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Business Operations Charter Helicopters Airports

Taxes, Bureaucracy Block ImportsThe need to clear Brazil’s fiscal and paperwork obstacles to importing aircraft has provided an opportunity for specialist “trading” companies. Page 4

Access Remains an IssueGetting access to airports in Latin America cannot be taken for granted and business aircraft operators can also face headaches getting landing permits. Page 5

Illegality Still a ProblemBrazilian air taxi companies continue to be concerned about how illegal charter operations threaten their livelihood and the credibility of the industry. Page 7

Demand Hovers HigherDemand for rotorcraft continues to boom, driven mainly by industrial growth and the desire to beat traffic gridlock in cities like São Paulo. Page 12

Careful Handling RequiredTraffic growth means that Latin America should be a land of opportunity for FBO operators, but is it in practice? Page 18

AUG. 16, 2013LABACEConvention News

Latin America leads as aircraft financing flows againby David Donald

As the global economy in general, and business aviation in particular, begins to stabilize, so the squeeze on aircraft financing is beginning to relax, albeit with an element of conservatism. That was the message from speakers at the 5th Business Aviation in Latin America summit held here at LABACE yester-day. A range of financial issues was cov-ered during the summit, as well as other key issues such as managing flight clear-ance risk in developing nations and pilot shortages in Latin America.

Since the financial collapse in 2008, business aviation in the U.S. and Europe slumped, but the developing world helped take up some of the slack. Latin Amer-ica, led by Brazil and Mexico, has led the way, although, as Don Walsh, director of Guggenheim Partners Business Aviation Investments, noted, it is the lighter air-craft that continue to dominate the mar-ket. That is opposite to other regions, where it is the large-cabin types that have shown the most growth.

Cautious growth in business aviation

has mirrored growing confidence in the general economy. In 2008 it was virtu-ally impossible to get financing for air-craft acquisition other than through captive finance companies, but that is not the case now. According to Juan Escalante, v-p Latin America for Air-Finance, it was local banks that led the way as they were cash-rich and able to deal in local currencies. International banks have now cautiously re-entered the market, although they are less will-ing to undertake smaller loans.

In his view, private-equity leasing com-panies have become popular, especially supporting the helicopter market, where operators are looking for near-term deliv-eries to cover immediate requirements. Finally, export credit agencies also pro-vide attractive financing in their aim of promoting national employment but, according to Escalante, they can some-times take a long time to finalize contracts.

“Latin America is still a great place for business,” asserted Escalante, but he noted

Conte com a AIN para as Melhores Notícias da LABACE

Na edição de hoje da LABACE Convention News o time da AIN dá a cobertura completa do segundo dia da mostra deste ano. Temos reportagens especiais sobre algumas questões-chave enfrentadas pela comunidade da aviação executiva brasileira hoje, como preocupações com o processo regulatório (pág. 5), os riscos das operações de fretamento ilegais (pág. 7) e como os recentes protestos politicos no país envolve-ram a indústria (pág 8).

Também na edição de hoje você encontrará artigos sobre a crescente demanda por helicópteros (pág. 12) e como os padrões internacionais para operações de aeronaves executivas podem ajudar os operadores a cumprir as novas exigências de siste-mas de gerenciamento de segurança (pág. 16).

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

Exhibitors packed the static display at LABACE as if staging a protest to keep business aviation access here at Congonhas Airport.

Continued on page 2 u

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AgustaWestland could build helicopters in Brazilby Charles Alcock

AgustaWestland is pre-paring the way to possible final assembly of its heli-copters in Brazil with plans to expand the São Paulo facilities of its local sub-sidiary. Construction is due to be completed by the end of 2014 and the enlarged facility will also be used to accommodate a train-ing center, bonded ware-house, workshop space and a heliport.

Yesterday here at the LABACE show, Agusta-Westland also announced several enhancements that

will reduce maintenance and operating costs for its AW139 intermediate twin-engine heli-copter. The company said the improvements covered by the new progressive maintenance program would give opera-tors greater aircraft availabil-ity and utilization.

AW139 operators now can plan maintenance more effi-ciently, according to Agusta-Westland. For instance, concentrating maintenance work at night–a move that will be especially useful for offshore oil and gas support operations, can maximize

aircraft availability for day-time missions.

The program also includes an extension in the time between overhaul for the AW139’s main gearbox from 5,000 to 6,000 flight hours (a 20-percent improvement),

and for the tail and interme-diate gearboxes from 5,000 to 7,500 hours (50 percent). The TBO extensions are based on the service experience of more than 580 helicopters that have logged around 750,000 hours so far. o

AgustaWestland may start assembling helicopters such as the AW169 at the São Paulo facilities of its Brazilian subsidiary under an expansion plan to be completed by the end of 2014.

PC-6 STOL PerfOrmanCe iS

weLL SuiTed TO BraziL

Pilatus said here at LABACE yester-day that it will deliver three more of these PC-6 Turbo Porters to Brazil this year, having delivered only one since certifi-cation in the country in 2011. The Swiss manufacturer is emphasizing the piston single’s short takeoff and landing perfor-mance, pointing out that it can operate more economically than helicopters and with superior payload. Maximum pay-load is 1.2 metric tons, maximum range is 870 nm and this can be achieved oper-ating out of an airstrip shorter than 1,500 feet (440 meters). At 125 knots maximum speed it is not a fast aircraft, but it com-pares well with the typical helicopter and can carry up to 10 passengers. –I.S.

that there are signs that the regional economy is slowing down. Another challenge he outlined is the length of time needed to do business, adding that, “bureaucracy is part of the culture, and it’s not going to get any better.” Airport infrastructure is another potential block in the road to expansion, although he noted that, “the development of pri-vately owned airports should close the gap.”

Another element that should improve air-craft financing is wider implementation of the Cape Town Convention. This was agreed to in November 2001 as a way of providing a means of enforcing lender’s rights on an international basis, and thus increasing lender’s confidence in business aviation deals. David Chamber-lain, an aviation solicitor with Kennedys, noted that, “Brazil has just joined up, and there are some teething problems.” However, there is optimism that signing up to the Cape Town Convention should make aircraft financing in Brazil more attractive. o

Latin America leads aircraft financing flowuContinued from page 1

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LABACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: +1 201 444 5075. Copyright © 2013. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohib-ited. The Convention News Co., Inc. also publishes Aviation Interna-tional News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, AINsafety, Business Jet Traveler, ABACE Convention News, EBACE Convention News, HAI Convention News, MEBA Convention News, NBAA Convention News, Dubai Airshow News, Farnborough Airshow News, Paris Airshow News, Singapore Airshow News.

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

LABACE exhibitors reported light visitor traffic for the early part of this year’s show with activity rising in the late afternoon and evening.

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Gulfstream’s newest twins make LABACE debutby Chad Trautvetter

Gulfstream Aerospace’s newest twinjets–the super-midsize G280 and super-long-range G650–are making their LABACE debuts this week here in São Paulo. Both aircraft are available for viewing by appoint-ment only at the Gulfstream chalet (Stand 5124).

“We’re pleased to showcase both the G650 and G280 at LABACE for the first time,” said senior vice president of sales and marketing Scott Neal. “Over the past several years, we’ve made a significant investment in the Latin American region, includ-ing establishing a dedicated ser-vice center in Sorocaba. We’re committed to providing our operators with the best support and resources possible.”

The G650 recently received U.S. FAA approval to take off and land at airports at altitudes up to 4,572 meters (15,000 feet), allow-ing it to operate into the highest

airports in the world. In South America, this list includes La Paz El Alto International Airport in Bolivia (13,310 feet/4,057 meters); Inca Manco Cápac International Airport in Peru (12,552 feet/3,826 meters) and Alejandro Velasco Astete International Airport in Peru (10,860 feet/3,310 meters).

Meanwhile, the G280 on display for the first time here at LABACE broke yet another speed record–while en route to the show. The aircraft type holds more than 30 such records. It made the 5,371-km (2,900-nm) journey from San Juan, Puerto Rico, to Foz do Iguaçu, Brazil, at an average speed of Mach 0.81 for a flight time of 6 hours 28 minutes.

Gulfstream president Larry Flynn told AIN that both new jets–along with the G150, G450 and G550, which are on display here in São Paulo this week–have garnered much interest from

potential buyers. He is optimis-tic that many of these prospective buyers will turn into firm order customers, though he said that, as per company policy, no such air-craft sale announcements would be made during LABACE. o

www.ainonline.com • August 16, 2013 • LABACE Convention News 3

The ultra-long-range G650 offers Gulfstream’s largest cabin ever, highlighted by the company’s trademark large oval windows (above). The twinjet’s cockpit (right) was designed around the Honeywell Primus Epic-based PlaneView II avionics system.

Simulator shortage spurs rule-change postponementby Richard Pedicini

Implementation of a new Brazilian requirement man-dating the use of level-D sim-ulators for renewing privately operated business aircraft type ratings has had to be postponed until next year due to a shortage of suitable training equipment in the country. The country’s ANAC aviation authority had intended for the requirement

to take effect from June 2013, and the agency has been criti-cized by operators and pilots for being too rigid over the require-ment for full-motion simulators.

