW169 e AW189 na região.

AgustaWestland is investing heavily in South America and has already sold examples of its new AW169 and AW189s helicopters in the region.

Helibras’s contract to build EC725s for the Brazilian Air Force will help to increase the company’s presence and capabilities in the region. It believes the EC725 facility could be used to manufacture EC225s for the offshore energy market. There is also a training center for the 225/725 in Rio.

A Longa História dos Helicópteros Airbus na Região

A Airbus Helicopter está presente na América Latina há mais de 40 anos e agora tem uma rede de três subsidiárias que cobrem a região: A Airbus Helicopters Mexico (que atende 25 países na América Central, Caribe, Colômbia, Equa-dor e Venezuela); a Helibras no Brasil, que também atende o Paraguai; a Airbus Helicopters no Chile (atende o cone sul do continente: Chile, Argentina, Peru, Bolivia e Uruguay). O Grupo Airbus Helicopters emprega 1.200 pessoas em toda a região, número que dobrou nos últimos quatro anos.

As subsidiárias latino-americanas da Airbus Helicop-ters são responsáveis pelo treinamento, vendas e personal-ização de helicópteros novos e usados, suporte comercial, distribuição de peças sobressalentes e manutenção da frota Eurocopter na América do Sul. O centro de engen-haria da Helibrás está acelerando para desenhar, desen-volver e produzir um helicóptero 100 por cento brasileiro até a metade de 2020.

Suporte, serviços e treinamento continuam a ser

pontos de grande foco para a Airbus Helicopters. Além da extensa rede de subsidiárias, a empresa montou centros certificados de manutenção na Guatemala, Panamá e Peru. A Airbus Helicopters Mexico oferece treinamento iniciante para técnicos e pilotos em colaboração com a HeliEscuela, localizada no estado de Veracruz, assim como treinamento para técnicos de manutenção de helicópteros, graças a um acordo com a filial da mexicana Turbomeca.

“Um fator chave no sucesso da Airbus Helicopters na América Latina vem de sua entrada precoce no mer-cado e lançamento de programas de cooperação industrial que contribuíram muito para o desenvolvimento na indús-tria da aviação local,” disse a porta-voz da empresa Glo-ria Illas. “Brasil e México, com a instalação de uma linha de produção final de EC725 e uma nova estrutura de fab-ricação de componentes aeronáuticos, respectivamente, são bons exemplos do papel ativo do grupo na cooperação industrial e transferência de tecnologia na região.” –M.H.

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The company notes that Chile and Peru are other strong markets in the region, and said it has partnered with Aviasur as a distributor and service provider in those countries. Aviasur opened a new AgustaWestland service center in 2012 at Santiago’s Arturo Merino Benítez Inter-national Airport. Currently, 20 AgustaWestland helicopters operate in Chile including the AW119, AW119Kx, AW109

Power, Grand, GrandNew and W-3A Sokol.

The manufacturer plans to step up services to the region, mainly by expanding its AgustaWestland Do Bra-sil subsidiary. “It’s part of our customer-focused strategy to expand the company’s presence in-country, to get closer to the customers, and to deliver the customized services required to ensure maximum aircraft availability,” said the spokes-man. “This expansion is nec-essary to support the needs of operators throughout not only Brazil, but Chile, Argentina and Colombia.”

Later this year, Agusta- Westland Do Brasil will become a satellite of the AgustaWestland training acad-emy in Sesto Calende, Italy, and will begin to offer pilot ground-school courses. Plans also are in the works to increase the stock of parts, including main rotor blades, to enhance local MRO capabilities. “A major, perma-nent stock of spare parts is present at AgustaWestland Do Brasil to effectively support all the helicopters in the area. The stock will be further reinforced in the future to sustain the growth of the local fleet,” the spokesman said, noting that, “Our fleet operations centers in Italy, Philadelphia [U.S.] and the UK are available to sup-port the needs of operators in South America, but spare parts deliveries are available 24/7


parte da nossa estratégia focada no cliente expandir a presença da empresa dentro do país, para estar mais perto dos clientes, e para entregar os serviços personaliza-dos necessários para garantir máx-ima disponibilidade de aeronave,” disse o porta-voz. “Esta expansão é necessária para atender as neces-sidades dos operadores ao redor não apenas do Brasil, mas também Chile, Argentina e Colômbia.”

Ainda neste ano, a AgustaWestland Do Brasil se tor-nará um satélite da academia de treinamento AgustaWestland em Sesto Calende, na Itália, e passará a oferecer cursos de piloto no solo. Os planos ainda incluem aumentar o estoque de peças, incluindo lâminas principais de rotores, para aumen-tar a capacidade MRO local. “Um grande, permanente estoque de partes sobressalentes está presente na AgustaWestland Do Brasil para efetivamente dar suporte a todos os helicópteros na área. O estoque será reforçado no futuro para sus-tentar o crescimento da frota local,” disse o porta-voz, notando que, “Nossos centros de operações de frota na Itália, Filadélfia [EUA] e na Grã-Bretanha estão disponíveis para atender as necessidades dos opera-dores na América do Sul, mas entre-gas de peças sobressalentes estão disponíveis 24/7 diretamente da AgustaWestland Do Brasil.”

Curva Ascendente da BellA Bell Helicopter (Expositor

Externo 5110) também vê a recu-peração da demanda na região. Jay Ortiz diretor executivo de ven-das e marketing na América Latina, disse que a região representou o segundo maior volume de vendas da empresa e a maior rentabilidade, contabilizando de 18 a 20 por cento das vendas gerais da Bell em 2013 com 37 helicópteros entregues. Ortiz disse que a parcela de mer-cado da Bell era de 37 por cento e 41 por cento em regiões onde tinha produtos competitivos.

Ortiz também disse que o sucesso na região depende de construir e reforçar relacionamentos com negó-cios de família, muitos dos quais for-necem tanto vendas quanto serviços. Ele apontou parcerias existentes entre a Bell e uma variedade de empresas na região, incluindo a Líder (Brasil), Eagle Copter (Chile), Avi-centro (Colômbia) Servicio Técnico Aéreo de México–STAM (México) e Ecolift (Puerto Rico) como exemplos de parcerias bem sucedidas.

“Família é importante e rela-cionamentos são extremamente importantes,” disse Ortiz. “Em muitos casos nossos negociadores

locais também possuem centros de serviço autorizado Bell que em sua maioria lidam com o cliente do berço à tumba. Tem sido uma fór-mula tremendamente bem sucedida para nós.”

Ortiz disse que a demanda por produtos da Bell é dividida quase por igual entre corporativa, gov-ernamental e clientes de energia, com o leve bi 429-e sua variante de trem de pouso com rodas (WLG, na sigla em inglês)–conseguindo novos pedidos na Argentina, Brasil e Chile. E os cliente nem sempre são pacien-tes, Ortiz notou. Um cliente chileno não podia esperar por seu 429 sair da fábrica, e comprou um de seu proprietário na Califórnia. Mui-tos clientes de 429 na região estão subindo de 407 monomotores, ele disse, acrescentando que o 429 tem sido particularmente popular com clientes parcialmente governamen-tais no nível estadual.

“Governos continuam a ser fortes clientes,” ele disse, com as vendas de produtos legacy como o 412 e Huey II. Ortiz também disse que militares da região têm expres-sado interesse no novo 505, mono-motor leve da Bell, que aguarda certificação para 2015, como instru-tor primário. “Como parte dos pedidos por 412s e 429s, vários pro-gramas militares solicitaram com-pensações que incluem dois ou três 505s que planejam usar para trein-amentos de voo,” ele disse.

Ortiz concorda que a expan-são da perfuração por energia em águas profundas offshore é o grande cassino para as OEMs que vendem para a América Latina. Ortiz disse que a pendente reforma da regu-lamentação energética do México, em particular, pode ser um grande incentivador de novas explorações em águas profundas ao sul do Golfo do México. (Em meados de julho o senado mexicano aprovou assuntos

de interesse que xremoveriam da pública Pemex, seu longo monopólio na área, um passo que, espera-se, trará novos investimentos em exploração de energia para a área, aumentará o número de plataformas offshore e o número de helicópteros necessários para atendê-las.)

A refoma de energia do México e o contínuo desenvolvimento dos depósitos pré-sal offshore em águas brasileiras deveriam dar as ordens para o novo 525 super médio bi da Bell, agendado para chegar ao mer-cado no início de 2016. “Esperamos que a Petrobrás dê as boas vindas ao 525 de braços abertos,” disse Ortiz. Além de Brasil e México, Ortiz

Inserção, um Ecureuil (Squirrel, esquilo, em português), AS350 B3, da Airbus Helicopters voa sobre São Paulo. Estes helicópteros eram vistos regularmente sobre os estádios enquanto filmavam a Copa do Mundo de futebol de 2014, com operadores como Helisul. Acima, a Helibras constroi helicópteros A350 B3e, dentre outro tipos de Airbus Helicopters, em suas instalações em Itajubá.

Inset, an Airbus Helicopters AS350 B3 Ecureuil (Squirrel) flies over São Paulo. These helicopters were seen regularly over football stadia while filming the 2014 soccer World Cup, with operators such as Helisul. Above, Helibras builds A350 B3e helicopters, among other AH types, at its facility in Itajubá.

A Bell espera que seu novo bimotor super médio 525 seja bem recebido pelas empresas do mercado de exploração de energia como a Petrobrás. O modelo deve entrar no mercado em 2016.

Mercado Latino-AmericanouContinuação da página 6



Latin American helicopter marketuContinued from page 6

Bell expects its new 525 super-medium twin will be welcomed by companies such as Petrobras in the energy exploration market. The type is due to enter the market in 2016.

notou que os mercados de explo-ração de energia estão crescendo na Colômbia, Trinidad e Venezuela apesar de numa escala menor.

De acordo com Ortiz, a Bell planeja aumentar suas marcas na região para acomodar a crescente demanda, mas que muitos dos detalhes ainda pre-cisam ser determinados. “Aumen-taremos nossa presença na região. É de extrema importância tentar fazer de tudo de Fort Worth [sede da Bell, no Texas]. Estamos contratando mais vendedores e representantes independentes na região, incluindo países em que não estamos atual-mente representados.”

Ortiz não descarta a criação de montadoras e/ou fábricas na região. “Quanto maior nossa pre-sença, mais reforçamos minha posição quando formos conver-sar com agências governamentais [para vendas],” ele disse. Ele tam-bém apontou que a cabine do 429 já é construída na região, na fábrica da Bell em Chihuahua, no México.

Líder MundialA Airbus Helicópteros cravou

sua bandeira cedo na região, esta-belecendo sua subsidiária Helibras

no Brasil e construindo helicópteros lá desde 1978. François Arnaud, vice-presidente de marketing e comercial da Helibras, notou que a cidade de São Paulo tem o maior ambiente urbano de helicópteros no mundo–725 helicópteros e 260 heliportos. “Está na frente até de Tóquio e Nova Iorque e continuará a cresce nos próximos anos,” ele disse. A Helibras (Expositor Externo 5140) atualmente possui 47 por cento do mercado de turbina brasileiro e vendeu 30 novas aero-naves por lá em 2013. Na América Latina, mais de 1.300 helicópteros Airbus estão em operação, cont-abilizando 35 por cento da frota da região. As vendas do ano passado para a região representaram 13 por cento do total das reservas da Air-bus Helicopters.

Reservas militares na região con-tinuar a dar frutos para a empresa também. Vendas recentes incluem o suprimento de 50 EC725 para as forças armadas brasileiras; 15 EC725 para as forças armadas mex-icanas, sete AS350/550 para o Equador e seis Super Puma AS332 C 1 es para a Bolívia.

Arnaud disse que a Helibras atualmente fabrica em suas insta-lações no Brasil helicópteros para a região que terão até 50 por cento de componentes locais até 2017.


directly from AgustaWestland Do Brasil.”

Bell’s Upward CurveBell Helicopter (Outdoor

Exhibit 5110) also sees demand picking up in the region. Jay Ortiz, Bell’s executive director for sales and marketing in Latin Ameri-can, said the region represented the company’s second highest sales volume and highest revenue, accounting for 18 to 20 percent of Bell’s overall sales in 2013 with 37 helicopters delivered. Ortiz said Bell’s share of the market was 37 percent and 41 percent in regions where it had competitive products.

Ortiz also said success in the region relies on building and en-hancing relationships with fam-ily-owned businesses, many of which provide both sales and service. He pointed to existing

partnerships that Bell has with a variety of companies in the re-gion, including Líder (Brazil), Ea-gle Copter (Chile), Avicentro (Co-lombia), Servicio Tecnico Aereo de Mexico-STAM (Mexico) and Ecolift (Puerto Rico) as examples of successful partnerships.

“Family is important and re-lationships are extremely impor-tant,” Ortiz said. “In many cases our local dealers also own au-thorized Bell service centers that for the most part handle the cus-tomer from cradle to grave. It’s been a tremendously successful formula for us.”

Ortiz said demand for Bell products is split almost evenly among corporate, government and energy clients, with the light twin 429–and its wheeled land-ing gear (WLG) variant–scoring new orders in Argentina, Brazil and Chile. And the customers are not always patient, Ortiz noted. One Chilean customer could not wait for his 429 from the factory, so he bought one from an owner in California. Many 429 custom-ers in the region are upgrading

from 407 singles, he said, adding that the 429 has been particularly popular with parapublic custom-ers on the state level.

“Governments continue to be a strong customer,” he said, with sales of legacy products such as the 412 and Huey II. Ortiz also said militaries throughout the region have expressed inter-est in Bell’s new 505 light single, expected to be certified in 2015, as a primary trainer. “As part of their orders for 412s and 429s, several military programs have requested offsets that include two or three 505s that they plan to use for flight training,” he said.

Ortiz agrees that the expan-sion of deepwater offshore energy drilling is the big casino for OEMs selling into Latin America. Ortiz said that Mexi-co’s pending energy reform leg-islation, in particular, could be a big driver for new deepwater exploration in the southern Gulf of Mexico. (In mid-July the Mex-ican Senate approved key bills

that would strip state-owned oil company Pemex of its long-standing monopoly, a move that is expected to bring new energy exploration investment to the area, increase the number of off-shore rigs and the number of heli-copters required to service them.)

Mexican energy reform and the continuing development of the Pre-Salt offshore deposits in Brazilian waters should draw orders for Bell’s new 525 super-medium twin, scheduled to hit the market in early 2016. “We expect Petrobras to welcome the 525 with open arms,” Ortiz said. Aside from Brazil and Mexico, Ortiz noted that the energy explo-ration markets were picking up in Colombia, Trinidad and Venezu-ela, albeit on a smaller scale.

According to Ortiz, Bell plans to increase its footprint in the region to accommodate growing demand, but many of the details remain to be determined. “We will be increasing our presence in the region. It is too important to try to do everything from [Bell headquarters] in Fort Worth

[Texas]. We’re hiring more sales people and independent repre-sentatives in the region, includ-ing in countries where we are not currently represented.”

Ortiz did not rule out setting up assembly and/or manufactur-ing facilities in the region. “The bigger our presence, the more it enhances my position when we go talk to government agencies [for sales],” he said. He also pointed out that the 429 cabin already is built in the region, at Bell’s plant in Chihuahua, Mexico.

World LeaderAirbus Helicopters planted its

flag in the region early, establish-ing its Helibras subsidiary in Bra-zil and building helicopters there since 1978. François Arnaud, Helibras vice president of market-ing and commercial, noted that the city of São Paulo has the larg-est urban helicopter environment in the world–725 helicopters and 260 helidecks. “It’s ahead of even Tokyo and New York and it will keep growing in the next years,” he said. Helibras (Outdoor Exhibit 5104) currently claims 47 percent of the Brazilian turbine market and sold 30 new aircraft there in 2013. Throughout Latin Amer-ica, more than 1,300 Airbus heli-copters are in service, accounting for 35 percent of the region’s fleet. Last year sales to the region rep-resented 13 percent of Airbus Helicopters’ total bookings.

Military bookings in the region continue to bear fruit for the company too. Recent sales include the supply of 50 EC725s to Brazilian armed forces; 15 EC725 to the Mexican armed forces, seven AS350/550s to Ecuador and six Super Puma AS332 C1es to Bolivia.

Arnaud said Helibras cur-rently manufactures at its Bra-zil facilities helicopters for the region that will have up to 50 percent local content by 2017. He pointed to Helibras’s con-tract to build the 50 EC725s for the Brazilian Air Force, the military variant of the EC225 heavy twin, as a major driver for increasing the company’s pres-ence and capabilities, noting that more than $430 million has been invested to support that contract both in terms of physical plant and personnel. Arnaud said the EC725 line could also be used to manufacture EC225s for the off-shore energy market.

Helibras (Outdoor Exhibit 5104) currently manufactures the AS350 in Brazil and maintains a modern engineering center there. It has developed a local supply chain with more than 40 part-ners. It currently has the capacity

Latin American market heating upuContinued from page 8


A Helibras Marca Durante a Copa do Mundo

Durante o recente campeonato da Copa do Mundo da FIFA no Brasil, a Heli-bras aumentou significativamente sua capacidade de dar suporte a uma frota de 40 helicópteros do exército e 120 outras aeronaves de rotores da Airbus Heli-copters usados para dar atender o evento. A Helibras estabeleceu um depósito de peças especiais, despachou técnicos para cidades sede incluindo Belo Hori-zonte, Fortaleza, Rio de Janeiro, São Paulo, Brasília e Manaus, que permanece-ram lá enquanto duraram os jogos. Também posicionaram peças e ferramentas para dar suporte a helicópteros da força aérea baseados em Minas Gerais.

O planejamento deu resultado, de acordo com Flávio Pires, vice-presi-dente de suporte e serviços da Helibras. Pires disse que 36 helicópteros do exército alçaram voo durante 600 horas durante os jogos e tiveram um taxa de expedição de 93 por cento; seis outros helicópteros do exército ficaram na reserva. Pires notou que o esforço demonstrou “o compromisso e a capaci-dade da Helibras de atender seus clientes em qualquer situação.” –M.H.



Helibras Scores During World Cup

During the recent FIFA World Cup soccer championship in Brazil, Helibras significantly augmented its capabilities to support a fleet of 40 army and 120 other Airbus Helicopters rotorcraft used to support the event. Helibras estab-lished a special parts warehouse, dispatched technicians to host cities includ-ing Belo Horizonte, Fortaleza, Rio de Janeiro, São Paulo, Brasilia and Manaus, who remained there for the duration of the games. It also prepositioned spares and tooling to support air force helicopters based in Minas Gerais.

This planning paid off, according to Flavio Pires, Helibras vice president of support and services. Pires said 36 army helicopters were aloft for 600 hours during the games and had a dispatch rate of better than 93 percent; six other army helicopters were kept in reserve. Pires noted that the effort showed “Heli-bras’s commitment and capacity to serve its clients in any situation.” –M.H.

Bell 429

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Aeronaves rotores Russas têm muito a oferecer na América Latinapor Charles Alcock

A Russin Helicopters (Expositor 4030) veio à LABACE para promover seu extenso port-folio de aeronaves rotores civis, que alega ser apropriada para uma variedade de usos corporativos e industriais. Este ano, uma das principais subsidiárias do grupo, a Ros-tvertol está celebrando seu 75º aniversário–enfatizando o forte pedigree da Rússia na produção de helicópteros.

De acordo com a empresa, a frota de helicópteros produzidos pela Rússia na América Latina cresceu seis por cento nos últimos três anos, subindo de 385 aeronaves no início dos modelos populares nesta parte do mundo têm sido da família Mi-8/17. O mais recente exem-plo disto é o Mi-171A2, que inclui motores atu-alizados, um novo sistema de rotor principal e aviônica avançada, todos com a intenção de se tornarem opções de melhor custo benefício a uma variedade de operadores civis.

Um dos modelos mais versáteis oferecido pela Russian Helicopters é o Ka-32A11BC bi, que é adequado para operar em áreas urba-nas como São Paulo, mas também podem ser empregados em missões como o combate ao fogo e trabalhos de resgate. O tipo já opera no Brasil, assim como em inúmeros outros países do mundo.

Agora em desenvolvimento na Russian

Helicopters está a mais recente versão do helicóptero multi-papéis Mi-38, que inclui uma espaçosa cabine de passageiros e baixos níveis de ruído e vibração. Em sua configura-ção de carga, a aeronave pode carregar até seis toneladas internamente e até sete tone-ladas com um engate externo.

O novo modelo deve completar a certifi-cação em 2015. O bimotor é alimentado por um par de motores Klimov TV7V e promete velocidade de cruzeiro de até 295 km/h e alcance de até 1.200 km.

Sob a luz do segmento de aeronaves de rotor, a Russian Helicopters oferece o Ka-226T. O modelo é comprovado em temper-aturas extremas e também tem experiência em operar em terrenos altos (7.500m) e car-regar fretes pesando 200kg em altitudes.

Também há planos de potencializar o novo helicóptero Kamov Ka-226 com o Arrius 2G1 turboshaft produzido pela francesa Turbomeca. O Ardiden 3G do grupo francês foi selecionado para o novo modelo Ka-62.

De acordo com o gerente geral da Rus-sian Helicopters Alexander Mikheyev, o grupo agora detém uma parcela de 14 por cento do mercado mundial de aeronaves rotores. Ela pretende fazê-la crescer para de 18 a 20 por cento nos próximos três anos. o


Russian rotorcraft have plenty to offer in Latin Americaby Charles Alcock

Russian Helicopters (Booth 4030) has come to LABACE to promote its exten-sive portfolio of civil rotorcraft, which it claims are well suited to a variety of pri-vate, corporate and industrial uses. This year, one of the group’s key subsidiaries, Rostvertol, is celebrating its 75th anniver-sary–emphasizing Russia’s strong pedi-gree in helicopter production.

According to the company, the fleet of Russian-built helicopters in Latin Amer-ica has grown by 6 percent over the past three years, rising from 385 aircraft at the start of 2011 to 409 at the beginning of this year (including military types). So far, the most popular models in this part of the world have been from the Mi-8/17 family. The latest example of this is the Mi-171A2, which features upgraded engines, a new main rotor system and advanced avionics, all of which are intended to make it a more cost-efficient proposition to a variety of civil operators.

One of most versatile models offered by Russian Helicopters is the Ka-32A11BC twin, which is well suited to operating in urban areas like Saõ Paulo, but also can be employed for missions such as fire fighting and rescue work. The type is already oper-ating in Brazil, as well as numerous other countries around the world.

Now in development at Russian

Helicopters is the latest version of the multirole Mi-38 helicopter, which fea-tures a spacious passenger cabin and low noise and vibration levels. In its cargo configuration, the aircraft can carry up to six metric tons (13,228 pounds) inter-nally and up to seven metric tons (15,432 pounds) with an external sling.

The new model is due to complete cer-tification in 2015. The twin is powered by a pair of Klimov TV7-117V engines and promises a cruise speed of up to 159 knots (295 kph) and range of up to 648 nautical miles (1,200 km).

In the light rotorcraft segment, Rus-sian Helicopters offers the Ka-226T. The type is well proven in extreme tempera-tures and also has experience operating from terrain as high as 24,600 feet (7,500 meters) and carrying freight weighing 441 pounds (200 kg) at altitudes.

There are also plans to power the new Kamov Ka-226 helicopter with the Arrius 2G1 turboshaft produced by France’s Turbomeca. The French group’s Ardiden 3G has been selected for the new Ka-62.

According to Russian Helicopters general manager Alexander Mikheyev, the group now holds a 14-percent share of the world market for rotorcraft. It intends to increase this to 18 to 20 per-cent over the next three years. oV

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O Mi-171A2 inclui motores atualizados, um novo sistema rotor principal e aviônica avançada.

The Mi-171A2 features upgraded engines, a new main rotor system and advanced avionics.

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The Kamov Ka-62 is one of the latest models from a large family of rotorcraft produced by Russian Helicopters.

Ele apontou o contrato da Heli-bras para construir os 50 EC725s para as forças armadas brasilei-ras, a variante militar do EC225 bi pesado, como o grande incentiva-dor para o aumento da presença e da capacidade da empresa da empresa, notando que mais que US$430 milhões foram investidos por conta do contrato, tanto em termos de estrutura física como de pessoal. Arnaud disse que a linha de produção do EC725 tam-bém pode ser usada para fabricar EC225s para o mercado de ener-gia offshore.

A Helibras (Expositor Externo 5104) atualmente fabrica o AS350 no Brasil e mantém um moderno centro de engenharia lá. Desenvolveu uma cadeia local de fornecimento com mais de 40 parceiros. Atual-mente tem a capacidade de fabricar 36 helicópteros por ano localmente.

A empresa embarcou em várias novas iniciativas para melhorar o suporte local aos produtos, de acordo com Flávio Pires, vice-presidente da empresa para suporte e serviços “Em 2013 inauguramos um centro de suporte ao cliente na cidade de Atibaia. O centro gerencia tudo dos clientes, manutenção, peças, solicita-ções técnicas e de garantia. O staff é composto por 25 pessoas e é local-izado junto ao centro de logística e depósito de peças,” ele disse. A

Helibras está trabalhando com ofici-ais da alfândega brasileira para racio-nalizar o envio de peças.

Pires disse que a Helibras tam-bém está trabalhando para expan-dir sua rede de serviços autorizados pela região. “Queremos ser capazes de oferecer aos operadores em áreas remotas a mesma qualidade de manutenção e reparos [real-izada por] pessoas que recebem o mesmo treinamento que os técni-cos de nossa fábrica em Itajubá e São Paulo,” ele disse.

No ano passado a Helibras criou um novo centro de treinamento e simulação de voo para pilotos e técnicos no EC725/EC225 no Rio de Janeiro. A empresa já estabele-ceu anteriormente um centro para todos seus modelos em Itajubá. o

to manufacture 36 helicopters per year locally.

The company has embarked on several new initiatives to improve local product support, according to Flávio Pires, com-pany vice president of support and services. “In 2013 we inau-gurated a client support cen-ter in the city of Atibaia. The center manages all customer AOG, maintenance, parts, tech-nical and warranty requests. It is manned by a staff of 25 and is colocated with our logistics center and part depot,” he said.

Helibras is working with Brazil-ian customs officials to stream-line the shipment of parts.

Pires said that Helibras is also working to expand its net-work of authorized service cen-ters throughout the region. “We want to be able to offer operators in remote areas the same quality of maintenance and repairs [per-formed by] people who receive the same training as our factory technicians in Itajubá and São Paulo,” he said.