Commandant Milton Aran-tes Costa, president of Brazilian air taxi operators association ABTAer, told AIN that the changes to Brazilian Civil Avi-ation Regulation 61 impose a

tougher standard than equiv-alent rules in other countries. “In the United States, a pilot needs just a multi-engine rating to fly a King Air. In Brazil, it’s a type rating,” he said. “The FAA requires only a level-2 simula-tor for a rating in a Mitsubishi MU-2, one of the most danger-ous airplanes to fly, so why does ANAC require a level-D simula-tor to fly a King Air?”

For now, level-D simula-tors are in short supply in Latin America, forcing operators and their pilots to go overseas (usu-ally to the U.S.) for expensive and time-consuming training. Some companies present at LABACE are offering lower-cost alterna-tives to full-flight devices.

Brazilian company Efly (Stand 10009) is demonstrating a simula-tor made in the city of Americana by local manufacturer Marcna-mara. It has been on the market for five years. According to com-pany engineer Marcelo Mancini, the company is now produc-ing three simulators each month and has just added a King Air device to the five other aircraft types already approved for use by ANAC. Mancini told AIN that Efly can incorporate programs

covering training for specific pri-vate landing sites in Brazil.

Meanwhile, aviation students lined up outside a Redbird sim-ulator belonging to the Sorocaba Aeroclube, on display at the Cir-rus chalet. “A school can’t spend millions on a simulator,” Blue Air representative Mario Rozas told AIN. “The Redbird’s motion is an electric rather than hydrau-lic system, which helps keep the price more accessible to schools,” he added. Four of the Redbirds are installed at schools in Brazil, Rozas said, with another two pur-chased by a private individual.

A Difference in OpinionHowever, Líder Aviation,

which represents CAE for busi-ness aviation in Brazil, has a different perspective on the sim-ulator requirement. “ANAC puts safety ahead of every-thing,” said Líder CAE Simu-Flite sales executive Camila Costa Santos. “Only in a [full-flight] simulator can some kinds of failures be safely tested.”

This view is diametrically opposed to that of Simcom (Stand 3014), which is extolling the virtues of lower-cost train-ing in fixed-based simulators, and points to research show-ing the alleged negative training effects full-motion simulation can have on the grounds that it can-not fully replicate actual aircraft

movement and acceleration.Another proponent of the lat-

ter view can be found in south-central Brazil. In June, AIN visited the Pontifical Catholic University in Goiânia, where the aviation sciences school is serv-ing as test ground for a simulator being produced by a consortium of São Paulo companies. Two simulators are being refined, one for a Cessna Caravan and the other an Airbus A320. While the simulator was fixed-base and the cockpit stylized without glass in the windows, “the control panel is accurate within half a centi-meter,” according to engineer Kornel Ori-Kovaks.

The A320 simulator is pow-ered by eight computers running Windows, the most powerful being 3.5 GHz. The computers are almost off the shelf, except for a custom card with 64 dig-ital and 14 analog I/O ports. Similarly, the pilots’ seats are automotive rather than aeronau-tic.   The cost of the simulator, however, is “two orders of mag-nitude less than a CAE simula-tor,” according to Ori-Kovaks. o

Brazilian flight training provider Efly demonstrates a locally built Marcnamara simulator at its stand. The manufacturer recently received ANAC approval for its King Air training device.

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Somma shows Brazilians the path to a kit-built Epic LT by David Donald

Arguably the most eye-catching aircraft on display at LABACE is the ultra-sleek Epic LT six-seater turboprop on show at Somma Aviation’s outside stand (5116). The aircraft is a revolutionary kit-built, carbon-fiber, high-performance transport that has caused quite a stir in its home country of the U.S. Now Somma is look-ing to bring in a certified version tailored specifically to the Brazilian market.

Quite apart from its blistering perfor-mance, with a maximum cruising speed of 325 knots and climb speed of 3,000 feet per minute, the Epic LT is remarkable for being a kit-built aircraft, although the aircraft are assembled by owners in Epic’s Bend, Oregon facility. For a shade under $2 million a new owner can acquire the

aircraft kit, receive instruction, tools and assistance that allow them to assem-ble and finish it, plus a flight-test and pilot training package. The result of the build is an aircraft powered by a Pratt & Whitney Canada PT6A-67A flat-rated at 1,200-shp and driving a Hartzell four-bladed full-feathering propeller. The aircraft is furnished to a luxurious stan-dard, and is equipped with a three-screen Garmin G900X avionics suite, including synthetic-vision technology.

Currently the Epic design is avail-able as the LT, which is flown under an “Experimental” classification that means it cannot be hired out. However, Epic is now working on gaining full certification, by 2015, for an enhanced aircraft known

as the Epic E1000. Among the improve-ments will be an increase in certified ceiling to 34,000 feet from the current maximum of 28,000 feet. The additional ceiling, which can be attained in 15 min-utes, will provide not only a greater mar-gin of weather clearance, but also reduced fuel-burn in the cruise. At an economic cruise speed of 265 knots the E1000 has a range with reserves of 1,650 nm. That figure falls to 1,385 nm at 325 knots with maximum passengers.

Customized for BrazilSomma Aviation became the Brazil-

ian dealer at the start of this year, and the first action was to order a kit-built LT to act as a company demonstrator in Bra-zil. That aircraft is currently in the build process, and should be completed before the end of 2013. To satisfy regulations, at least 51 percent of the kit-built aircraft must be assembled by amateurs, and that entails around 12 weeks or more in the Epic plant working on the aircraft. Total build-time is between six and 10 months, depending primarily on availability of the

builder and of the PT6A-67A engine.Somma’s LT aircraft will reflect sev-

eral changes that are dictated by the demands of the Brazilian market. It will be completed with a weather radar, and the engine will have an inertial separa-tor to avoid foreign object damage being caused by operations from semi-pre-pared airstrips. The company envisages a key area of the market being operators who routinely fly to outlying agricultural areas where airfield infrastructure may be sparse at best. Somma’s aircraft will also have a refined interior, including window-shades and keypad avionics interface.

While the LT is being used for demon-strations, slots are already being booked for the E1000, and it is that aircraft that Somma will be selling into the Brazilian market. The company has had some input into the E1000 configuration, such as the addition of angle-of-attack indicators in the cockpit. The aim is to sell completed aircraft that have been assembled in the U.S. by the dealer, at a price that is more than that of the Piper Meridian, but well below that of the Pilatus PC-12. o

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

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ABAG LeAder HAiLs evidence of BrAziLiAn BizAv GrowtH

The facts of business aviation’s growth in Brazil speak for themselves and these facts are amply laid out in the new Brazilian Year-book of General Aviation published here at LABACE this week. The book is published by Brazilian business aviation association ABAG, whose director general, Ricardo Nogueira, told Wednesday’s LABACE opening session that he has been “surprised by the excellent acceptance of the yearbook.” The latest data from ABAG confirms that Brazil has the second largest general aviation fleet in the world after the U.S. ABAG organizes the annual LABACE event and Nogueira has been a key figure in these arrangements.

Single-engine piston57%

Twin-engine piston | 16%

Twin-engine jet | 5%

Twin-engine turboprop | 5%

Single-engine turboprop helicopter | 5%

Twin turboprop helicopter | 4%

Single-engine turboprop | 2%

Single-engine piston helicopter | 5%

The Brazilian Yearbook of General Aviation identifies the composition of the world’s second largest population of general aviation aircraft. More than half of the nation’s GA aircraft consists of single-engine piston airplanes, with single-engine turboprops making up but 2 percent of the total.

ABAG director general Ricardo Nogueira

‘Trading’ companies navigate Brazil’s aircraft import mazeby Richard Pedicini

Overseas visitors may be puzzled by the number of so-called “trading” firms prominently placed in the LABACE exhi-bition areas. Why at an event that lets potential purchasers meet directly with manufacturers do Brazilian middlemen occupy so much space?

Sertrading, for example, is at its fourth LABACE, and vice president Luciano Sapata said, “We began 2013 with great expectations and have already imported 25 aircraft at an average cost of R$8 million [U.S.$4 million].” The firm sees LABACE as an opportunity to explain to potential customers how the importa-tion procedure functions in Brazil. “All of Sertrading’s importation processes are agile and done in a secure and trans-parent manner. We always seek improve-ments in the time required, and to reduce costs and possible bureaucracy,” he said.

AIN spoke with Emily Gruppo of Colom-bia Trading, who explained that importing aircraft or aircraft parts through a “trading”

firm can yield impressive tax savings. Most taxes in Brazil are on consumption rather than on income, one of the major taxes being the ICSM, similar to a VAT tax, that varies by state and by product. Normally someone who imports an aircraft to São Paulo would pay ICMS tax at a rate of 18 percent, but if the same aircraft were purchased through a “trading” firm, the rate drops to 4 percent.

Air taxi firms are already entitled to a reduced rate of 4 percent under another law, but Gruppo claims that correctly structured transactions can still pro-vide gains. For example, the IPI tax, nor-mally 10 percent, can be fully refunded if importation is done through a state that enjoys tax incentives, and tax credits can be generated that the “trading” firm can redeem on other imports. Colombia trad-ing, she said, offers not only knowledge of tax advantages, but also specialized knowledge of customs regulations, as well as the rules of the FAA and its Bra-zilian equivalent, ANAC. o

2012

The Epic LT is a six-seat, 325-knot turboprop available as an owner-built kit. Still considered “experimental,” the manufacturer is working toward 2015 certification of an enhanced E1000 version of the carbon-fiber aircraft.

Trading firms such as Sertrading can help international companies navigate Brazil’s tax rules for the importation of aircraft or aircraft parts.

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Operações na América do Sul se tornam maispor Kirby J. Harrison

“Sempre há desafios em voos internacionais,” disse Tim Bar-tholomew, gerente de apoio a via-gens internacionais da Rockwell Collins Ascend Flight Informa-tion Solutions (estande 2007). E enquanto estes desafios podem mudar de um dia para o outro, ele e outros veem o processo lentamente se tornar cada vez mais eficiente.

Durante anos os operadores da aviação executiva têm voado para três aeroportos principais em Bue-nos Aires, Argentina, porém, isto não é mais possível já que dois deles foram fechados para a avia-ção executiva.

A boa notícia é que Jorge New-bery Aeroparque (Buenos Aires Aeroparque), o mais popular e próx-imo do centro da cidade, permanece aberto à aviação executiva. Por outro lado, a alfândega se tornou mais exi-gente, solicitando que toda a baga-gem dos passageiros, incluindo aqueles tacos de golfe que você usou em Toluca, seja desembarcada e levada à zona aduaneira. Oficiais então inspecionam a aeronave e a lac-ram, e a volta a bordo só é permitida com providências específicas, disse Bartholomew. “É uma medida de repressão às drogas,” ele acrescentou.

Também na Argentina, no último ano o país tem solicitado aos cidadãos americanos o paga-mento adiantado de uma taxa de reciprocidade feito pela internet e a

apresentação do recibo na chegada.A questão da cabotagem, ou o

direito de transportar passageiros e/ou mercadorias de ponto a ponto dentro do país, é geralmente restrito a aeronaves registradas no país em questão. Na maior parte das vezes, ela é aplicada a operadores da avi-ação comercial, mas em alguns países, pode ser uma zona nebulosa.

Cabotagem e Estacionamento

De acordo com Augusto Nunes, supervisor de operações em São Paulo para a Universal Weather & Aviation (estande 1003), as regras de cabotagem no Brasil são esta-belecidas pela ANAC (Agência Nacional de Aviação Civil – estande 5014). Porém, dependendo do ponto de entrada, ou de quem esteja no posto num certo dia em particular, a cabotagem pode ser interpretada de forma diferente e incluir jatos executivos e priva-dos. Seu conselho é checar com antecedência e estar preparado.

Também no Brasil, alertou Bar-tholomew, a maior parte dos espa-ços para estacionamento nos três principais aeroportos de São Paulo foram designados a transportado-ras locais. No Aeroporto Interna-cional de São Paulo em Guarulhos, por exemplo, o espaço é tão lim-itado que aeronaves comerciais fre-quentemente precisam estacionar na área militar. Ele também notou

que há uma questão de horário no Aeroporto Internacional de Brasí-lia Presidente Juscelino Kubitschek. Os serviços da alfândega e imi-gração lá têm horários específ-icos, e a chegada de aeronaves tem prioridade, portanto “é mel-hor programar uma chegada para um momento tranquilo de inter-valo entre chegadas comerciais,” ele disse. E mais, os escritórios de alfândega e imigração fecham nos finais de semana sendo necessária a tomada de providências com antecedência.

Bartholomew também apon-tou que a privatização Aeroporto Internacional de Brasília resultou na redução de horas de alguns ser-viços. Por exemplo, o escritório administrativo para pagamento de tarifas não abre mais aos finais de semana e tudo deve ser arranjado com antecedência.

O problema não é exclusivo do Brasil. Mudanças em planos de voo não são particularmente bem aceitas no Peru também. Mudanças devem ser apresentadas com três ou quatro dias de antecedência, e se não forem, “eles não estarão muito dis-postos a ajudar, ou podem simples-mente nem estar disponíveis,” disse o gerente de serviços de autorização da Universal, John McClelland.

Rockwell Collins (estande 2007) tem um agente no Peru por meio de quem o planejamento da

viagem funciona, “para que nos-sos clientes não tenham problemas. Até o momento não tivemos can-celamentos ou atrasos por não con-seguir autorização peruana.”

No passado, viajar para a Venezu-ela era “muito complicado” e o pro-cesso de solicitação de autorização de aterrissagem tinha de ser iniciado com até 30 dias de antecedên-cia. “Muitas dessas barreiras foram removidas,” disse Bartholomew, “Por exemplo, se você fica menos de 72 horas, a autorização de ater-rissagem não é necessária.”

Por outro lado, oficiais de avi-ação da Venezuela continuam a checar os registros de qualquer aeronave que faça uma solicitação de sobrevoo, como há dez anos ou mais. Se encontram um sobrevoo cuja taxa não tenha sido paga, não se emite mais uma nova autorização nem se permite o sobrevoo até que uma taxa diferenciada tenha sido paga. Como resultado, disse Bar-tholomew, “com todos os nossos voos, nós checamos com o governo venezuelano com antecedência para garantir que não haverá taxa extras de sobrevoo.

... e para a Copa do Mundo

Olhando para o futuro, o pres-tigioso torneio de futebol Copa do Mundo será sediado no Brasil no próximo ano, de 12 de junho a 1º de julho, e se o recente torneio da

Copa das Confederações for uma previsão precisa, a aviação execu-tiva precisará brigar por espaço.

“Fecharam todos os maiores aeroportos para a aviação geral, e aqueles aviões a quem foi permit-ido pousar, a permissão foi dada após de uma a três horas no solo,” disse Nunes da Universal. “A única maneira de se abrir uma fresta para uma aeronave executiva, era os organizadores da FIFA [Federa-ção Internacional de Futebol] lib-erarem uma de suas frestas para nós,” ele disse. Estimados 500.000 fãs de todo o mundo são espera-dos no Brasil no evento do próximo ano. “Se o mesmo cenário se repe-tir na Copa do Mundo no ano que vem, será muito complicado,” con-cluiu Nunes.

Se há um problema contínuo em viajar-se para e partindo da América Latina, é o da corrup-ção local por parte de oficiais de menor porte. Há tripulações, admitiu um despachante de via-gem, que continuam a achar efi-caz passar uma nota de vinte dólares, ou até de cem, no pas-saporte para facilitar o processo. Porém, acrescentou Bobby Butler, vice presidente sênior da Univer-sal, “Isso é considerado suborno de nível local e é um comporta-mento arriscado e corrosivo.” É também algo para o qual a Uni-versal tem chamado a atenção de oficiais Americanos e de out-ros países, “Estamos fazendo um esforço para eliminar essa prática da nossa indústria. É um compor-tamento que deve ser mudado.”

Em geral, dizem os despachantes de viagem, as regras que regulam a entrada em países da América Latina têm se tornado mais flexíveis na medida em que essas economias crescem e cada vez mais homens de negócios e turistas encontram motivos para investir neste conti-nente ou apenas deitarem-se ao sol e divertirem-se com a cultura.

“Estamos vendo um aumento na quantidade de aeronaves de grandes cabines de passageiros via-jando para a América Latina,” disse Bartholomew, “motivadas em parte pelo crescimento da economia global e pela necessidade de jatos executivos de longo alcance.”

E os dois países que parecem estar atraindo o maior tráfego,” acrescentou Abel Perez, propri-etário master da Universal, “são Colômbia e Brasil.”

Até o pequeno Panamá, rap-idamente se tornando um cen-tro financeiro na América Central, está se tornando um ímã para a aviação executiva, disse o gerente de autorizações da Universal, John McClelland. “Recentemente pas-saram a conceder uma autoriza-ção principal e uma interna que permite paradas múltiplas. E isso é uma coisa boa.” o

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Um agente da Rockwell Collins Ascend está à disposição para receber passageiros chegando à América Latina.

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South American operations: getting easier, but still challengingby Kirby J. Harrison

“There are always challenges to flying internationally,” said Tim Bartholomew, manager of international trip support for Rockwell Collins Ascend Flight Information Solutions (Stand 2007). And while those chal-lenges may change from one day to the next, he and others see the process slowly becoming more and more efficient.

For years, business aviation operators have been flying into three main airports in Buenos Aires, Argentina. But this is no longer possible because two of them have been closed to busi-ness aviation.

The good news is that Jorge Newbery Aeroparque (Buenos Aires Aeroparque), the most popular and clos-est to the city center, remains open to business aviation. On the other hand, customs has become a bit more demand-ing, requiring that all passen-ger baggage, including those golf clubs you used in Toluca, has to be offloaded and taken to the customs area. Offi-cials then inspect the air-craft and seal it, and no one is allowed back aboard with-out special arrangements, said Bartholomew. “It’s a drug enforcement issue,” he added.

Also in Argentina, in the past year the country has required that U.S. citizens pre-pay a rec-iprocity fee through the Internet and show a receipt upon arrival.

Cabotage and ParkingThe matter of cabotage, or

the right to transport passengers and/or goods from point to point within a country, is generally restricted to aircraft registered in that country. For the most part, this is applied to commercial

airline operators, but in a few countries, it can be a gray area.

According to Augusto Nunes, supervisor of operations in São Paulo for Universal Weather & Aviation (Stand 1003), the rules of cabotage in Brazil are set by ANAC (Agência Nacional de Aviação Civil–Stand 5014). However, depending on the point of entry, and who is on duty on any particular day, cabotage may be interpreted differently to include business and private jets. His advice is to check in advance and be prepared.