Last year Helibras created a new training and flight simulator center for pilots and technicians on the EC725/EC225 in Rio de Janeiro. The company has previ-ously established a center for all it models at Itajubá. o


Latin American market heating upuContinued from page 10

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WFS vê maior crescimento na aviação geral após o estímulo da Copa do Mundopor Curt Epstein

O fato de o Brasil ter sediado a Copa do Mundo da FIFA em 2014 criou um estímulo para a indústria local de combustível para aviação, de acordo com a World Fuel Ser-vices (WFS). A empresa, baseada em Miami, Florida (estande 3010) notou que toda a região do Mer-cosul (Argentina, Brasil, Paraguai, Uruguai, Venezuela e Bolívia) se beneficiou do torneio por semanas, até mesmo antes de o primeiro time ter dado o chute inicial em junho.

A WFS no momento fornece para aproximadamente 450 locais ao longo das Américas Central e Sul que são qualificadas para par-ticipar do programa de recom-pensa por fidelidade da empresa, o FlyBuys. No ano passado a empresa expandiu seus clientes de contra-tos de combustível, Avcard e MS Aero Card internacionalmente. Enquanto o ritmo das preparações para a Copa do Mundo aumen-tavam, a WFS notou aumento no tráfego na região de patrocinadores multinacionais, mídia e fornece-dores de equipamentos, até chegar a um fluxo de turistas para o tor-neio em si. De acordo com a Líder Aviação, maior empresa de aviação privada do Brasil, que esteve pre-sente em todas as cidades sede, a empresa lidou com mais de 6.200 operações com aeronaves e aprox-imadamente 50.000 passageiros durante os meses de junho e julho.

A WFS opera na região como uma revendedora de combustível e também fornece serviços de gerenciamento de transações como soluções para pagamento de cartão e serviços de comer-ciante, enquanto serve como liga-ção entre as maiores fornecedoras de combustível como Petrobrás, BP ou ExxonMobil e os agentes de

combustível dos aeroportos. Suas divisões de base operacionais for-necem serviços de planejamento de voo e suporte ao voo a clientes na região e em todo o mundo.

“O mercado realmente não mudou muito da perspectiva do fornecedor,” disse Leny Omil-lion, o diretor de vendas regional da empresa. “Na maior parte da América Latina há refinarias locais e/ou alguns grandes fornecedores que controlam o fornecimento. Em muitos casos eles são os únicos fornecedores.” Porém, enquanto as entregas de aeronaves da avia-ção executiva na região crescem, o mesmo acontece com o inter-esse nos serviços agregados de for-necedores como a WFS. “Por conta da globalização, mais jatos corpo-rativos estão sendo entregues na região e como resultado todos os envolvidos nesse mercado estão focando mais e mais na América Latina,” notou Omillion, acres-centando que a concorrência é um saudável fator impulsionador do mercado que força as empresas a se superarem. “No fim, o sol brilha para todos,” ele disse à AIN.

Racionalização NecessáriaDentre os desafios que a WFS

enxerga está o de lidar com negó-cios que estejam atrasados em ter-mos de transações com clientes, aqueles que requerem uma boa dose de atividade manual ou múlti-plas etapas. “Há certos locais na região que não estão [atualizados] nas tecnologias para rápidas autor-izações para processamento [de transações] ou para requerimento de combustível, mas pouco a pouco há locais ou fornecedores que tem trabalhado muito para racionalizar o processo,” disse Omillion.

A World Fuel opera na América Latina no lado comercial há 25 anos, e passou os últimos 10 anos lidando com a aviação em geral também. Omillion, que está com a WFS há uma década, observou crescimento estável em torno de 15 a 20 por cento neste segmento a cada ano. Com tais números, não é de admirar que a empresa vê a América Latina como um mercado pujante no segmento de aviação executiva. Nos últimos anos, ela abriu escritórios remo-tos servindo especifi-camente à indústria em locais como Toluca, México e São Paulo em seus esforços para expandir suas pegadas na região.

Ela também tem focado mais em par-cerias regionais estra-tégicas, de acordo com Omillion, para atender tanto operadores interna-cionais como domésticos. Dentre seus recentes acordos, há parce-rias com a Santiago, Aerocardal com base no Chile, uma FBO com todos os serviços com seu próprio reservatório de tanques e camin-hões de combustível. Também é a primeira na América Latina a ser aceita no rede Air Elite FBO da WFS, como seu manuseador de solo favorito e distribuidor de combustível para a aviação exec-utiva no Aeroporto Internacional Comodoro Arturo Marino Benítez, e no Equador, com a Equacentair, seu manuseador FBO favorito e fornecedor de combustível no Aeroporto Internacional Mariscal Sucre em Quito. o

WFS foresees GA growth after boost by World Cupby Curt Epstein

Brazil’s hosting of the 2014 FIFA World Cup provided a boost for the local aviation fuels industry, according to World Fuel Services (WFS). The Miami, Florida-based company (Booth 3010) noted that the entire Mercosur region (Argen-tina, Brazil, Paraguay, Uru-guay, Venezuela and Bolivia) benefited from the tournament for weeks, even before the first teams took to the pitch in June.

WFS presently supplies approximately 450 locations throughout Central and South America that are eligible to par-ticipate in the company’s Fly-Buys loyalty rewards program. Last year the company expanded its contract fuel, Avcard and MS Aero Card customers interna-tionally. As the tempo of World Cup preparations increased, WFS noted increased traffic in the region from multinational sponsors, media and equip-ment providers, leading up to the influx of tourists for the tourna-ment itself. According to Lider Aviacão, Brazil’s largest private

aviation company, which had a presence at all the host cities, it handled more than 6,200 aircraft oper-ations and nearly 50,000 passengers during June and July.

WFS operates in the region as a fuel reseller, also provid-ing transaction man-agement services such as card pay-ment solutions and merchant process-ing services, while serving as a conduit

between the major fuel suppliers such as Petrobras, BP or Exxon-Mobil and the airport fueling agents. Its BaseOps division pro-vides flight-planning and flight-support services to customers in the region and around the world.

“The market really has not changed much from a supplier perspective,” said Leny Omil-lion, the company’s director of regional sales. “In most of Latin America you have the local refineries and/or some major suppliers that control the sup-ply. In many cases they are the only supplier.” Yet, as business aviation aircraft deliveries to the region grow, so too does inter-est from aggregated services

suppliers, such as WFS. “Due to globalization, more corporate jets are being delivered within the region and as a result all the players in the market are focus-ing more and more on Latin America,” noted Omillion, add-ing that competition is a healthy market driver that forces com-panies to excel. “In the end, the sun shines for everybody,” he told AIN.

Streamlining RequiredAmong the challenges WFS

sees is dealing with businesses that are behind the curve in terms of customer transactions, those that require a great deal of manual activity or multiple steps. “There are certain loca-tions within the region that are not [up-to-date] on the technol-ogies for quick authorizations to process [transactions] or for fuel requests, but little by little there are locations or suppliers that have worked hard at streamlin-ing the process,” said Omillion.

World Fuel has operated in Latin America on the commercial side for 25 years, and has spent the last 10 years dealing with general aviation as well. Omil-lion, who has been with WFS for the past decade, has observed steady growth in that segment of between 15 and 20 percent each year. With such numbers, it’s little wonder that the company views Latin America as a thriving mar-ket in the business aviation seg-ment. Over the past several years, it has opened remote offices cater-ing specifically to the industry in places like Toluca, Mexico, and São Paulo in its efforts to expand its footprint in the region.

It is also focusing more on regional strategic partnerships, according to Omillion, in order to service both international and domestic operators. Among its recent agreements, it has partnered with Santiago, Chile-based Aerocardal, a full-service FBO with its own tank farm and fuel trucks. It also is the first in Latin America to be accepted into WFS’s Air Elite FBO net-work, as its preferred ground handler and fuel distributor for business aviation at Comodoro Arturo Merino Benítez Interna-tional Airport, and in Ecuador, with Equacentair its preferred FBO, handler and fuel supplier at Quito’s Mariscal Sucre Inter-national Airport. o

Leny Omillion, diretor regional de vendas da World Fuel Services.

Leny Omillion, World Fuel Services’

director of regional sales.

Trabalhador da World Fuel Services na rampa em Toluca.

World Fuel Services worker on the ramp in Toluca, Mexico.

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JSSI Procura expandir suporte a helicópterospor Curt Epstein

Com um nome como Jet Support Services Inc. (JSSI), pode-se acabar achando que a empresa, com sede em Chicago, Illinois é especializada em serviços para jatos executivos somente, mas esse certamente não é o caso. O fornecedor de manuten-ção cobrada por hora, incentivador da LABACE há muito tempo, que expôs em todas as mostras, está presente na 11º edição com foco em seus programas de manutenção “ponta-à-cauda” para aeronaves com rotores.

“É claro que há muitos jatos executivos [na LABACE], por-tanto ficaremos felizes em con-versar com clientes que estejam interessados nestes tipos de pro-gramas também,” disse Susan Marr, vice presidente executiva e chefe administrativa da JSSI, “mas no nosso entendimento há um grande mercado pouco servido para helicópteros na América Latina e nós estaremos lá para eles.”

De acordo com a Jetnet, for-necedora de dados da indústria, os

2.045 helicópteros de turbina oper-ando atualmente na América do Sul (1.200 somente no Brasil) represen-tam quase duas vezes a quantidade de jatos executivos na região. “Temos fornecido programas para helicópteros na JSSI desde 1995, mas acredito que muita gente não sabe sobre eles,” Marr contou à AIN. “Nós não enfatizamos isso em nosso marketing.”

Para 2014, a JSSI (expos-itor 3004) fez um compro-misso de expandir seu suporte a helicópteros, a começar com a recente chegada de Raymond Weiser ao seu quadro, anterior-mente vice presidente de vendas e desenvolvimento de negócios para a fornecedora de manutenção e distribuidora de peças EuroTec, no recém criado cargo de especial-ista em programas de helicópteros. Sob a orientação de Weiser, a empresa estabeleceu novos pro-gramas de cobertura de manuten-ção para o Bell 429 leve bi-motor e o Augusta Westland 119Ke/Kx

helicópteros de uma turbina, que foram anunciados na LABACE.

Marr disse que espera que a empresa obtenha crescimento exponencial em seu segmento de helicópteros nos próximos anos, já que está sendo acrescentado aos planos de serviço que já oferecem. Ela acrescentou que se a empresa não tem um programa para um helicóptero específico, “Nós pro-vavelmente estamos trabalhando para desenvolvê-lo.”

A JSSI atualmente tem 12 mem-bros do seu staff que são falantes de português e espanhol entre serviços técnicos, serviço ao cliente e times de vendas dedicados a servir clien-tes latino-americanos, incluindo três que são baseados na região.

Celebrando seu 25º aniversário esse ano, a JSSI iniciou sua história como fornecedora de cobertura de manutenção para jatos executi-vos, com um Learjet como sua pri-meira aeronave inscrita em 1989. Já que, de acordo com a fornecedora de dados Jetnet, a América do Sul tem a segunda maior concentração de Lears em operação no mundo (259) depois da América do Norte, a empresa escolheu a LABACE deste ano para anunciar o lançamento do seu programa de manutenção “ponta-à-cauda” de custo por hora

para o Learjet 70/75 jatos leves, cujas entregas iniciaram no final do ano passado.

Apresentados em 1997, os pro-gramas “ponta-à-cauda” da JSSI cobrem os motores da aeronave, estrutura e unidade de potência auxiliar, eliminando a necessidade de lidar com múltiplos fornecedores de serviços. “Nosso programas não apenas reforçam a garantia de uma

aeronave nova mas fornecem aos operadores uma fonte única para cobertura completa com orça-mento de manutenção previsível e serviço superior JSSI 24/7,” disse o CEO e presidente da empresa Neil Book. A JSSI agora oferece planos de cobertura para 21 diferentes modelos de Lear a irá incluir o novo Learjet 85 top de linha quando entrar em operação. o


Damaris Gonzales (l), gerente de contabilidade da JSSI América Latina, e Cleide Socolovithc, gerente de relacionamento ao cliente América Latina; ambos com base na sede da empresa em Chicago.

Damaris Gonzales (l), account manager JSSI Latin America, and Cleide Socolovithc, client relationship manager Latin America; both are based at the company’s Chicago headquarters.

JSSI looks to expand helicopter supportby Curt Epstein

With a name such as Jet Sup-port Services Inc. (JSSI), one might be excused for believing the Chicago, Illinois-based com-pany specializes in service for only business jets, but that is cer-tainly not the case. The hourly cost maintenance provider, a longtime LABACE supporter, which has exhibited at every sin-gle show, is attending this year’s 11th edition with a focus on its “tip-to-tail” maintenance pro-grams for rotorcraft.

“Of course there are lots of business jets [at LABACE], so we will be very happy to talk with customers who are inter-ested in those kinds of programs as well,” said Susan Marr, JSSI’s executive vice president and chief administrative officer, “but our understanding is there is a large underserved market for helicop-ters in Latin America and we are going to be there for them.”

According industry data pro-vider Jetnet, the 2,045 turbine-powered helicopters currently operating in South Amer-ica (1,200 in Brazil alone) are nearly twice the number of busi-ness jets in the region. “We have been providing programs for helicopters at JSSI since 1995, but I think a lot of people don’t know about them,” Marr told AIN. “We just haven’t made it an emphasis in our marketing.”