Also in Brazil, cautioned Bar-tholomew, most of the park-ing spots at the three main São Paulo airports have been co-opted by local air carriers. At the Aeroporto Internacional de São Paulo (Guarulhos), for example, space is so limited that business aircraft are frequently parked on the military side of the field. He also noted there is an issue of hours at Presidente Juscellino Kubitschek Aeroporto Interna-cional de Brasília. Customs and immigration services there have set hours, and airline arrivals have priority, “so it’s best to time an arrival during a typical lull in commercial arrivals,” he said. Also the customs and immi-gration offices are closed dur-ing weekends, making advance arrangements a necessity.

Bartholomew also pointed out that the privatization of Juscellino Internacional in Brasilia has resulted in a reduc-tion in hours for some services. For example, the administrative office for payment of tariffs is no longer open on the week-end and advance arrangements must be made.

The problem is not endemic to Brazil. Flight plan changes are

not particularly welcome in Peru, either. Changes are supposed to be filed three or four days in advance, and, if they’re not, “they are not inclined to be helpful, or may simply not be available,” said Universal’s manager for permit services John McClelland.

Rockwell Collins (Stand 2007) has an agent in Peru through whom the trip planner works, “so our customers don’t have a problem. So far we’ve never had to cancel or delay because we couldn’t get a Peru-vian permit.”

In the past, travel to Venezu-ela was “very complicated” and the process of applying for a landing permit had to be started as much as 30 days in advance. “They’ve removed a lot of those barriers,” said Bartholomew. “For example, if you are stay-ing less than 72 hours, no land-ing permit is required.”

On the other hand, Venezu-elan aviation officials continue to check the records of any air-craft submitting an overflight request, going back a decade or more. If they find an over-flight for which the overflight fee was not paid, they will not issue a new permit or allow the overflight until the outstand-ing fee is paid. As a result, said Bartholomew, “with all of our flights, we check with the Ven-ezuelan government in advance to ensure there is no outstand-ing overflight fee.”

Handling the World CupLooking forward, the presti-

gious World Cup football tour-nament will be held in Brazil next year, June 12 to July 1, and if the recent Confederation Cup tournament in June is an accu-rate preview, business aviation

will be fighting for space.“They closed all major air-

ports to general aviation, and those airplanes that were allowed to land were allowed from one to three hours on the ground,” said Universal’s Nunes. “The only way a slot would be opened up for busi-ness aircraft was for FIFA [Fédération Internationale de Football Association] organiz-ers to release one of their slots for us,” he said. An estimated 500,000 fans from all over the world are expected to descend on Brazil for next year’s event. “If we have the same sce-nario repeated for the World Cup next year, it’s going to be very complicated,” concluded Nunes.

If there is a continuing prob-lem with flying into and out of Latin America, it remains that of endemic corruption on the part of minor officials. There are crews, admitted one trip handler, who continue to find

it effective to slip a “twenty” [dollars], or even a “hundred,” into a passport just to facilitate the process. However, added Universal senior vice president Bobby Butler, “This is consid-ered a bribe at the local level, and it is a corrosive and risky behavior.” It is also something Universal has been bringing to the attention of U.S. officials and officials in other coun-tries, “We are making an effort to drive this practice out of our industry. It’s a behavior we must change.”

In general, say trip handlers, regulations governing entry into Latin American countries has become more relaxed as those economies continue to grow and more and more businessmen and tourists find reasons to invest there or just lie in the sun and enjoy the culture.

“We are seeing an increase in large-cabin aircraft traveling to Latin America,” said Bar-tholomew, “driven in part by the growth of a global economy and the need for long-range business jets.”

And the two countries that seem to be drawing the most traffic,” added Universal’s Abel Perez, master trip owner, “are Colombia and Brazil.”

Even tiny Panama, rap-idly becoming a financial center for Central America, is becom-ing a business aviation magnet, said Universal’s permits man-ager John McClelland. “They’ve recently begun allowing one main landing permit and one internal permit that allows multiple stops. And that’s a good thing.” o

Rockwell Collins’s Ascend flight information solutions help flight planners to assist operators to navigate the sometimes confusing and often changing aviation rules and regulations of various countries. The company’s flight operations center in Houston (above) is the heart of its flight-planning program.

Gulfstream names sales leader for South America

Gulfstream Aerospace has appointed Luiz Sandler as its new regional vice president of sales for South America. He is replacing Bill Arrazola, who recently retired. His sales terri-tory spans Argentina, Bolivia, Brazil, Chile, French Guiana, Guyana, Paraguay, Peru, Suri-name and Uruguay.

Since 2007, Sandler served as sales director with Interna-tional Jet Traders, which is Gulf-stream’s sales representative for Brazil. Before that he was Embraer’s regional sales man-ager for Latin America.

Sandler, who reports to Roger Sperry, Gulfstream’s regional senior vice president for international sales, has a bachelor’s degree in busi-ness administration from São

Paulo business school Funda-ção Getúlio Vargas. He speaks Portuguese, Spanish and Eng-lish, and also holds a com-mercial pilot certificate for the Boeing 737.

Separately, Gulfstream recently released its new PlaneBalance application as a complement to its existing PlaneBook iPad application, which is an electronic document management system intro-duced for pilots in 2011. “The paperless, interactive applica-tion can provide weight-and-balance information on the fly and can generate reports about center of gravity, aircraft con-figurations, payload weight and fuel,” said Bill Colleran, Gulf-stream’s director of technical publications. –C.A.

Air taxi operators protest against illegal chartersby Kirby J. Harrison

As the aircraft charter industry in Latin America expands and becomes more organized, it is becoming clear that a major problem facing the segment is that of illegal charter operations.

According to Alexis Javkin, direc-tor of Toluca-based fractional operator MexJet, “It is one of the biggest issues we’re fighting now in Mexico. At Mex-Jet and our parent company, Aerolínas Ejecutivas, we invest a lot of money in safety and certification. And while it is difficult to compete with operators who do not, we consider that safety and secu-rity are not negotiable.”

He also pointed out that while aircraft for charter are required by Mexican avi-ation authorities to be certified to carry passengers for hire, similar to Part 135 certification in the U.S., operations are not monitored very well.

Business OpportunitiesIn Brazil, fixed-wing and helicopter

owners see virtually every major public event, from auto racing to athletic compe-tition, as a business opportunity. Unfor-tunately, according to the Associação Brasileira de Táxis Aéreos (ABTAer, Bra-zilian Air Taxi Association), a growing number of the aircraft they use are not cer-tified for charter and are operating illegally.

The association blames, in part, the lack of monitoring of such illegal oper-ations by the Agência Nacional de Avi-ação Civil (ANAC, National Civil Aviation Agency), as well as inadequate rules governing general aviation.

Last December, the association pro-tested specifically the illegal use of helicop-ters for passenger shuttle purposes during the Formula 1 World Championship auto race held the month before in São Paulo.

According to association president Commandant Milton Arantes, more than 90 percent of the helicopters used to trans-port passengers to the Autódromo José Carlos Pace (Interlagos) circuit for the

event were privately owned aircraft not authorized to carry passengers for hire.

ABTAer subsequently filed a formal complaint with ANAC, asking that alleged violations be investigated and violators punished. Arantes also noted the matter of public safety, pointing out that those who choose to fly in a clandestine helicop-ter airlift do not know the standards of maintenance used by those operators, or the qualifications of the pilot, or whether the pilot and operator are licensed to carry passengers for hire. Those passengers, he added, “are thus unaware of the danger.”

Raises Accident RateAccording to a government survey,

Brazilian civil aviation in 2012 reported a total of 168 accidents–a record number–and exceeded accidents in 2011 by 5.6 per-cent. Clandestine air transport and lack of oversight by ANAC is directly related to this increase, according to Arantes.

The current operational requirements set out by ANAC, he continued, “stim-ulate the growth of the pirate operator who is not afraid, does not follow the rules and cannot be punished.” Those rules, said ABTAer, are geared to airlines, leaving the legitimate air taxi industry smothered in unnecessary requirements, but doing little or nothing to stem dan-gerous illegal charter operations.

ABTAer is a nonprofit, nongovern-mental organization made up of more than 40 members from 16 of Brazil’s 26 states. It was formed three years ago on the initiative of air taxi entrepreneurs and their partners “who seek the solution to the problems that affect this segment.”

The association is also a member of ANAC’s Advisory Board, a new entity comprised of representatives appointed by the Air Force Command, as well as organizations representing segments of the industry, from general aviation, flying clubs and airports to maintenance and training institutions. o

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Operadores de táxi aéreo protestam contra fretes ilegaispor Kirby J. Harrison

Enquanto a indústria de fretamento aéreo na América latina se expande e fica mais organizada, torna-se cada vez mais claro que o maior problema enfrentado pelo segmento é o das operações de fretamento ilegais.

Segundo Alexis Javkin, diretor da MexJet, operadora de transportes aéreos com base em Toluca, “É uma das maiores questões com as quais lidamos no México. Na MexJet e em nossa empresa mãe, Aerolíneas Ejecu-tivas, investimos muito dinheiro em segu-rança e certificação. E enquanto é difícil competir com operadores que não o fazem, para nós, segurança e proteção não são negociáveis.

Ele também apontou que enquanto aero-naves de fretamento necessitam de certifi-cação das autoridades de aviação mexicanas para levar passageiros, algo similar à certifica-ção Part 135 dos EUA, as operações não são bem monitoradas.

Oportunidades de negócioNo Brasil, os proprietários de asa fixa e

helicópteros, veem praticamente todo grande evento público, de corrida de carros a com-petições de atletismo, como oportunidades de negócios. Infelizmente, segundo a Asso-ciação Brasileira de Táxis Aéreos (ABTAer), um crescente número das aeronaves utilizadas não são certificadas para fretamento e estão operando ilegalmente.

A associação põe a culpa, em parte, na falta de fiscalização destas operações ile-gais pela Agência Nacional de Aviação Civil (ANAC), assim como em leis inadequadas reg-endo a aviação geral como um todo.

No último mês de dezembro, a associação protestou especificamente contra o uso ilegal de helicópteros para transporte de passageiros durante o campeonato mundial de Fórmula 1 realizado um mês antes em São Paulo.

De acordo com o presidente da associa-ção, Comandante Milton Arantes, mais de 90 por cento dos helicópteros utilizados para o transporte de passageiros para o circuito do Autódromo José Carlos Pace (Interlagos) para o evento, eram aeronaves de propriedade privada, não autorizadas para o transporte

comercial de passageiros.A ABTAer em seguida registrou uma rec-

lamação oficial junto à ANAC, solicitando que as supostas violações fossem investiga-das e os infratores, punidos. Arantes tam-bém observou a questão de segurança pública, mostrando que quem escolhe voar num helicóptero clandestino não sabe os padrões de manutenção utilizados pelos operadores, ou as qualificações do piloto, ou se piloto e operadora estão licencia-dos para levar passageiros comercialmente. Estes passageiros, ele acrescenta, “descon-hecem o perigo.”

Cresce a taxa de acidenteDe acordo com uma pesquisa do governo,

a aviação civil brasileira em 2012 reportou um total de 168 acidentes–um número recorde–e excedeu a quantidade de acidentes de 2011 em 5,6 por cento. O transporte aéreo clan-destino e a falta de fiscalização por parte da ANAC está diretamente relacionada a este aumento, segundo Arantes.

As exigências operacionais atuais estabe-lecidas pela ANAC, ele continuou, “estimu-lam o crescimento do operador pirata que não tem medo, não segue as regras e não pode ser punido.” Estas regras, disse a ABTAer, são direcionadas às companhias aéreas, deixando a indústria legítima de táxi aéreo sufocada em exigências desnecessárias e fazendo pouco ou nada para podar as perigosas operações de fretamento ilegais.

A ABTAer é uma organização não-gover-namental, sem fins lucrativos, constituída de mais de 40 membros de 16 dos 26 estados brasileiros. Ela foi formada três anos atrás com a iniciativa de empreendedores de táxi aéreo e seus parceiros “que procuram solução para os problemas que afetam este segmento.”

A associação também é membro do con-selho consultivo da ANAC, uma nova enti-dade composta de representantes apontados pelo Comando de Força Aérea, assim como organizações representativas de segmentos da indústria, da aviação geral, clubes de voo e aeroportos até manutenção e instituições de treinamento. o

Bizav analyst sees growth despite weak economies

According to noted industry observer Brian Foley, despite the recent weak economic performance of Brazil and Mexico, other countries such as Argentina are performing better and this is being reflected in demand for business aircraft.

“Before investing in aircraft, indi-viduals have to feel wealthy by vir-tue of rising personal portfolios, and businesses must have confidence and a supporting balance sheet,” said a pre-LABACE statement from Brian Foley

Associates. So far this year, pointed out Foley, Brazil’s stock market has lost a quarter of its value and Mexico’s has declined by almost 10 percent, while Argentina’s has risen by 10 percent and Venezuelan shares are up an astonish-ing 165 percent.

The good news is that although the previous market leaders have tempo-rarily been sidelined, there are others that are now rising to the occasion,” Foley said. “This economic diversity in the region makes for a more stable and

consistent market overall.”Due to the “sagging” in

Brazil and other BRIC econ-omies (Russia, India and China), Foley suggests that demand for large-cabin busi-ness jets, of which these coun-tries have proved “fond,” will “cool a bit.”

According to business aviation market research group Amstat, the Latin and South American busi-ness jet fleet grew by 6 per-cent last year. Foley notes that large cabin business jets led the way, increasing by 12.5 percent, while light and medium-cabin jet populations grew by around 5 percent. It describes this as an “uptick,”

noting that it was reflected in helicopter and turbo-prop aircraft growth too (these segments recorded 6.4-percent and 5.0-per-cent growth, respectively). High value twin-turbine helicopters increased most in popularity, pushing up 9.3 percent.

Foley concludes that “Latin America oper-ates on a somewhat differ-ent economic cycle: when

Europe, North America and the Mid-dle East were reeling from an economic crisis, Latin America helped to moder-ate the blow by steadfastly increasing its business jet fleet.” –I.S.

Brian Foley

Business aviation gets drawn into Brazil’s political protestsby Richard Pedicini

The wave of protests which has rocked Brazil since June has included opposition to government spending on airports, the blocking of airport access as a way to get attention, and also complaints by the avi-ation community about government fail-ure to address its needs. In preparation for the 2014 soccer World Cup, stadiums have been built or renovated all over the country, and investments have been made

in transportation infrastructure, includ-ing airports. The airport investment, however, is a longer-term need, as pro-jected World Cup traffic is merely a blip in underlying demand in commercial avi-ation that is already seeing double-digit growth rates annually.

One of the common themes has been protest against corruption, and in Brazil there is a long-standing public

assumption that any large public works project includes an element of corrup-tion. That’s given rise to so many time-consuming bureaucratic safeguards that a special law was passed to suspend some checks for projects associated with the World Cup, to allow anything at all to be accomplished.

After 5,000 people blocked access to São Paulo’s Cumbica Airport in a pro-test against corruption some passengers walked several miles on foot to make their flights. Brazilian airline TAM dealt with the road blockade by filling an Air-bus with flight crews at Congonhas Air-port and ferrying them 17 miles across town to Cumbica.

On July 23, in Rio de Janeiro, the

planned privatization of Galeão Air-port, formally called Tom Jobim Inter-national Airport, provoked a protest from squatters living in the area of a projected third runway. The same day access to the capital Brasilia’s main air-port was blocked by participants in an allegedly corrupt investment scheme unhappy that it had been shut down.

Also on July 23, Brazil’s National Civil Aviation Movement, (MNAC-Movimentação Nacional de Aviação Civil) met with the national civil aviation agency ANAC’s ombudsman in Goiâ-nia, to present a list of 30 complaints from pilots, other aviation workers, air-craft owners and maintenance shops.

Days earlier, over 100 business avia-tion pilots had participated in a peace-ful protest at Goiânia’s Santa Genoveva Airport, some wearing wigs and clown noses and blowing whistles. Some had pictures of Alberto Santos Dumont, whom Brazilians firmly believe invented the airplane, wearing a Guy Fawkes mask. Another sign had a Darth Vader helmet labeled “ANAC”.

One of the principal complaints is the delay in renewing pilots’ licenses. Even when pilots arrange check flights 90 days before their annual license renewal, sometimes ANAC does not process doc-uments in time, and the pilots are unable to work. Lawyer and aviation law pro-fessor Georges Ferreira puts part of the blame on understaffing. “ANAC is oper-ating with only 50 percent of the person-nel it needs,” he told AIN. o

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Pilots protest at Santa Genoveva Airport in Goiânia.

TAM recebe o novo ‘curto leve mono’ da Bellpor Kirby J. Harrison

A TAM Aviação Executiva (estande 1015), representando a Bell Helicopter no Brasil, está este-ndendo o tapete vermelho para o novo helicóptero “curto leve mono” (SLS, na sigla em inglês) da OEM.

O monomotor leve foi apre-sentado em junho no Air Show de Paris como uma aeronave categoria entry-level de cinco assentos com um alcance de 420 milhas náuticas (667km), uma velocidade de cru-zeiro de 125 nós e capacidade de carga de 608kg. O primeiro voo é esperado para 2014.

Precisamos de uma aeronave nova e moderna para atender às exigências dos clientes particu-lares, treinamentos e forças de segurança pública,” disse John Garrison, presidente e CEO da Bell Helicopter. “A classe SLS é, ao mesmo tempo, competitiva e sen-sível ao preço, então colaboramos com os clientes para incorporar

suas necessidades a um helicóptero de alta performance e valor num preço bastante competitivo.

“O Mercado brasileiro aceitará bem esta aeronave, em particular por sua versatilidade no segmento do qual faz parte,” disse o dire-tor comercial da TAM Aviação Executiva Leonardo Fiuza. “As exigências do mercado brasileiro são atendidas com este novo produto,” acrescentou.

O Brazil possui uma frota de mais de 1.100 helicópteros civis, dos quais 650 são corporativos, a maior parte voando dentro ou próx-imo à cidade de São Paulo. De fato, dentre os 425 helipontos localiza-dos em todo o país, mais de 260 estão na cidade de São Paulo. o

TAM welcomes Bell’s new ‘short light single’by Kirby J. Harrison

TAM Aviação Executiva (Stand 1015), representing Bell Helicopter in Brazil, is roll-ing out the red carpet for the OEM’s new “short light single” (SLR) helicopter.