For 2014, JSSI (Booth 3004) has made a commitment to expand its helicopter support, starting with the recent addition of Raymond Weiser, formerly vice president of sales and business develop-ment for maintenance provider and parts distributor EuroTec, to its staff in the newly created posi-tion of helicopter program special-ist. Under Weiser’s guidance, the company established new main-tenance coverage programs for the Bell 429 light twin-engine and the AgustaWestland 119Ke/Kx single turbine helicopters, which were announced at LABACE.

Marr said she expects the com-pany will see exponential growth in its helicopter business over the next several years, as it adds to its service plan offerings. She added that if the company doesn’t already have a program on a par-ticular helicopter, “we are proba-bly working to develop one.”

JSSI currently has 12 Por-tuguese- and Spanish-speaking staff members among its techni-cal-services, client-services and

sales teams dedicated to serving its Latin American clients, includ-ing three based in the region.

Celebrating its 25th anniver-sary this year, JSSI began its his-tory as a business jet maintenance coverage provider, with a Learjet as its first enrolled aircraft back in 1989. Given that, according to data provider Jetnet, South America has the world’s second highest concentration of Lears in operation (259) after North Amer-ica, the company chose this year’s

LABACE stage to announce the launch of its tip-to-tail hourly cost maintenance program for the Learjet 70/75 light jets, which began deliveries at the end of last year.

Introduced in 1997, JSSI’s tip-to-tail programs cover an air-craft’s engines, airframe and aux-iliary power unit, eliminating the need to deal with multiple service providers. “Our programs not

only enhance a new aircraft war-ranty but provide operators a sin-gle source for complete coverage with a predicable maintenance budget and superior JSSI 24/7 service,” said company president and CEO Neil Book. JSSI now offers coverage plans for 21 differ-ent Lear models and will include the new top-of-the-line Learjet 85 when it enters service. o



Cabin Electronics ManufacturersA business aircraft cabin wouldn’t be com-

plete without a full range of electronics, with the most important for many passengers being Wi-Fi capability, to download presentations and documents, access e-mail and conduct Internet research.

But cabin electronics isn’t just about the Web; it’s also about ambient LED lighting, flat-screen televisions, high-definition video and entertainment systems, charging ports for

cellphones and tablets, satellite communica-tions and noise-cancelling headsets.

In all of these product areas, it seems, some-thing newer, better or faster is always coming along. Among the products announced at the Aircraft Electronics Association’s annual con-ference in early March were Honeywell Bendix- King’s AeroWave 100 satcom system, which offers 3G-like data speeds in a system designed for light aircraft; and Flight Display Systems’

Smart Cabin CMS, which combines control of cabin-management, entertainment and wire-less-connectivity systems and allows passengers to operate them via their own electronic devices.

Here’s a list of cabin-electronics manufac-turers whose products can help keep your cabin on the cutting edge. –Jane Campbell

Fabricantes de Eletrônicos para a Cabine de Passageiros

Uma cabine de passageiros de aeronave executiva não estaria completa sem uma ampla gama de eletrônicos, com o mais importante para muitos sendo a capacidade da internet Wi-Fi, para fazer o download de apresentações e documentos, acessar e-mails e fazer pesqui-sas na Internet.

Mas eletrônicos de cabine de passageiros não se tratam apenas de Internet; envolvem também iluminação ambiente em LED, televisores de tela fina, vídeos e sistemas de entretenimento em

alta definição, bases para carregamento de bate-rias de celulares e tablets, comunicação via saté-lite e fones de ouvido isoladores de barulho.

Em todas estas áreas de produtos, parece que algo mais novo, melhor ou mais rápido está sempre surgindo. Dentre os produtos anunciados na conferência anual da Associa-ção de Eletrônicos para Aeronaves no início do mês de março estavam o sistema de comuni-cação via satélite BendixKing’s AeroWave 100 da Honeywell, que oferece velocidade de dados

parecida com a 3G em um sistema desenhado para aeronaves leves; e o Flight Display System’s Smart Cabin CMS, que combina controle de gerenciamento de cabine de passageiros, entre-tenimento e sistemas de conectividade sem fio e permite aos passageiros operá-los através de seus próprios aparelhos eletrônicos.

Aqui está uma lista de fabricantes de ele-trônicos de cabine de passageiros cujos produtos podem ajudá-lo a manter sua cabine na van-guarda da inovação. –Jane Campbell

AircellCommunications, broadband equipmentBroomfield, Colorado (303) [email protected]

Aircraft Cabin SystemsVideo monitorsRedmond, Washington (425) [email protected]

AlsterAeroControl panels and unitsHamburg, Germany+49 40 248 27 [email protected]

Alto AviationAudio entertainment componentsLeominster, Massachusetts(978) [email protected]

Arinc Communications, connectivity equipmentAnnapolis, Maryland(410) [email protected]

Astronics Aircraft lightingEast Aurora, New York (716) [email protected]

AVIDNoise-canceling headphonesMiddletown, Rhode Island (401) [email protected]

Avionics InnovationsAudio entertainment componentsRamona, California (760) [email protected]

Ball Aerospace & TechnologiesLaser communications, airborne antennasBoulder, Colorado (303) [email protected]

Blue Sky NetworkCommunications equipmentLa Jolla, California (858) [email protected]

BoseNoise-canceling headphonesFramingham, Massachusetts (800) [email protected]

Custom Control ConceptsCabin-management, communications and entertainment systemsKent, Washington (206) [email protected]

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DPI LabsCabin-management, entertainmentLa Verne, California (909) [email protected]

EmteqCabin-management systemsNew Berlin, Wisconsin (262) [email protected]

Esterline CMC Electronics Airborne antennasSaint Laurent, Canada(514) [email protected]

Flight Display SystemsEntertainment components, cabin-management systemsAlpharetta, Georgia (678) [email protected]

Heads Up TechnologiesEntertainment components, cabin-management systemsCarrollton, Texas (972) [email protected]

HoneywellCabin-management, communications and entertainment systemsPhoenix, Arizona(602) [email protected]

IdairCabin-management, communications and entertainment systemsHamburg, Germany+49 40 5070 [email protected]

Inflight Entertainment ProductsMonitors, lighting, audio/video systemsCarpentersville, Illinois (847) [email protected]

InmarsatSatellite communications servicesLondon, England +44 20 7728 [email protected]

International Communications GroupSatellite-based global voice and data telecommunicationsNewport News, Virginia(757) [email protected]

Intheairnet (U.S.)Cabin-entertainment components, cabin-management systemsIrvine, California (949) [email protected]

Iridium CommunicationsSatellite communications servicesMcLean, Virginia (703) [email protected]

LiveTVCabin-entertainment systems, satellite TVMelbourne, Florida (321) [email protected]

Lufthansa TechnikCabin-management, entertainment systemsHamburg, Germany+49 40 5070 [email protected]

Mid Continent ControlsCabin-management, entertainment systemsDerby, Kansas (316) [email protected]

OnAirCommunications servicesSeattle, Washington (206) 607-2700Geneva, Switzerland +44 22 747 [email protected]@onair.aero

Panasonic Avionics Corp.Cabin-entertainment, communicationsLake Forest, California (949) [email protected]

PGA AvionicsCabin electronicsMontierchaume, France +33 2 5407 [email protected]

PS EngineeringAudio control systemsLenoir City, Tennessee (865) [email protected]

Rockwell Collins Cabin SystemsCabin-management, communications and entertainment systemsTustin, California (714) [email protected]

Rosen Aviation DisplaysCommunications, entertainment equipmentEugene, Oregon (888) [email protected]

Row44Communications, broadband connectivityWestlake Village, California (818) [email protected]

Satcom 1Internet, communications and satellite servicesGreve, Denmark+45 4615 [email protected]

Satcom DirectSatellite servicesSatellite Beach, Florida (321) [email protected]

Sennheiser Electronic Corp.HeadphonesOld Lyme, Connecticut (860) [email protected]

SkyTheater Entertainment SystemsCustom theater entertainment systemsFort Lauderdale, Florida (954) [email protected]

Teac AmericaVideo and audio playersMontebello, California (323) [email protected]

Teledyne ControlsEntertainment systemsEl Segundo, California (310) 765-3600teledyne-controls.com

Thales Inflight Avionics SystemsCommunications, broadband equipmentIrvine, California (949) 660-7722thalesgroup.com

Thrane & ThraneCommunications, broadband equipmentKongens Lyngby, Denmark+45 3955 [email protected]

TrueNorth AvionicsCommunications equipmentOttawa, Canada(613) [email protected]

ViaSatSatellite networking, broadband equipmentCarlsbad, California (760) [email protected]


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South American flights require expert assistanceby R. Randall Padfield

UAS International Trip Sup-port, with regional headquar-ters in several cities around the world, has brought members of its Americas team to LABACE 2014. Leading the team, which is based in Houston, Texas, are Jay Ammar Husary, UAS senior director-oper-ations and sales, and Ryan Frank-houser, regional director, UAS Americas. Also here at LABACE is São Paolo-based Carlos Vieira, UAS business development man-ager for South America.

“Total trip support to South America is at the forefront of our capabilities and is used frequently by our clients,” Frankhouser said. “Since the beginning of this year, UAS (Booth 2012) has success-fully completed more than 60 trips to South America, servicing even the most remote parts of the continent. Requests for new trips are coming in daily.”

In addition to the Americas head-quarters, UAS also has headquarters offices in the Middle East (Dubai) and Africa (South Africa), regional offices in Nigeria and Kenya, and business development managers in Europe, India and China.

According to UAS, trip plan-ning to and within South America is complex and operators need to do their homework or partner with a reliable international trip planner to ensure a successful mission.

“As Latin America’s most robust economy, Brazil is still the anchor of our operations in South America. Argentina is also busy,” Frankhouser explained. How-ever, UAS International Trip Sup-port has seen an increase in activity in other South American coun-tries, including Chile, Peru, Colum-bia, Venezuela, Uruguay, Ecuador and Paraguay. Currently, the busi-est airports in South America are Rio de Janeiro Galeão Interna-tional, São Paulo Guarulhos Inter-national and Buenos Aires Ezeiza. Also busy are Caracas and Bogotá.

Asked about the most remote airport in South America for which UAS has provided trip support, Frankhouser replied, “We have successfully serviced a Gulfstream traveling from the U.S. to Ushuaia International Airport in Argentina. Ushuaia is the southernmost city and air-port in the world, on Tierra del Fuego near Cape Horn. That’s pretty remote.”

There are environmental chal-lenges when operating to South America, he said, especially to

remote locations, such as Ush-uaia. South America also has many of the highest international airports in the world, including El Dorado International in Bogotá (elevation 8,361 feet), Mariscal Sucre International Airport (7,910 feet) in Quito, Ecuador, and El Alto International Airport (13,314 feet) in La Paz Bolivia, which is the world’s highest international airport. Many other airports have significant mountainous terrain in close proximity.

Difficult AirportsAirport requirements often

vary by region, country and even within the same city. For exam-ple, at San Fernando Airport in Buenos Aires, crews and passen-gers can expect typical customs and security procedures for inter-national business flights. But when flying into Buenos Aires Ezeiza International Airport, passengers are not allowed to keep luggage on board while waiting to depart again. All items that are not flight-related items must be removed from the aircraft, scanned by cus-toms, immigration and quarantine officers and stored off the aircraft during the entire stay in Argentina.

Argentina also requires all passengers who are U.S., Cana-dian or Australian citizens to pay a “reciprocity fee” prior to arriv-ing to any airport of entry, he explained. However, they cannot pay this fee at the airport. Opera-tors who fail to pay this fee before landing can end up with lengthy delays or even deportation.

Some airports in South Amer-ica have only Spanish- or Por-tuguese-speaking air traffic controllers. Flight crews need a local agent who can help them set up services or credit facilities, but the majority of agents speak only Spanish. Obviously, it’s a good idea to speak to local authorities in their own languages. So having on-site supervisors and agents as well as staff in the operations cen-ter of your flight-planning service, who are trilingual Spanish, Por-tuguese and English speakers, is essential for dealing with linguistic barriers in South America.

Most South American coun-tries need 24 hours to approve overflight permit applications and two to three days for landing approvals. Venezuela needs three to five days for overflight approv-als and requires prepayment of navigation fees. o


UA

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Voos sul-americanos requerem assistência especializadapor R. Randall Padfield

A UAS International Trip Sup-port, com sedes regionais em diver-sas cidades pelo mundo, trouxe membros do seu time Americas para a LABACE 2014. Liderando o time, que tem base em Houston, Texas, está Jay Ammar Husary, dire-tor sênior de operações e vendas da UAS, e Ryan Frankhouser, dire-tor regional da UAS Americas. Tam-bém aqui na LABACE está Carlos Vieira, gerente de desenvolvimento de negócios da UAS para a América do Sul, que tem base em São Paulo.

“O suporte total às viagens à América do Sul faz parte da nossa primeira linha de capacid-ades e é utilizado com frequência por nossos clientes,” disse Frank-houser. “Desde o início do ano, a UAS (expositor 2012) completou com sucesso mais de 60 viagens à América do Sul, atendendo até as mais remotas partes do conti-nente. Pedidos de novas viagens têm chegado diariamente.”

Além da sede Americas, a UAS também tem sede no Oriente Médio (Dubai) e África (África do Sul), escritórios regionais na Nigéria e Quênia, gerentes de desenvolvi-mento de negócios na Europa, Índia e China.

De acordo com a UAS, o plane-jamento de uma viagem da e para a América do Sul é complexo e os operadores precisam saber o que estão fazendo ou se associar a um planejador de viagens internacio-nais confiável para garantir uma missão bem sucedida.

“Como economia mais robusta da América Latina, o

Brasil ainda é a âncora de nos-sas operações na América do Sul. A Argentina também é movi-mentada,” explicou Frankhouser. Porém, A UAS International Trip Support tem visto um aumento na atividade em outros países Sulamericanos, como Chile, Peru, Colômbia, Venezuela, Uruguai, Equador e Paraguai. Atualmente, os aeroportos mais movimen-tados da América do Sul são o Galeão Internacional no Rio de Janeiro, São Paulo Guarulhos Internacional e Ezeiza em Bue-nos Aires. Também movimenta-dos são Caracas e Bogotá.

Perguntado sobre o aeroporto mais remoto da América do Sul para o qual a UAS já forneceu suporte, Frankhouser respondeu, “Nós ajudamos um Gulfstream a viajar dos EUA ao Aeroporto Inter-nacional de Ushuaia na Argentina. Ushuaia é a cidade e o aeroporto mais ao sul no mundo, na Terra do Fogo próximo ao Cabo Horn. É bastante remoto.”

Aeroportos Difíceis Há desafios ambientais quando

se opera na América do Sul, ele disse, especialmente para regiões remotas como o Ushuaia. A América do Sul também pos-sui alguns dos aeroportos inter-nacionais com maior altitude do mundo, incluindo o Internacional El Doradoem Bogotá (altitude de 8.361 pés), Aeroporto Internacio-nal de Mariscal Sucre (7.910 pés) em Quito, Equador; e Aeroporto Internacional El Alto (13.314 pés)

em La Paz na Bolívia, que é o aero-porto mais alto do mundo. Muitos outros aeroportos têm terrenos significativamente montanhoso nas proximidades.

Exigências de aeroportos variam com frequência de acordo com a região, país e até dentro da mesma cidade. Por exemplo, no aeroporto San Fernando em Buenos Aires, tripulação e pas-sageiros podem esperar os típi-cos procedimentos de alfândega e segurança de voos executivos internacionais. Mas quando via-jar para o Aeroporto Internacio-nal Ezeiza, os passageiros não podem manter a bagagem a bordo enquanto aguardam para embarcar novamente. Todos os itens que não forem relaciona-dos ao voo devem ser retirados da aeronave, escaneados pelos oficiais da alfândega, imigração e quarentena e armazenados fora da aeronave durante toda a estada na Argentina.

A Argentina também exige que todos os passageiros que sejam cidadãos Americanos, Canadenses ou Australianos paguem uma “taxa de reci-procidade” antes da chegada a qualquer aeroporto do país, ele explicou. Porém, eles não podem pagar essa taxa no aeroporto. Operadores que falhem no paga-mento dessa taxa antes do pouso podem acabar com longos atra-sos ou até deportações.

Alguns aeroportos na América do Sul têm controladores de voo que falam apenas espanhol ou português. Tripulações de voo precisam de um agente local que possa ajudá-los a contratar ser-viços e crédito, mas a maioria dos agentes fala apenas espan-hol. Obviamente é uma boa ideia falar com as autoridades locais em suas próprias línguas. Por-tanto, ter supervisores no local e agentes, assim como pes-soal no centro de operações do seu serviço de planejamento de voos que sejam trilíngues (falan-tes de espanhol, português e inglês) é essencial para lidar com as barreiras linguísticas na América do Sul.

A maioria dos países da Sulamericanos precisam de 24 horas para aprovar pedidos de per-missão de sobrevoo e dois a três dias para aprovações de pouso. A Venezuela precisa de cinco dias para aprovações de sobrevoo e requer pagamento adiantado de taxas de navegação. o

lém da sede Americas em Houston (mostrada aqui), A UAS também tem sede no Oriente Médio (Dubai) e na África (África do Sul), escritórios regionais na Nigéria e Quênia e gerentes de desenvolvimento de negócios em várias localizações da Europa, Índia e China.

In addition to its Americas Headquarters in Houston (shown here), UAS also has headquarters in the Middle East (Dubai) and Africa (South Africa), regional offices in Nigeria and Kenya and business development managers in several locations in Europe, India and China.

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303430 Aviation Partners.indd 1 7/16/14 2:36 PM

Pilatus PC-24 rolls out; already a potent sellerby Charles Alcock

Pilatus rolled out the first example of its new PC-24 busi-ness jet on August 1, just over a year after launching the new model in May 2013. The air-craft is expected to make its first flight by year-end en route to European and U.S. certification in early 2017.

Swiss precision character-izes not only the technical devel-opment of the aircraft, but also the sales and marketing strategy. By the end of May’s European Business Aviation Convention & Exhibition in Geneva, the Swiss company temporarily sus-pended new bookings with 84 firm orders logged–accounting for all projected delivery posi-tions between early 2017 and the end of 2019. As the pro-gram progresses, Pilatus exec-utives plan to reopen the order book to fill delivery slots from the start of 2020. All orders are back by binding contracts and nonrefundable deposits.

Pilatus has priced the new model at $8.9 million (in 2017 economic values), billing it as constituting a versatile new cat-egory in the business aviation marketplace. It claims the air-craft combines the flexibility of a turboprop with the cabin size of a midsized jet and the perfor-mance of a light jet. The aircraft’s primary fuselage and wing struc-ture is made from aluminum.

The flat-floor cabin seats six to eight passengers. Range with four passengers is 1,950 nm (NBAA IFR reserves, 100-nm alternate) and high-speed cruise speed is 425 ktas at FL300. The PC-24’s cabin dimensions are superior to those of Cess-na’s midsized Citation XLS+ in most key respects, namely: 67 inches wide versus 66 inches; 23 feet long versus 18.5 feet; 501 cubic feet volume versus 461 cubic feet. Cabin height is seven inches shorter than the XLS+, but this is only because of the Citation’s dropped floor.

The PC-24 can seat up to 10 passengers in commuter config-uration. In an executive format, the cabin features an externally serviced lavatory in either fore or aft positions, with an optional galley available too.

Extra versatility comes from the PC-24’s large cargo door. With dimensions of 4 feet 3 inches high and 4 feet 1 inch wide, it can accommodate

standard-size cargo pallets. Seats can be quickly removed to increase the size of the baggage compartment from 51 cubic feet to 90 cubic feet (large enough to carry a full-sized motorcycle).

Another key factor is its abil-ity to operate from short and unprepared runways (2,690-foot balanced field length at max takeoff weight). Intended for Part 23 certification, the mainly-aluminum PC-24 can be flown by one pilot.

Two Williams International FJ44-4A engines will help the aircraft climb to its maximum altitude of 45,000 feet in under 30 minutes. Maximum takeoff weight is 17,650 pounds and max-imum payload is 2,500 pounds.

Coanda Vectored ThrustKey to the PC-24’s short-field

performance is a unique design feature of its two 3,435-pound-thrust Williams engines. An additional 5 percent power is available via a new automatic thrust reserve feature, according to Williams International. The turbofans also employ Williams’ Exact passive thrust vectoring nozzle technology, which uses the Coanda effect to provide a three-degree “vectored” thrust during high-power operations.

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

The PC-24 avionics suite consists of a Honeywell Primus Apex flight deck, which for this platform is branded as the Pilatus Advanced Cockpit Envi-ronment. The most basic version includes four 12-inch displays, Honeywell SmartView synthetic vision, Tcas II, inertial reference system, Waas LPV approaches and graphical flight planning on the moving map.

The cockpit will also feature the integrated navigation data ser-vice data manager for the Apple iPad. The INDS, developed by Jeppesen and Honeywell, simpli-fies the Honeywell Apex database update process, allowing wireless updates through the iPad. o


Em 1º de agosto, a Pilatus apresentou o primeiro protótipo de seu novo jato PC-24 em sua sede em Stans, na Suíça.

Novo PC-24 da Pilatus já vende bemby Charles Alcock

A Pilatus implementou no dia 1º de agosto o primeiro exemplo do seu novo jato executivo PC-24, apenas um ano após lançar o novo modelo em maio de 2013. A aero-nave deve fazer seu primeiro voo até o final do ano na rota para as certificações europeia e americana no início de 2017.

A precisão suíça caracterizou não apenas o desenvolvimento téc-nico da aeronave, mas também a estratégia de vendas e marketing. Ao final da Convenção e Exibição de Aviação Executiva Europeia em Genebra em maio, a empresa suíça suspendeu temporariamente novas reservas com 84 encomendas regis-tradas–representando todas as entre-gas projetadas para o período entre o início de 2017 e o final de 2019. Enquanto o programa progride, os executivos da Pilatus planejam reabrir o livro de encomendas e encaixar entregas a partir do início de 2020. Todas as encomendas estão de volta por contratos vinculantes e depósitos não reembolsáveis.

A Pilatus colocou o preço do novo modelo em $8.9 milhões de dólares (em valores de 2017), cob-rando por constituir uma nova e versátil categoria no mercado da avi-ação executiva. Ela alega que a aero-nave combina a flexibilidade de um turbo propulsor com o tamanho de cabine de um jato tamanho médio e o desempenho de um jato leve. A fuselagem primária da aeronave e estrutura da asa é feita de alumínio.

A cabine de piso plano tem capacidade para seis a oito pas-sageiros. O alcance com quatro passageiros é 1.950 nm (reser-vas NBAA IFR, 100-nm alternativa) e velocidade alta de cruzeiro de 425ktas a FL300. As dimensões da

cabine do PC-24 são superiores às do Citation XLS+, tamanho médio da Cessna na maior parte dos prin-cipais aspectos, conforme seguem: 170 cm de largura contra 167; 7 m de comprimento contra 5,6; 152 metros cúbicos de volume contra 140. A altura da cabine é quase 18 cm mais baixa que a do XLS+, mas isso é por conta do piso rebaixado do Citation.

Opcional Cozinha DisponívelO PC-24 pode acomodar até

10 passageiros na configuração de transporte. No formato exec-utivo, a cabine inclui um lavatório de manutenção externa na posição dianteira ou traseira, com uma coz-inha opcional também disponível.

A versatilidade extra vem da ampla porta de carga do PC-24. Com dimensões de 1,28m de altura e 1,23m largura, pode acomo-dar páletes de carga de tamanho padrão. Os assentos podem ser rap-idamente removidos para aumentar o tamanho do compartimento de bagagem de 15,5 metros cúbicos para quase 27,5 (grande o suficiente para carregar uma motocicleta).

Outro fator chave é sua habili-dade para operar em pistas curtas e despreparadas (820m compri-mento em campo equilibrado com peso máximo na decolagem). Des-tinada à certificação Parte 23, o PC-24, que é em sua maior parte de alumínio, pode ser pilotado por um piloto apenas.

Dois motores Williams Interna-tional FJ44-4A irão ajudar a aero-nave a chegar à sua altitude máxima de 45.000 pés em menos de 30 minutos. O peso máximo na decola-gem é de pouco mais de 8 toneladas e a carga útil máxima é de 1.133kg.

A chave para o desempenho em pistas curtas do PC-24 é um ele-mento de design único dos seus dois motores Williams de 3.435 libras de impulso. Cinco por cento de potên-cia adicional está disponível por meio de um novo elemento de reserva de impulso, de acordo com a Williams International. Os motores turbofan também empregam a tecnologia William’s Exact de bicos de vetor-ização de impulso passivo, que usa o efeito Coanda para fornecer um impulso “vetorizado” de três graus durante operações de alta potência.

Uma entrada para anti-gelo e supressor de ruído é fornecida pela Williams, assim como um pré-refrig-erador integral “para condicionar o ar de purga do motor e reduzir per-das de atrito.” O PC-24 não neces-sita de APU porque o FJ44s usa o modo de potência silenciosa da Williams para fornecer potência no solo de maneira eficiente com pouco ruído. O motor possui TBO de 5.000 horas e intervalo de hot-section de 2.500 horas.

O conjunto de aviônica do PC-24 consiste num deck de voo Honeywell Primus Apex, que para esta plataforma vem com a marca Pilatus Advanced Cockpit Environ-ment. A versão mais básica inclui quatro mostradores de 12 polega-das, visão sintética da Honeywell SmartView, Tcas II, sistema refer-encial por inércia, aproximação e planejamento de voo gráfico em mapa móvel da Waas LPV.

A cabine de comando também vai incluir o gerenciador de dados, serviço de dados e navegação inte-grados para o iPad da Apple. O INDS, desenvolvido pela Jeppesen e Honeywell, simplifica o processo de atualização de banco de dados da Honeywell Apex, permitindo atu-alizações wireless através do iPad. Um dispositivo de painel conectado da Aspen Avionics CG100P é parte do sistema INDS, e este é a primeira utilização do equipamento numa aeronave executiva. o

On August 1, Pilatus introduced the first prototype of its new PC-24 jet at its Stans, Switzerland, headquarters.

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New MedAire iPhone/iPad app alerts operators to travel risksby Charles Alcock


Operadores de aeronaves executivas poderão receber informações sobre uma variedade de riscos de viagem em seus iPhones e iPads através de um novo apli-cativo sendo lançado aqui na LABACE pela MedAire (Expositor 3012). O apli-cativo MedAire Trip Ready permite aos usuários pesquisar locações por códigos ICAO de aeroporto para encontrar infor-mação atualizada sobre fatores como riscos à saúde ou à segurança, ou até uma série de dados úteis sobre assuntos como hotéis e restaurantes.