The light single-engine ma chine was introduced in June at the Paris

Air Show as a five-seat, entry-level aircraft with a range of 420 nauti-cal miles (667 kilometers), a cruise speed of 125 knots and a useful payload of 608 kilograms (1,500 pounds). It is expected to make its first flight in 2014. Bell has not yet announced a price for the SLS.

“We needed a new, modern aircraft to meet the requirements of private clients, training and public security forces,” said John Garrison, president and CEO of Bell Helicopter. “The SLS class is both extremely competitive and price sensitive, so we collaborated with customers to incorporate their mission needs in a high-per-formance, high-value helicopter at a very competitive price.”

“The Brazilian market will accept this aircraft very well, in particular for its versatility within the segment proposed,” said TAM Aviação Executiva commercial director Leonardo Fiuza. “The demands of the Bra-zilian market are met in this new product,” he added.

Brazil is home to a total fleet of more than 1,100 civil helicop-ters, of which 650 are corporate/executive helicopters, most of them in service in and around the city of São Paulo. In fact, of some 425 helipads located throughout Brazil, more than 260 are in São Paulo. o

Leonardo Fiuza, director de vendas da TAM Aviação Executiva.

Leonardo Fiuza, sales director for TAM Aviação Executivea.

O novo “curto leve mono” (SLS, na sigla em inglês) da Bell Helicopter deve atender um nicho do mercado brasileiro.

Bell Helicopter’s new “short light single” (SLS) is expected to fit a Brazilian niche market.

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Fuel suppliers respond to fast-rising GA demandby Curt Epstein

While the name on the side of the refueling truck might say Air BP, BR Aviation or Shell, what’s inside it at any airport in Brazil all comes from the same source. All discussions of aviation fuel in the country must start with Petróleo Brasileiro (Petrobras), the national oil refiner of Bra-zil and the official supplier of jet-A and avgas. Petrobras pro-duces approximately 70 percent of the jet-A used in the country and imports the remainder in its effort to supply the three major distributors.

In addition to selling fuel to multinational distributors, such as Air BP and Shell, the state-backed group also pro-vides fuel through BR Avia-tion (Stand 2002), a business unit of Petrobras Distribui-dora, which in turn is a Petro-bras subsidiary. But despite that seemingly close business relationship, the aviation fuel landscape in Brazil is a level one, according to the company. “Petrobras Distribuidora has no financial advantages in the purchase of aviation products compared to other fuel distrib-utors,” said executive manager Francelino Paes, who noted that BR Aviation must pur-chase its products from Petro-bras at the same price as the other distributors, therefore allowing pricing competition to occur.

Unlike the North American FBO model, each distributor operates its own fleet of trucks, (more than 500 nationwide, in the case of BR Aviation, which, according to the company, cur-rently commands nearly 60 per-cent of the market share) and their workers perform into-plane fueling operations rather than the FBO staff. The com-panies provide fuel for all air-craft at the airports, from the largest commercial jetliner to turboprops and helicopters. At most of the larger airports in the country there is more than one provider operating and, with certain exceptions, each manages its own fuel supply

and tank farm. BR Aviation is active at 103

airports in Brazil, followed by Raizen, a joint venture between Shell and Cosan that sells avia-tion fuel under the Shell (Stand 1006) brand at 57 airports that account for approximately 95 percent of the aviation fuel mar-ket demand in Brazil. “Though the market is fully deregulated, Petrobras supplies virtually all fuel for companies based in Bra-zil,” said Leonardo Ozorio, Rai-zen’s general aviation national sales manager. “We can import as well, but at this time we have not explored this option.”

Air BP (Stand 5004) has facilities at 19 of the coun-try’s airports and is well on its way toward its plan for Brazil, according to a company spokes-man. “Air BP has an ambi-tious growth plan for the South America region,” said Ricardo Paganini, Air BP South Amer-ica spokesman. “In Brazil our main goal is to be present at the 20 most important com-mercial aviation airports across the country, while also devel-oping various supply points to increase competitiveness to our

business. Looking over the gen-eral aviation and private jets market, we intend to build up demand at some specific areas through project partnerships with third parties.”

Fuel Use RisesThe levels of general avia-

tion continue to rise in Brazil as evidenced by fuel use. “Gen-eral aviation’s fuel consump-tion in Brazil has increased significantly. In 2012, the increase was about 15 percent compared to 2011,” said Paes. “This growth was quite signif-icant when compared with the

growth of other segments of aviation, which was approxi-mately three percent, and was driven mainly by developing regions outside the major eco-nomic centers.”

That assessment was echoed by Raizen’s Ozorio: “We can-not provide specific data in terms of volume, but we can say that general aviation rep-resents five percent of the total aviation business in our com-pany (the other 95 percent is supplying airline operations), but it has been growing at least by 10 percent on an yearly basis for the last five years, far more

than the country gross domes-tic product.”

In addition to the distribu-tors, global fuel reseller World Fuel Services (Stand 5007) is also active in the private avia-tion fueling market. It recently added Celso Azuma as its new São Paulo-based sales execu-tive to handle business avia-tion sales and supply in Brazil. The company noted that its fuel volumes in both Brazil and the rest of South/Latin America have shown steady growth so far this year and it is one of its better performing regions. o

Avantto sees Brazil’s upside despite slowing economyby Kirby J. Harrison

Even as the Brazilian econ-omy appears in a slow slide downward, business aviation fractional ownership operator Avantto (Stand 6111) is watching its value grow. “People are flying about 20 percent more, and the number of flights at Avantto is growing faster than the size of our fleet,” said company presi-dent Rogério Andrade.

That fleet today totals 52 aircraft, up from 47 last year and now consisting of 28 fixed-wing airplanes and 25 helicop-ters. New to the fleet are two Embraer Phenom 300s, with a third expected. Also added recently are a Bombardier Chal-lenger 605 super-midsize jet and a Gulfstream 200, both part of the managed fleet but also avail-able to fractional members.

The pricing structure for Avantto’s form of fractional ownership is relatively simple.

The company offers only one-third shares in its fixed-wing pro-gram. The one-time buy-in for a Phenom 100 one-third share costs R$3.111 million ($1.380 million), entitling the share owner to 20 flight hours a month at R$3,466 per hour ($1,540). The monthly fixed rate fee of R$48,709 ($21,650) includes crew, insur-ance, hangar lease and manage-ment of the aircraft. Andrade said there is no wait charge and no repositioning fee.

Avantto has taken advan-tage of the growth of aviation in Brazil and its own success to make some changes to its busi-ness structure. While Avant-to’s aircraft are based, for the most part, in Rio de Janeiro and São Paulo, the addition of the Phenom 300s and the Gulfstream 200 has the com-pany flying more often to other South American countries,

and, Andrade said, “The new Challenger 604 has us flying to the U.S. and Europe.

“Also in the planning is the acquisition of our own han-gars and the launch of a main-tenance facility,” he added. “Perhaps not next year, but with the coming of the new, private business avia-tion airports, certainly in the future.

“We’d like to find partners outside Brazil for our frac-tional operation,” said Andrade. “We’re already doing some flights with poten-tial partners, pending a formal agreement, which is likely before the end of 2013. And we’re also studying the possibility of a jet card mem-bership program.”

Earlier negotiations to find a fractional ownership partner on the other side of the world in the Philippines are “pro-ceeding slower than we had hoped,” he noted. The problem, said Andrade, is mostly one of

regulatory issues: “We’ve discov-ered we can’t just apply our busi-ness model in the Philippines.”

Unlike some Brazilian busi-nesses, Andrade is not as enthu-siastic as many are about the

upcoming World Cup soccer tournament in 2014 and the 2016 Summer Olympics. “We had some experi-ence with such events during the 15-day Fed-eral Cup in June, and it was not a nice experi-ence,” he commented. “The major airports were simply closed to business aviation. I hope the authorities are better prepared for the World Cup.”

Meanwhile, the good news is that Avantto saw a 35-percent increase in revenue from 2011 to 2012, and this year expects 20- to 25-percent revenue growth over 2012. “The people who are run-ning the economy are the peo-ple who are flying in private and business aircraft, and even with a slight dip in the economy, they are still flying,” said Andrade. o

Rogério Andrade, president of Avantto, sees continued growth for fractional operations in Brazil.

Nearly all aviation fuel in Brazil–both avgas and jet-A–originates from state-backed oil group Petrobras. The Brazilian refiner insists it supplies fuel competitively to business aviation retailers Air BP, Shell and its own subsidiary, BR Aviation.

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Brasil os pilotos podem optar por vidro Garminpor Matt Thurber

A fabricante de produtos para aviação Gar-min (estande 2011) está experimentando um crescente interesse em seus produtos por parte do Mercado brasileiro, que tem a segunda maior frota de aviação geral no mundo. As cabines de comando da Garmin estão presentes em dois jatos muito populares no Brasil: os Phenom 100 e 300 da Embraer. Além disso, muitos operado-res brasileiros estão optando pelas atualizações do G950 e G1000 da Garmin para o Beechcraft King Airs, assim como a série GTN de sistemas de comunicação e navegação\GPS touchscreen da Garmin para uma variedade de aeronaves.

A série GTN é certificada sob uma lista modelo aprovada pela ANAC no Brasil, o STC (supplemental type certificate), o que significa que o GTN 650 e o GTN 750 podem ser ins-talados em centenas de diferentes aeronaves sem a necessidade de obter certificação indivi-dual para cada tipo.