O aplicativo também inclui uma cal-culadora de conversão para moeda, temperatura e outras medidas, assim como tabelas para notas pessoais e dados de clima (incluindo ventos, tem-peratura e visibilidade). Os usuários podem criar seus próprios painéis com o aplicativo para destacar informações específicas e NOTAMs para cada des-tino de seu itinerário.

O acesso ao aplicativo básico é gra-tuito no www.medaire.com/tripready. Porém, usuários membros do MedAire podem ter acesso a elementos especiais,

como notificações sobre eventos espe-cíficos que possam impactar seu itin-erário ou representam ameaça (por exemplo, desastres naturais, epidemias de doenças e violência política). Isto vai incluir recomendações tão especí-ficas quanto como atenuar ou evitar os riscos. O aplicativo completo tam-bém permite aos usuários de iPhone ligar diretamente para o centro global de resposta MedLink da MedAire para suporte adicional e orientação.

Assinantes do serviço de suporte ao risco de viagem e médico da MedAire também têm acesso aos Informativos de Segurança de Viagem da Aviação da empresa via serviço Trip Ready. Em res-posta à crescente demanda por seus serviços na América Latina, a MedAire estabeleceu um time com base em São Paulo. O pessoal de suporte médico da MedLink inclui falantes nativos do por-tuguês e do espanhol.

Med Aire serviços são prestados como itens padrão todas novas Gulfstream, Bombardier, Boeing Business Jets e Beechcraft aeronaves. o

Novo MedAire app traz viagens risco orientação para operadorpor Charles Alcock

O novo aplicativo da MedAire para iPhones e iPads dá aos usuários acesso direto a informação que pode ajudá-los a gerenciar risco em suas viagens.

MedAire’s new app for iPhones and iPads gives users direct access to information that can help them to manage risk on their trips.

Business aircraft operators will be able to get information about a vari-ety of travel risks on their iPhones and iPads through a new app being launched here at the LABACE show by MedAire (Booth 3012). The MedAire Trip Ready app allows users to search locations by ICAO airport codes to find updated information on factors such as health and safety risks, as well as an array of useful data on topics such as hotels and restaurants.

The app also features a conver-sion calculator for currency, tem-peratures and other measures, as well as tabs for personal notes and weather data (including winds, tem-peratures and visibility). Users can create their own dashboards with the app to highlight specific infor-mation and Notams for each desti-nation on their itinerary.

Access to the basic app is free at www.medaire.com/tripready. How-ever, users with a MedAire Member-ship can get access to special features, such as notifications about specific

events that might impact their itin-erary or pose a threat (for example, natural disasters, outbreaks of dis-ease and political violence). This will include specific advice as to how to mitigate or avoid these risks. The enhanced app also allows iPhone users to directly call MedAire’s MedLink global response center for additional support and guidance.

Subscribers to MedAire’s med-ical and trip risk support services also have access to the U.S.-based company’s Aviation Travel Secu-rity Briefs via Trip Ready service. In response to growing demand for its services in Latin America, MedAire established a team based in São Paulo. The company’s MedLink medical support staff includes native Portuguese and Spanish speakers.

MedAire, which is part of the International SOS group, provides its services as standard items for all newly delivered aircraft built by Gulfstream, Bombardier, Boeing Business Jets and Beechcraft. o

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Completion & Refurbishment CentersGlobal deliveries of turbine

business airplanes increased 7.2 percent in this year’s first quarter over the first quar-ter of 2013, according to the General Aviation Manufactur-ers Association. The jump in deliveries will most likely mean a boost to business at centers that perform aircraft comple-tions and refurbishments and companies that provide inte-rior components.

With customers wanting more and more luxury, com-fort, technology, dedicated work space and amenities, com-pletion centers are customizing interiors with components that only a few years ago would have seemed unimaginable. Recent projects have included a casino, complete with wet bar and gam-ing tables; a simulated fireplace in a Boeing 787; and a carbon fiber interior in a Challenger 850

with ebony hardwood veneer accents, white leather uphol-stered seats and divans in eye-catching, contrasting fabrics.

Whether you’re looking for your own airborne fireplace or just a comfortable place to fire up your laptop, the completion and refurbishment facilities listed here can deliver. –Jane Campbell

Centros de Finalização e RenovaçãoAs entregas de aeronaves exec-

utivas de turbina aumentaram 7.2 por cento no primeiro trimes-tre deste ano em comparação ao mesmo período de 2014, de acordo com a Associação dos fabricantes para a Aviação Geral dos EUA. O salto nas entregas provavelmente significa um impulso aos negócios a centros de finalização e renovação e a empresas que fornecem compo-nentes de interiores.

Com clientes pedindo mais

e mais luxo, conforto, tecnolo-gia e comodidades dedicadas aos espaço de trabalho–centros de finalização estão personalizando interiores com componentes que apenas alguns anos atrás parece-riam inimagináveis. Projetos recen-tes incluíram um cassino, completo com bar molhado e mesas de jogos; uma lareira simulada num Boeing 787 e um interior de fibra de carbono num Challenger 850 com amadeiramento folheado em

ébano, assentos estofados com couro branco e divãs em tecidos atraentes e contrastantes.

Quer você esteja procurando sua própria lareira à bordo ou apenas um local confortável para conectar seu notebook, os estabe-lecimentos de finalização e renova-ção listados aqui certamente podem entregar. –Jane Campbell

328 Support ServicesCompletion and refurbishmentWessling, Germany +49 8153 88111-2700328support.eu

ACH Aircraft InteriorsCompletion and refurbishmentPoitiers, France+33 549 0049 40ach-aeronefs.com

Aeria Luxury InteriorsCompletion and refurbishmentSan Antonio, Texas(210) [email protected]

Aero AirRefurbishmentHillsboro, Oregon(503) [email protected]

Aero ComfortRefurbishmentSan Antonio, Texas(210) [email protected]

Aero-Dienst GmbhRefurbishmentNuremberg, Germany+49 911 9356 [email protected]

Aero-Nasch AviationRefurbishmentVan Nuys, California(818) [email protected]

Aero SkyRefurbishmentSan Antonio, Texas(210) [email protected]

Aerosmith Aviation, Inc.RefurbishmentLongview, Texas(903) [email protected]

AerostylRefurbishmentMoscow, Russia+49 5 556 [email protected]

Airbus Corporate Jet CentreAirbus ACJ aircraft line completionToulouse, France+33 5 6719 [email protected]

Air Methods Products Division(helicopter EMS)Completion and refurbishmentEnglewood, Colorado(303) 792-7400airmethods.com

AirSat OneCabin communications Chesterfield, Missouri (302) [email protected]

Akridge Aircraft InteriorsRefurbishmentDallas, Texas (214) [email protected]

Alpha Omega Jet ServicesRefurbishmentSulphur Springs, Texas(903) [email protected]

Altitude Aerospace InteriorsCompletion and refurbishmentAuckland, New Zealand+64 9 256 [email protected]

Amac AerospaceCompletion and refurbishmentBasel, Switzerland+41 58 310 [email protected]

American Aircraft InteriorsRefurbishmentCarlsbad, California (800) 550-9276americanaircraftinteriors.comservice@americanaircraftinteriors.com

ART Maintenance RefurbishmentBlytheville, Arkansas(870) [email protected]

Atlantic AeroRefurbishmentGreensboro, North Carolina (336) [email protected]

Aviation EtceteraRefurbishmentDorval, Quebec, Canada(514) [email protected]

Aviation Interior ServicesRefurbishmentSearcy, Arkansas (501) [email protected][email protected]

AvmatsRefurbishmentChesterfield, Missouri (636) [email protected]

Avmax Group (Canada)RefurbishmentCalgary, Alberta, Canada (403) [email protected]

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Avocet Aviation ServicesRefurbishmentSanford, Florida (407) [email protected]

BaySys TechnologiesCompletion and refurbishmentMelfa, Virginia (757) [email protected]

Bizjet(a Lufthansa Technik company)RefurbishmentTulsa, Oklahoma (918) [email protected]

Bombardier Aerospace (aircraft manufacturer)Bombardier aircraft refurbishmentDallas, Texas(469) 791-4000

Completion of Bombardier aircraftMontreal, Quebec, Canada(514) 855-5000

Completion of Learjet aircraftWichita, Kansas(316) 946-2000aerospace.bombardier.com

Buchanan Aviation ServicesRefurbishmentConcord, California (925) [email protected]

Burnet InteriorsRefurbishmentGeneva, Switzerland+41 22 717 [email protected]

Capital AviationRefurbishmentBethany, Oklahoma (405) [email protected]

Cascade AerospaceCompletion and refurbishmentAbbotsford, British Columbia, Canada(604) [email protected]

Cimarron AircraftRefurbishmentEl Reno, Oklahoma (405) [email protected]

Classic Interior CompletionsRefurbishmentWilloughby, Ohio (440) [email protected]

Comlux Completion AmericaCompletion and refurbishment center, airliner executive/VIP conversionIndianapolis, Indiana (317) 472-7370 [email protected]

Dassault Aircraft Services Refurbishment of Falcon aircraftNew Castle, Delaware (302) 322-7006falconjet.com

Dassault Falcon JetCompletion of green Falcon JetsLittle Rock, Arkansas (501) 372-5254falconjet.com

Dassault Falcon Jet(aircraft manufacturer)Falcon Jet refurbishmentLe Bourget, France+33 1 4934 2026dassault-falcon.com/dfs/[email protected]

Delta Interior DesignCompletion and refurbishmentSirone, Italy +39 031 357 4960 [email protected]

Duncan AviationCompletion and refurbishmentBattle Creek, Michigan (269) 969-8400Lincoln, Nebraska(402) 475-2611duncanaviation.aero

EAD Interior DesignCompletion and refurbishment, design Saint-Lys, France+33 562 130 [email protected]

Eagle AviationRefurbishmentWest Columbia, South Carolina (803) [email protected]

Eagle-Creek AviationRefurbishmentIndianapolis, Indiana (800) [email protected]

EH Aviation AdvisorsCabin Design and EngineeringBasel, Switzerland+ 41 61 535 [email protected]

Elisen TechnologiesRefurbishmentMontreal, Quebec, Canada(514) 636-5454elisen.com

Elliott AviationRefurbishmentMoline, Illinois(309) [email protected]

EmbraerSão Jose dos Campos, Brazil+55 12 3927 [email protected]

Legacy 600/650, Lineage 1000 completionSão Paulo, Brazil+55 16 3338 9000

Phenom 100 and 300 completionMelbourne, Florida (954) 359-3487embraer.com

Executive Air RefurbishmentBismarck, North Dakota (701) [email protected]

Farnborough Aircraft InteriorsRefurbishmentFarnborough, United Kingdom+44 1 252 [email protected]

Field AviationRefurbishmentMississauga, Ontario, Canada(905) [email protected]

Flying ColoursCompletion and refurbishmentPeterborough, Ontario, Canada(705) [email protected]

Fokker ServicesRefurbishmentHoofddorp, Netherlands+31 622-571-973fokkerservices.com

GAL Mena AerospaceRefurbishmentMuharaq, Kingdom of Bahrain+973 17 336 [email protected]

GAMA EngineeringCompletion and refurbishmentSurrey, United Kingdom+44 1276 857 888gamaengineering.co.uk

GDC TechnicsCompletion and refurbishment, focus on airliner executive/VIP conversionSan Antonio, Texas (210) 496-5614gdctechnics.com

Giotto AirHelicopter and fixed-wing refurbishmentSan Jose, California (408) [email protected]

Global Aircraft InteriorsRefurbishmentRonkonkoma, New York (631) [email protected]

Greenpoint TechnologiesCompletion & refurbishment, focus on airliner executive/VIP conversionKirkland, Washington (425) [email protected]

Gulfstream Service CentersCompletion and refurbishmentAppleton, Wisconsin (920) 735-7000Brunswick, Georgia (912) 267-6300Dallas, Texas (214) 902-7500,Long Beach, California (562) 420-1818Savannah, Georgia (912) 965-3000gulfstream.com

Hangar RCompletion and refurbishmentGrand Prairie, Texas (469) [email protected]

Helicopter SpecialtiesHelicopter completion and refurbishmentJanesville, Wisconsin (608) [email protected]

Heli-One USAHelicopter completion and refurbishmentDelta, British Columbia, Canada(604) [email protected]

HelispecHelicopter completion and refurbishmentBrantley, Alabama (334) [email protected]

Heritage Aviation ServicesHelicopter completion and refurbishmentGrand Prairie, Texas(972) 988-8000heritageaviationltd.com

Hillaero Modification CenterCompletion and refurbishmentLincoln, Nebraska (402) [email protected]

Iacobucci HF AerospaceSeats, interior componentsFerantino, Italy +39 0775 [email protected]

Innotech AviationCompletion and refurbishment, aligned with Bombardier AerospaceMontreal, Quebec, Canada(514) [email protected]

Interior Development GroupRefurbishmentChamblee, Georgia (770) [email protected]

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Jim Miller Aircraft PaintingExterior paintUvalde, Texas (830) [email protected]

KD Aviation/ReesePaint shopRobbinsville, New Jersey (609) 259-4200kdaviation.com [email protected]

King AerospaceRefurbishmentAddison, Texas (972) 248-4886kingaerospace.com

Kvand Aircraft Interiors Completion and refurbishmentMinsk, Belarus +375 17 222 5656Moscow, Russia +7 495 737 9365 [email protected]

L-3 Platform IntegrationCompletion and refurbishment, twin-aisle airliner conversionWaco, Texas (254) [email protected]

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LifePort Inc.Helicopter completion and refurbishmentWoodland, Washington (360) [email protected]

Lotus Aviation GroupRefurbishmentFort Lauderdale, Florida(954) [email protected]

Lufthansa Bombardier Aviation ServicesCompletion, refurbishment and MROBerlin, Germany+49 30 8875 4600lbas.de

Lufthansa TechnikCompletion and refurbishment and MRO; focus on airliner executive/VIP conversionHamburg, Germany+49 405 070 5553lufthansa-technik.com

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Metrica AviationAn Aero-Dienst partner, Refurbishment Espelkamp, Germany +49 5772 596 268 metrica-aviation.de

Metro AviationHelicopter completion/refurbishment Shreveport, Louisiana(318) [email protected]

New United GoderichRefurbishmentHuron Park, Ontario, Canada(519) [email protected]

OHS Aircraft ServiceRefurbishmentSchoenfeld, Germany+49 30 88 75 [email protected]

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PrivateSky Aviation ServicesRefurbishmentFort Myers, Florida (239) [email protected]

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Ranger AviationRefurbishmentSan Angelo, Texas (800) 326-5758rangeraviation.com [email protected]

RASRefurbishmentKent, United Kingdom+44 1959 576 [email protected]

Richmor Jet CenterRefurbishmentNew Windsor, New York (518) 828-9461richmor.com

Robinson Aircraft InteriorsRefurbishmentCoppell, Texas(469) 635-5050robinsonair.com

Rose Aircraft ServiceRefurbishmentMena, Arkansas(479) 392-2551roseaircraft.com

Rotorcraft Services GroupHelicopter refurbishmentFort Worth, Texas (817) [email protected]

RUAG AviationCompletion and refurbishmentBerne, Switzerland +41 31 376 [email protected]

Sabena TechnicsIndependent completions and refurbishmentParis, France +31 1 5654 [email protected]

SabrelinerRefurbishmentPerryville, Missouri (573) [email protected]

Sikorsky Helicopter completion and refurbishmentStratford, Connecticut(800) [email protected]

Southstar Aircraft InteriorsRefurbishmentUvalde, Texas(830) [email protected]

SR TechnicsIndependent completion and refurbishmentZurich, Switzerland +41 58 688 [email protected]

ST AerospaceCompletion and refurbishmentPaya Lebar, Singapore +65 6287 [email protected]

Stambaugh AviationCompletion and refurbishment, single- and twin-aisle conversionsBrunswick, Georgia (912) [email protected]

Standard AeroRefurbishmentTempe, Arizona (480) [email protected]

Standard Aero, Associated Air CenterCompletion, refurbishmentDallas, Texas (214) [email protected]

StarPortUSARefurbishmentSanford, Florida (407) [email protected]

Starling Aerospace InteriorsCompletion and refurbishmentColinbrook, United Kingdom+44 1753 [email protected]

Stevens AviationRefurbishmentGreenville, South Carolina(800) 359-7838 Dayton, Ohio (937) 454-3400Denver, Colorado (800) 824-1938Nashville, Tennessee (615) 365-2121 [email protected]

SureFlightRefurbishmentCoatesville, Pennsylvania (484) [email protected]

Textron AviationCompletion and refurbishment of all Beechcraft and Hawker aircraftAtlanta, Georgia (404) 699-9200 Houston, Texas (713) 567-5000

Indianapolis, Indiana (317) 241-2893Monterrey, Mexico +52 81-8851-7000Tampa, Florida (813) 878-4500 Toluca, Mexico +52 722 279 1685 Wichita, Kansas (316) 676-4500 Wilmington, Delaware (302) 561-6900 beechcraft.com

Cessna Citation Service CentersGreensboro, North Carolina(877) 859-4476Milwaukee, Wisconsin(877) 851-5653 Mesa, Arizona (877) 855-4292Newburgh, New York (877) 851-4793 Orlando, Florida (877) 851-4626Sacramento, California (877) 851-4763San Antonio, Texas (877) 821-4728Wichita, Kansas (877) 857-4428cessna.com

Taikoo (Taeco) Aircraft EngineeringIndependent completion and refurbishmentXiamen, People’s Republic of China+86 592 573 [email protected]

Talco AviationRefurbishmentSan Antonio, Texas (210) 319-4371talcoaviation.com

Trimec AviationRefurbishmentFort Worth, Texas (817) [email protected]

Western AircraftRefurbishmentBoise, Idaho(800) [email protected]

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Twin Otter is ready for anything in Latin Americaby Charles Alcock & Matt Thurber

Viking Air (Outdoor Exhibit 5122) is seeing growing demand in Latin America for its Series 400 Twin Otter utility aircraft. This has spurred the Canadian com-pany to make plans to expand its sales network in the region and an announcement on this subject is expected fairly soon.

To date, Viking has sold 17 aircraft to customers in Latin America, with the majority of these (12) going to Peru. The versatile twin turboprop is also being used in Chile and another aircraft will soon be delivered to a customer in Panama.

Seven of the Twin Otters delivered to Peru are being used by the country’s air force to provide scheduled government flights to remote communities in the Amazon region as well as to provide support for infrastruc-ture projects. In both Peru and Chile, aircraft are being used to support natural resource extrac-tion and mining operations. The aircraft heading for Panama will feature a corporate-shut-tle cabin configuration. In other parts of the world, such as the Seychelles islands and Malaysia, Twin Otters are being deployed for airline services.

“Market acceptance for the aircraft has been overwhelm-ingly positive,” said Viking direc-tor of sales Richard Libby, “with worldwide demand bolstering

Viking’s production backlog, now stretching into 2016.”

Viking’s modernized Twin Otter is well suited to operating in areas with limited infrastruc-ture and is available with con-ventional landing gear, floats or skis. The aircraft has long performed reliably in environ-ments as varied as jungles, the Arctic, mountains and deserts. It is powered by a pair of Pratt & Whitney Canada PT6A-34 engines driving Hartzell three-bladed propellers.

To help train the grow-ing cadre of Twin Otter pilots, Pacific Sky Aviation and Viking Air contracted with Textron’s newly formed TRU Simulation + Training to build a level-D full-flight simulator for the Twin Otter. The simulator will be the first to feature a seaplane con-figuration, according to Pacific Sky, and will be available for pilot training in 2016.

The simulator will be housed at Pacific Sky’s new training facility, being built next to the Viking Air headquarters in Vic-toria, British Columbia. TRU Simulation is a combination of two simulator companies pur-chased by Textron–Mechtronix (which is building the Twin Otter simulator) and Opinicus–and includes part of Textron’s AAI Logistics & Technical Services.

Simulator features of the Twin Otter simulator will include the ability to practice takeoffs, landings and docking operations in various sea states and water conditions. To make water operations more realis-tic, the visual system will incor-porate additional projection devices so pilots can view water conditions prior to landing and also look rearward from the cockpit during docking.

“This simulator will break new ground in the industry as it will extend this advanced tech-nology into a seaplane train-ing application, something that has never been done before,” according to Pacific Sky CEO Michael Coughlin. o


Twin Otter pronta para tudo na América Latinapor Charles Alcock e Matt Thurber

A Viking Air (Expositor Externo 5122) está vendo crescimento na demanda para sua série de aero-naves utilitárias 400 Twin Otter. Isto estimulou a empresa canadense a fazer planos para expandir sua rede de vendas na região e um anúncio a esse respeito é esperado para breve.

Até hoje, a Viking vendeu 17 aeronaves a clientes na América Latina, a maioria destes (12) para o Peru. O versátil turbo-propulsor bimotor também está sendo uti-lizado no Chile e outra aeronave será entregue em breve a um cli-ente no Panamá.

Sete das Twin Otters entreg-ues no Peru estão sendo utiliza-das pela força aérea do país para prover voos governamentais agen-dados a comunidades remotas na região amazônica assim como para dar suporte a projetos de infraestru-tura. Tanto no Peru quanto no Chile, aeronaves estão sendo utilizadas na extração de recursos naturais e ope-rações de mineração. A aeronave que está sendo encaminhada ao Panamá irá incluir uma configuração de cabine corporativa-transporte.

Em outras partes do mundo, como nas ilhas Seychelles e na Malásia, Twin Otters estão sendo emprega-dos para serviços de linhas aéreas.

“A aceitação da aeronave no mercado foi bastante positiva,” disse o diretor de vendas da Viking Richard Libby, “com a demanda no mundo todo reforçando o acúmulo de produção da Viking, que agora já vai até 2016.”

A Twin Otter modernizada da Viking é adequada para operar em áreas com infraestrutura limitada e está disponível com trem de pouso convencional, flutuantes ou skis. A aeronave tem longa e comprovada confiabilidade em ambientes vari-ados como selvas, o ártico, mon-tanhas e desertos. É alimentado por um par de motores Pratt & Whitney Canada PT6A-34 driving Hartzell com propulsores de três lâminas.

Para ajudar a treinar o crescente grupo de pilotos de Twin Otter, a Pacific Sky Aviation e a Viking Air fizeram uma parceria com a recém formada TRU Simulation + Training da Textron para construir um sim-ulador nível D voo completo para

o Twin Otter. O simulador será o primeiro a incluir configuração de hidroavião, de acordo com a Pacific Sky, e estará disponível para trein-amento de pilotos em 2016.

O simulador ficará alojado na nova estrutura de treinamento da Pacific Sky, que está sendo con-struída próxima à seda da Viking Air em Victoria, British Columbia. TRU Simulation é uma combinação de duas empresas de simuladores adquiridas pela Textron–Mechtro-nix (que está construindo o simula-dor Twin Otter) e Opinicus–e inclui parte da AAI Logistics & Technical Services da Textron.

O simulador Twin Otters deverá incluir a habilidade para praticar decolagens, aterrissagens e ope-rações de atracagem em várias condições no mar e na água. Para fazer as operações na água mais realistas, o sistema visual vai incor-porar dispositivos projetores adi-cionais para que os pilotos possam visualizar as condições da água antes do pouso e também olhar para trás da cabine de comando durante a atracagem.

“Este simulador irá abrir novos caminhos na indústria já que vai estender esta tecnologia para o treinamento em hidroaviões, algo que nunca foi feito antes,” de acordo com o CEO da Pacific Sky Michael Coughlin. o

Twin Otter By Numbers

Max takeoff weight 12,500 pounds (5,670 kg)

Passengers up to 20

Max range with standard tanks 775 nm (1,435 km)

Max range with additional tank 980 nm (1,815 km)

Takeoff and landing distance 1,200 feet (366 m)

Max cruise speeds 170 kt (315 km) sea level; 182 kt (337 km)

Wing span 65 ft (19.8 m)

Length 51 ft 9 in (15.7 m)

Tail height 19 ft 6 in (5.94 m)

Cabin

height: 4 ft 11 in (1.50 m)

length: 18 ft 5 in (5.61 m)

volume: 384 cu ft (10.87 cu m)

Twin Otter Em Números

Máximo peso na decolagem 5.670 kg (12.500 libras)

Passageiros até 20

Máximo alcance com tanque padrão 1.435 km (775 nm)

Máximo alcance com tanque adicional 1.815 km (980 nm)

Distância de decolagem e aterrissagem 366 m (1.200 pés)

Máxima velocidade de cruzeiro 315 km (170 kt) ao nível do mar; 337 km (182 kt)

Envergadura das asas 19,8 m (65 ft)

Comprimento 15,7 m (51 ft 9 in)

Altura da cauda 5,94 m (19 ft 6 in)

Cabine

altura: 1,50 m (4 ft 11 in)

comprimento: 5,61 m (18 ft 5 in)

volume: 10,87 m³ (384 cu ft)

A Twin Otter da Viking é uma versátil aeronave utilitária adequada a operações em quase todas as partes da América Latina.

Viking’s Twin Otter is a versatile utility aircraft well-suited to operations in almost any part of Latin America.

Local distributor shows its Kodiak demonstratorby David Donald

Quest Aircraft do Brasil has brought its company-owned Kodiak demonstrator turboprop single to LABACE to show off the versatility of the multi-func-tion design. The company was established last December to be the exclusive distributor for the Kodiak in Brazil, and is in an advanced state of negotiation for the sales of three aircraft. It sees the region as an ideal market for the single turboprop.

With its rugged construction, large cargo door, spacious inte-rior and luggage panniers, plus its low stall speed and ability to use fields of around 1,000 feet in length, the Kodiak is applicable to many missions throughout South America. These include commer-cial operations in remote areas, parachuting, cargo transport and mining/agricultural support.

Here in Brazil, one role of particular importance is

transporting passengers up to 400 nautical miles between cities and outlying areas, including to and from vacation homes. Quest offers different passenger trim levels, with an executive four-seat club arrangement (with table) as an alternative to the standard 10-seat arrangement.

An important option is the amphibian configuration using Aerocet carbon-fiber floats, which have recently been certified. One of the three pending sales con-cerns an amphibian Kodiak. Other options include weather radar, an important consideration for Brazilian operations, and vari-ous communications fits.