O GTN 650 é o menor de dois sistemas e cabe no mesmo espaço do módulo de rádio que no antigo GNS 430W, enquanto que o GTN 750, maior, substitui o GNS 530W. Ambas as unidades têm telas muito maiores que as do GNS; a tela do GTN é 50 por cento maior que a do 430 e a tela do GTN 750 é quase 100 por cento maior que a do 530. Ambos oferecem entrada de dados em touchscreen, sintoniza-ção de radio integrada, controle de transpon-der remoto opcional e plano de voo gráfico. A tela maior do GTN 750 também permite a exi-bição das tabelas de procedimento por termi-nal eletrônico da Garmin ChartView.

Uma opção no GTN 750 é o controle de processador de áudio remoto, que permite a instalação do GMA 35 processador de áudio montado remotamente, que economiza espaço. Os pilotos também podem controlar os transponders remotos GTX33/33D do GTN 650 ou 750, economizando espaço no painel.

O GTN 650 é vendido no varejo por US$11.495 e o GTN 750 por US$ 16.995. A Garmin também oferece o GTN 625 e 725 tou-chscreen sem os rádios comunicadores por um preço mais baixo.

Rádio-altímetro GRA 5500Para montagens posteriores dos sistemas

G950 ou G1000 nos turbopropulsores King Air, os compradores podem querer acrescentar

o novo radar-altímetro GRA 5500. Dispo-nível por US$ 13.995 (sem antena), o GRA 5500 tem um design totalmente digital que emprega tecnologia digital de processamento de sinal. O GRA 5500 se comunica através de uma interface Arinc 429 padrão, permitindo que o radio-altímetro funcione com um varie-dade de cabines integradas e mostradores da Garmin. Também funciona com produtos de outros fabricantes, e atende às exigências dos

radio-altímetros de Classe-A Taws, operações Cat II ILS e Tcas II/Acas II. A nova solução da Garmin para o Tcas II/Acas II também se bene-ficiará do GRA 5500.

Segundo a Garmin, a nova tecnologia digital permite ao GRA 5500 “fornecer suave rastrea-mento de altitude resultando num consistente e altamente preciso indicador de altitude-sobre--solo, até mesmo sobre os mais desafiadores ambientes como terrenos rugosos, copas de árvores, areia e águas agitadas.” Tecnologia digital, incluindo a aplicação de filtros digitais, permite ao GRA 5500 processar centenas de medições de altitude por Segundo “para ajudar a detector e mitigar falsos retornos de altitude.”

Aqui na LABACE, a Garmin está dando des-taque a uma variedade de produtos de avia-ção, incluindo os sistemas GTN; navegadores GPS portáteis que cabem numa mão; o G1000 e seus mais recentes sistemas G3000 e G5000, que estarão presentes em jatos executivos como o HondaJet; Bombardier Learjet 70/75; Cessna Citation M2, Latitude, Longitude, X e Sovereign; e o Phenon 300 da Embraer. o

00 LABACE Convention News • August 16, 2013 • www.ainonline.com10 LABACE Convention News • August 16, 2013 • www.ainonline.com

Garmin oferece um conjunto completo de uma moderna cabine de comando em vidro para uma variedade de tipos de aeronaves.

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Brazil pilots can opt for Garmin glassby Matt Thurber

Avionics manufacturer Garmin (Stand 2011) is expe-riencing growing interest in its products from the Brazil-ian marketplace, which has the second-largest general avia-tion fleet in the world. Garmin flight decks are prominent in two popular Brazilian business jets: the Embraer Phenom 100 and 300. In addition, many Bra-zilian operators are choosing the Garmin G950 and G1000 upgrades for Beechcraft King Airs, as well as the Garmin GTN series touchscreen GPS/navigation and communication systems for a variety of aircraft.

The GTN series are certified under a Brazil ANAC-approved model list supplemental type certificate (STC), which means that the GTN 650 and GTN 750 can be installed in hundreds of different aircraft without need-ing to obtain individual certifi-cation for each aircraft type.

The GTN 650 is the smaller of the two systems and fits in the same radio stack space as the older GNS 430W, while the larger GTN 750 replaces the GNS 530W. Both units have much larger screens than the GNS units; the GTN 650 screen is 50 percent larger than that of the 430 and the GTN 750 screen is nearly 100 percent larger than the 530’s. Both offer touch-screen data entry, integrated radio tuning, optional remote transponder control and graph-ical flight planning. The larger screen on the GTN 750 also allows for display of Garmin ChartView electronic terminal procedure charts.

An option on the GTN 750 is remote audio processor con-trol, which allows installation of a space-saving GMA 35 remote-mount audio processor. Pilots can also control Garmin’s GTX33/33D remote transpon-ders from the GTN 650 or 750, further saving panel space.

The GTN 650 retails for $11,495 and the GTN 750 for $16,995. Garmin also offers the touch-screen GTN 625 and 725 without the communications radios at a lower price.

GRA 5500 Radar AltimeterFor retrofits of G950 or

G1000 systems in the King Air turboprops, buyers may want to add Garmin’s new GRA 5500 radar altimeter. Available for $13,995 (without antenna), the GRA 5500 is an all-digi-tal design that employs digital

signal processing technology. It communicates over a standard Arinc 429 interface, allowing the radar altimeter to work on a variety of Garmin integrated flight decks and displays. It also

works on third-party products, as well as meeting radar altim-eter requirements for Class-A Taws, Cat II ILS operations and Tcas II/Acas II.

According to Garmin, the

new digital technology allows the GRA 5500 “to provide smooth altitude tracking result-ing in a consistent and highly accurate altitude-above-ground indication, even over the most challenging environments like rough terrain, tree canopies, sand and choppy water.” Digi-tal technology, including appli-cation of digital filters, enables

the GRA 5500 to process hun-dreds of altitude measurements per second “to help detect and mitigate false altitude returns.”

Here at LABACE, Garmin is highlighting a variety of avionics products, including the GTN systems; handheld portable GPS navigators; the G1000 and its latest G3000 and G5000 systems. o

www.ainonline.com • August 16, 2013 • LABACE Convention News 11

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América Latina é mercado em ascensão para helicópterospor Kirby J. Harrison

Não há um fabricante que não fique disfarçadamente com água na boca ao mencionar-se o apetite da América Latina por helicópteros e o crescimento deste mercado. De acordo com o relatório da Honeywell, o 15º Perspectiva Sobre a Compra de Helicóptero a Turbina Para Uso Civil, o apetite por helicópteros na América Latina sugere um pico nas vendas de 34 por cento ao longo dos próximos 5 anos. Espera-se que as ven-das durante esse período atin-jam “algo em torno de 4.900 a 5.600 helicópteros de uso civil em todo o mundo,” tal previsão certamente chama a atenção dos fabricantes.

Numa entrevista recente, o presidente da Associação Inter-nacional de Helicópteros (HAI, na sigla em inglês), Matt Zuc-caro mostrou que as vendas de helicópteros na América Latina hoje representam em torno de 7 por cento do mercado mundial, e o Brasil é responsável por metade dessa quantia.

De fato, conforme o Segundo Anuário Brasileiro da Aviação Geral, lançado no ano passado na LABACE, a frota completa de helicópteros no Brasil atingiu 1.654 aeronaves, 159 a mais que em 2011. Desta frota 759 tinham 10 anos ou mais e, destes 292 tin-ham 20 anos ou mais.

O Brasil continua a ser o motor por trás do rápido cresci-mento do mercado de suporte a helicópteros na América Latina. A Líder Aviação (chalé 5118)–com uma frota de mais de 60 helicópteros, mais de 250 pilo-tos e um novo simulador Sikorsky S-76 da CAE SimuFlite (estande 3004) que entrou em operação no ano passado–é só uma das entidades do mercado.

Outros operadores offshore na América Latina incluem a canadense CHC, a Brazilian Helicopter Ser-vices, Omni Aviation e Omni Táxi Aéreo, Era Group e Helivia Aero Táxi. E praticamente todos os fab-ricantes de helicópteros estão rep-resentados, de AgustaWestland (Chalé 6106) e Eurocopter até Bell e a russa Kamov.

Interesses Russos

A Russian Helicopters, uma empresa de fabricação e design formada em 2007, está de olhos atentos no mercado latino

americano, de acordo com Zilvinas Sadauskas, CEO da Locatory.com, uma empresa de TI que dá suporte à indústria de peças e suprimentos para aviação, com base em Vilnius, na Lituânia. Em janeiro, Sadaus-kas apontou que, pelo fato de 20 por cento das aeronaves mili-tares de asa rotativa na América Latina serem de fabricação russa, a empresa começou a focar nos mercados civis, particularmente Brasil, Argentina e México.

A Russian Helicopters vê o Mi-171A2 como o sucessor da família Mi-8/17, que havia sido desenhada especialmente para o mercado latino-americano. “Ape-sar de ainda ser cedo, o poten-cial do Mi-171A2 no mercado latino-americano é sem dúvida robusto,” informou a empresa.

Em dezembro, a Russian Heli-copters e a operadora brasileira Atlas Táxi Aéreo assinaram um contrato de US$200 milhões pela aquisição de 14 helicópteros Kamov-62 para trabalho off-shore. O que foi prontamente seguido da criação, por parte das duas empresas, de um cen-tro serviços para helicóptero no Brasil, operado pela subsidiária Russa Oboronprom.