In baseline configuration the Kodiak costs $1.97 million, while the float option adds around $275,000 to the price. Quest Air-craft do Brasil claims that the Kodiak is cheaper to buy and operate than its main rival, the Cessna Caravan, and benefits from a more modern design and better performance. The com-pany has already established one workshop in Brazil to support the Kodiak fleet, and is negoti-ating to add two more to expand the network. o


news clipsz Brazilian Garmin Users To Get Iridium Satcom

Starting September 1, owners and operators of Brazil-based aircraft equipped with suitable Garmin avionics will be able to get streamlined access to Iridium satellite communications services using Garmin Connext. Satcom Direct (Booth 3005) said that through its Brazilian subsidiary, São Paulo-based Satcom Direct Comunicações, it will be able to add the capability to customers’ existing services. “New features from Satcom Direct will allow operators to enhance the functionality their Garmin Connext-enabled avionics,” said Satcom Direct founder and president Jim Jensen. The new features include Global One Number, which allows callers on the ground to reach any handset on an aircraft in-flight by dialing a local Brazilian telephone number, no matter where the aircraft is located; and SD Flight Tracker, a global flight tracking solution using position reports from the Garmin Iridium system to display real-time aircraft location with Satcom Direct’s mapping technology.

z Nextant Boosts Sales And Support NetworkNextant Aerospace, producer of the remanufactured 400XTi

(based on the Hawker 400A/XP) and G90XT (based on the Beechcraft King Air C90), announced today that Aerie Aviação will be its exclusive sales agent for Brazil. The company will work alongside Nextant’s existing Central and South American representative, GFM Aviation. The region offers considerable opportunities for Nextant, as it already has a large population of ageing Hawker 400s and King Air C90s. To support the Nextant fleet, the company has named Japi Aeronaves as the 12th of its growing network of service centers. Based here in São Paulo, Japi Aeronaves will be the first Nextant service center in South America.

z Brazil’s Helipark To Support Kamov Ka-32 Russian Helicopters (Booth 4030), exhibiting at LABACE for

the first time, has granted certification to the Helipark Taxi Aéreo e Manutenção Aeronáutica service center to provide maintenance for the Kamov Ka-32A11BC co-axial-rotor helicopter in Brazil. Since 2012 Helipark has been an operator of the Ka-32, and will be now be capable of supporting its own fleet, in addition to those of other operators. The helicopter is of particular use in undertaking industrial cargo operations in the Amazon basin, using its cargo hook for carrying large underslung loads.

z BLR Aerospace Finds Success In South AmericaThe South American market has been a very successful one

for winglet specialist BLR Aerospace. According to the U.S. company, 20 percent of the Beechcraft King Air fleet flying in the region is now equipped with the company’s performance-enhancing winglet systems, including 57 King Air 90s, 49 King Air 200s and eight King Air 300s. BLR (Booth 2010) said that the winglets give the King Airs significantly better fuel economy. Depending on the flight profile, which can range from 5 to 15 percent in climb and 2 to 4 percent in cruise for an overall savings of 3 to 5 percent. Other benefits include increased climb rate, improved stability, and safer low-speed short-field handling qualities, especially during takeoffs and landings. In addition to the performance benefits, the winglets can also help increase the resale value of the aircraft. According to the industry price guide, the Aircraft Blue Book, the winglets deliver a 100 percent return on investment.

z Rockwell Collins SMS Gets Bermuda OKRockwell Collins announced at the LABACE show that the

Vector SMS available to its Arinc Direct customers has been approved by Bermuda’s Department of Civil Aviation to meet its requirement for safety management systems. The Vector program integrates with the Arinc Direct flight operation system, enabling users to identify risks and hazards, which can then be addressed through guidance or advisories. “Safety management systems are becoming a standard throughout the aviation industry worldwide,” said Bob Richard, staff vice president, Arinc Direct for Rockwell Collins (Booth 4002). “Our fully integrated Vector SMS program helps business aviation customers comply with not only Bermuda’s new mandates, also other countries’ as these standards become adopted globally and help drive improvements in aviation safety everywhere.”

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Quest Aircraft expects its Kodiak turboprop single will perform well in a number of roles in Latin America, including meeting transportation needs for vacationing city-dwellers.

culmination of a six-year devel-opment program for the Leg-acy 500. Certification will allow delivery of the first aircraft next month. The first machine (s/n 005) is for an undisclosed Brazil-ian industrial customer, who will use the aircraft to link the compa-ny’s facilities around the country.

“We are very pleased to con-firm that all Legacy 500 design goals have been achieved or sur-passed. The airplane is better than we predicted,” Embraer Executive Jets president and CEO Marco Túlio Pellegrini told a press confer-ence here in São Paulo yesterday. “This aircraft is a game-changer. With greater range and better

field performance than originally planned, the Legacy 500 sets a new standard for the midsize class. It’s going to be a very flexible air-craft that will open up new mar-kets for us.”

Examples of those better-than-expected certified figures in-clude a high-speed cruise of 466 knots (design goal of 460 knots), a takeoff distance of 4,084 feet (4,600-foot goal), landing distance of 2,122 feet (vs 2,400 feet) and a range of 3,125 nm (3,000 nm).

Since the aircraft’s first flight on November 27, 2012, the four-aircraft development fleet has flown more than 1,800 flight hours in the test and certifica-tion process. Laboratory tests with rigs for avionics, electri-cal, hydraulic and environmental systems accounted for another 20,000 hours.

To complete certification, Embraer installed a complete interior in the fourth development Legacy 500, which is being shown to the public for the first time at the LABACE show. The aircraft will be retained by the company as a demonstrator, and also used to speed the maturity program, performing around 600 takeoff/landing cycles in a short period. With the certification milestone achieved, Embraer is moving into the production phase. Up to six are to be completed before the end of this year, including two more aircraft to be used as com-pany demonstrators. Production will ramp up next year.

The fly-by-wire Legacy 500 features the Rockwell Collins Pro Line Fusion avionics suite. The aircraft is powered by a pair of Honeywell HTF7500E engines, and the same company also pro-vides its auxiliary power unit, Ovation Select cabin management system, cabin pressure control sys-tem and air conditioning system.

Meanwhile, Embraer is also well advanced in the testing of the Legacy 450 mid-light business jet, which first flew on December 28 last year. Certification of the 450 is due for the middle of next year, with 600 flight hours scheduled to complete all tests. As it uses more than 90 percent of the systems of the larger Legacy 500, including the fly-by-wire flight controls, the 450 does not require as extensive a certification test program. o

Legacy 500 approveduContinued from page 1

With Brazilian approval freshly in hand, Embraer plans to make the first delivery of its “game changing” Legacy 500 sometime next month.

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Phenom leads Embraer’s sales charge by David Donald

Despite some stutters in the global market, especially in the BRIC region that includes Brazil, Embraer Executive Jets continues to post good sales. By the end of June, the com-bined fleet had climbed to 788 aircraft operating in more than 50 countries. Sales for the first half of this year totaled 49. And, at a press confer-ence in São Paulo on Monday, Embraer reported that market share in the business jet sector is also climbing again, reaching 17.6 percent in 2013, a figure that is almost back to the com-pany’s 2010 high.

Leading the way in terms of numbers is the Phenom 300 light jet, which Embraer claims hit the number one spot as the most delivered business jet worldwide in 2013, and has maintained that position in the first half of this year. In its own light jet sector, the Phenom 300 took 47 percent of the market in 2013, and has increased that to a 56 percent market share in the first six months of 2014 leaving its nearest competitor (CitationJet CJ4) with 23 percent, according to Embraer’s figures.

Embraer is under no illu-sion regarding the U.S. market remaining the most important for the future, and the one that drives the speed of recovery for business aviation. The Brazil-ian manufacturer forecasts a worldwide market of 9,235 new business jets worth $265 bil-lion over the decade from 2015-2024, and the U.S. accounts for around half of that figure, with Europe, Middle East and Africa accounting for 26 percent.

Here in Latin America, Embraer forecasts sales of 850 new aircraft worth $16 billion,

and the great majority will be sold in Brazil, where sales of 540 to 560 jets worth $9.4 billion are predicted. The forecast market for Mexico is 110 to 140 aircraft, with other Latin American coun-tries accounting for a further 130 to 150. Brazil has just surpassed Mexico in terms of business jet numbers to claim the world’s second-place spot and will rap-idly outstrip its rival if Embraer’s forecast proves correct.

However, Embraer Executive Jets president and CEO Marco Tulio Pellegrini said his sales force has seen sluggish activity in Brazil so far this year. It attributes this to the joint distractions of the coun-try’s election campaign (which ends in October) and the World Cup soccer tournament. While Brazil’s southeast region continues to dominate the country’s business aviation fleet, others are expand-ing too. For instance, the fleet in the midwest region has grown six-fold since 2008. Analysis of fleet ownership shows that Embraer’s aircraft are distributed around a wide range of industry sectors in Brazil, with the largest sector (manufacturing) only accounting for 14 percent of the fleet total. o


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personal-jet propelledThough the expected very-light-jet phenomenon never really took hold, some of the surviving designs have found success. The Eclipse 550 followed a long, winding road to certification, but is now, finally, making its mark.

Air BP’s Eagle CRS brings the fuel to usersby Curt Epstein

Global aviation fuel supplier Air BP is on hand at LABACE (Booth 1008) to demonstrate its new containerized refueling system (CRS). Known as “the Eagle,” the system is a portable, self-contained unit that can be easily transported by road, rail or water to remote areas.

The ready-to-use tank, which is capable of storing and dispensing aviation fuel in compliance with industry stan-dards, consists of a more than 3,400-gallon (13,000-liter) jet-A storage tank, a loading pump, and an integrated dispens-ing unit for direct into-plane fueling. The Eagle is delivered empty and Air BP will then fill it according to customer speci-fications. It can then be refilled in the same manner as a regular tank farm.

“The Eagle offers great flex-ibility, and with the importance of general aviation in [Brazil] we

can see multiple opportunities for usage,” said Ricardo Pagan-ini, the company’s manager for South America. “The size of the country, the variety of gen-eral aviation and the growing need for flexible fueling options means our ‘fuel-in-a-box’ offers a great solution to many clients’ fueling challenges, particularly those that are in remote areas or don’t need large quantities of fuel on a regular basis.”

Among the many uses the petroleum refiner sees for the CRS in the Brazilian market is on ranches, helicopter cen-ters, skydiving centers, small airports and pilot-training facili-ties, as well as serving as tempo-rary dispensers while permanent tank farms are constructed. Air BP will provide customers with safety training on the unit, two of which will be delivered to new general aviation customers fol-lowing the show. o

Utp is leading soUrce For overhaUled engines

United Turbine Parts (UTP) lays claim to being the world’s leading independent supplier of Pratt & Whitney Canada PW100 and PT6 engines and com-ponents. With Latin America having a growing fleet of aircraft powered by these turbine engines, the region is an important growth market for the U.S. company.

For more than two decades, UTP has been buying engines and components, having them overhauled by a network of leading repair stations around the world

and then reselling them to operators. The overhauled engines and components are fully covered by FAA dual-release approval and carry the required 8130 tags.

UTP’s 50,000-sq-ft (4,645-sq-m) warehouse in Pratt-ville, Alabama, is fully stocked with PW100 and PT6 engines, parts and accessories. The company has a Spanish-speaking customer support representative on staff. It prides itself on dispatching equipment very quickly to operators to get their aircraft flying again. n

MagniFicent 429 on display at laBace show

Being shown in Latin America for the first time is the MAGnificent interior for the Bell 429 helicopter, created by the Mecaer Aviation Group (MAG, Booth 1009). The VVIP interior has been designed with a range of amenities, including a center console with access to storage, insulated drink container and USB ports.

Drawing on Italian design excellence, the MAGnificent cabin pro-motes luxury and functionality. It incorporates two of MAG’s proprietary systems; the SILENS cabin noise reduction system and the I-FEEL (inflight entertainment enhanced lounge) cabin management system.

MAG is promoting the MAGnificent interior around the world. “We anticipate a positive response at the show in Brazil this week,” said co-general manager Armando Sassoli. “We see increased demand, par-ticularly in São Paulo.” The cabin interior is scheduled to receive its supplemental type certificate in January.

Meanwhile, Bell Helicopter is preparing to delivery the 200th exam-ple of the 429. Miramar Empreendimentos Imobiliáros, a São Paulo, Brazil-based construction and real estate group, will take delivery of the aircraft at the end of August. –D.D.

Embraer Executive Jets president Marco Tulio Pellegrini explained that the Phenom 300 light jet has led the way in recovering sales for the Brazilian airframer.

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Helibras_Anúncio_Suporte e seviços.pdf 1 07/08/2014 12:26:15

AINTrim Size: 10.812 in x 13.875 in

Bleed: 0.125

Conheça nosso novo destaque. Com autonomia de 6.450 mn (11.945 km), ele conecta as rotas mais frequentes entre as principais cidades do mundo. Por exemplo: São Paulo a Los Angeles ou a Londres, ou Paris a Hong Kong. São mais de trinta layouts de cabine, e além disso ele possui a incrível e ciência no consumo de combustível e a capacidade de operação em pistas curtas pelas quais os Falcons são mundialmente conhecidos. Estamos sempre ampliando os limites do que um jato executivo pode fazer por você. Voe longe. Alcance mais.

APRESENTANDO O FALCON 8X.

MAIOR AUTONOMIA, MAIS ESPAÇO NA CABINE,

MAIOR CAPACIDADE.

A MESMA EFICIÊNCIA LENDÁRIA.

WWW.DASSAULTFALCON.COM I RODRIGO PESOA: +5511 3443 7043 I [email protected]

Venha nos visitarLABACE 201412 a 14 de agosto

Aeroporto de Congonhas - SP

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dfjc009419a.indd 1 7/16/14 7:56 AM

labace convention news 08-13-14

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