Conexão AgustaWestland/Embraer Explorada

Se o Brasil está no centro da demanda por helicópteros na América Latina, e parece que real-mente está, então a cidade de São Paulo é o núcleo. A frota em operação no estado de São Paulo soma mais de 400 helicópteros, e apenas na cidade há mais de 250 helipontos, um pouco mais que a metade do total de helipontos em todo o país.

Talvez a prova mais óbvia do potencial do mercado de helicópteros na América Latina e no Brasil em particular, foi um memorando de entendimento assi-nado neste ano entre a Embraer, fabricante brasileira de jatos exec-utivos e a AgustaWestland, fabri-cante de equipamentos originais (OEM, na sigla em inglês). “Este é um passo importante para a Embraer enquanto damos con-tinuidade à expansão do negó-cio,” disse o presidente e CEO da Embraer (chalé 5115) Frederico Curado, na época. O acordo teria estabelecido um empreendimento conjunto no Brasil para fabricar e comercializar helicópteros.

“O Brasil é um mercado impor-tante para a AgustaWestland e acreditamos que estar pre-sente industrialmente neste país nos ajudará a avançar num dos mercados que mais cresce no mundo,” acrescentou o CEO da AgustaWestland, Bruno Spagnolini.

As duas empresas acabaram abandonando o projeto, dizendo numa declaração conjunta que haviam decidido de mútuo acordo finalizar as negociações do projeto, mas sem apresentar as razões de terem descartado o empreendimento. Analistas acr-editam que a Embraer continu-ará a explorar a possibilidade de um helicóptero fabricado no país, como parte de uma estratégia nacional de expansão da aviação e do setor aeroespacial.

Bell Tem Ampla Presença

A Bell Helicopter está desen-volvendo uma participação con-siderável na América Latina. Neste momento, dos estimados 4.094 helicópteros da região, 1.311 são da Bell. Destes, 331 estão no México, 244 no Brasil, 182 na Colômbia e 118 na Venezuela.

Segundo o gerente de comuni-cações da Bell Brian Bianco, o fabri-cante vê maior entrada no mercado com seu Bell 407GX e 429 nos setores corporativo e de aplica-ção de leis. No mercado offshore, nosso médio 412EP continua um sucesso,” disse.

Bianco disse que a empresa Textron espera que o crescimento nestes mercados continue no curto e médio prazo, mas acrescenta, “O Bell 525 será um divisor de águas em áreas como o mercado off-shore brasileiro e manterá a Bell Helicopter como principal plata-forma para o mercado offshore

mexicano enquanto as plataformas são levadas a águas mais profundas e precisam de voos mais longos.

A Bell espera que seu novo curto leve mono (SLS) “tenha aceitação imediata no segmento de mercado corporativo em lugares como São Paulo onde operações de táxi aéreo acontecem todo o tempo.

Robinson Vê Demanda

A Robinson Helicopter alega fortes vendas globalmente, mar-cadas por 195 unidades entregues do R66 em 2012 e a expectativa de mais de 200 entregas em 2013. Espera-se que em torno de 20 por cento das entregas em todo o mundo em 2013 sejam para con-sumidores da América Latina. As vendas da Robinson na América Latina acontecem por meio de uma rede de distribuidores, a maior parte via Audi Helicópteros e Power Helicópteros, ambas com sede no Brasil.

Kurt Robinson, presidente da companhia disse que o R44 e R66 são apropriados para o transporte em área remotas de países latino-americanos onde a confiabilidade é uma necessidade absoluta. E o nível dos preços também é atra-tivo, assim como a eficiência do combustível. O R44 Raven 2 está na faixa de US$450.000, enquanto que o R66 gira em torno de US$800.000. O R66, aeronave de turbina, consome combustível numa taxa de 20 galões por hora, enquanto o R44, que tem motor a pistão, consome míseros 15 galões por hora.

O relatório Perspectiva Sobre a Compra de Helicóptero, feito pela Honeywell, reflete as expectativas de Bell, Robinson e outros fabri-cantes de equipamentos originais (OEM) não apenas para a América

Latina mas também para o mer-cado mundial. “A resposta mais forte à pesquisa deste ano indica que a indústria pode estar retor-nando a um ambiente propício à expansão,” afirma o relatório.

América Latina e Ásia contin-uam sendo a maior expectativa de expansão e reposição de frota dentre as regiões. Os autores do relatório acrescentam: “Em ter-mos de projeção de demanda regional por novos helicópteros, América Latina e Ásia contin-uam numa disputa acirrada pelo posto de terceiro maior mercado regional do mundo, após América do Norte e Europa.

Se há um problema no caminho do crescimento das operações com helicóptero na América Latina, é o da segu-rança. “O crescimento na região tem sido explosivo,” disse Zuc-caro da HAI. “Sempre que isso acontece, manter o controle se torna um desafio.”

Zuccaro afirmou que repre-sentantes de segurança da HAI fizeram várias viagens à América Latina para patrocinar seminários de segurança, e ele acrescen-tou que vários países criaram times de segurança. “Mas a con-clusão é que a indústria segue numa direção positiva e indús-tria e governo estão trabalhando para criar um nível apropriado de supervisão, de helipontos e ser-viços a manutenção e controle de tráfego aéreo.” o

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

América Latina já é o terceiro maior mercado global para vendas de helicópteros.

Latin America is now the third largest global market for helicopter sales.

www.ainonline.com • August 16, 2013 • LABACE Convention News 13

Latin America is burgeoning market for helicoptersby Kirby J. Harrison

There isn’t one manufacturer that doesn’t quietly salivate at the mention of the Latin Amer-ican appetite for helicopters and the growth of that market. According to Honeywell’s 15th Turbine-Powered Civil Heli-copter Purchase Outlook, the appetite for helicopters in Latin America suggests a 34-percent sales spike over the next half-decade. With sales during the next five years expected to reach “anywhere from 4,900 to 5,600 civilian-use helicopters world-wide,” such a forecast is cer-tainly catching the attention of helicopter manufacturers.

In a recent interview, Heli-copter Association Interna-tional (HAI) president Matt Zuccaro pointed out that heli-copter sales in Latin America now represent about 7 percent of the world market share, and sales in Brazil alone represent half of that share.

In fact, according to the 2nd Yearbook of Brazilian General Aviation released last year at LABACE, the total helicopter fleet in Brazil had reached 1,654 aircraft, 159 more than in 2011. Of that fleet 759 were 10 years old or older, and, of those, 292 were 20 years old or older.

Brazil also continues to be a major driving force behind Latin America’s emergence as a fast-growing market for helicopter support operations. Lìder Avi-ação (Chalet 5118)–with a fleet of more than 60 helicopters, more than 250 pilots and a new Sikorsky S-76 simulator from CAE SimuFlite (Stand 3004) that entered service last year–is just one of the market entities.

Other offshore operators in Latin America include Cana-da’s CHC, Brazilian Helicop-ter Services, Omni Aviation and Omni Táxi Aeréo, Era Group, and Helivia Aéreo Táxi. And nearly every helicopter man-ufacturer is represented, from AgustaWestland (Chalet 6106) and Eurocopter to Bell and Rus-sia’s Kamov.

Russian InterestsRussian Helicopters, a design

and manufacturing company formed in 2007, is keeping a sharp eye on the Latin Ameri-can market, according to Zilvinas Sadauskas, CEO of Locatory.com, an IT company supporting the aviation parts and supplies industry and based in Vilnius,

Lithuania. In January, Sadauskas pointed out that since 20 percent of Latin America’s rotorcraft are of Russian manufacture, the company has begun to focus on civil markets, particularly in Bra-zil, Argentina and Mexico.

Russian Helicopters sees the Mi-171A2 as the successor of the Mi-8/17 family, which itself was specifically tailored to the Latin American mar-ket. “Although these are early times, the Mi-171A2’s poten-tial in the Latin American mar-ket is undoubtedly robust,” the company said.

In December, Russian Heli-copters and Brazilian operator Atlas Táxi Aéreo signed a $200 million deal for the acquisition of 14 Kamov-62 helicopters for offshore work. This was quickly followed by creation by the two of a joint helicopter service cen-ter in Brazil, operated by Rus-sian subsidiary Oboronprom.

AgustaWestland/Embraer Negotiations Fail

If Brazil is the center of heli-copter demand in Latin Amer-ica, and it certainly seems that way, then the city of São Paulo is its heart. The fleet in service in the state of São Paulo numbers more than 400 helicopters, and in the city alone there are more than 250 helipads, slightly more than half of the total helipads nationwide.

Perhaps no more obvious proof of the potential mar-ket for helicopters in Latin America, and in Brazil in par-ticular, was a memorandum of understanding signed ear-lier this year between Brazil-ian business jet manufacturer Embraer and helicopter OEM AgustaWestland. “This is an

important step for Embraer as we continue expanding our business,” said Embraer (Cha-let 5115) president and CEO Frederico Curado at the time. The deal would have estab-lished a joint-venture company in Brazil to manufacture and market helicopters.

“Brazil is an important mar-ket for AgustaWestland and we believe having an indus-trial presence in this country will help us to further grow our business in one of the world’s fastest growing markets,” added AgustaWestland CEO Bruno Spagnolini.

The two companies subse-quently abandoned the effort, saying in a joint statement they had mutually decided to termi-nate negotiations on the project but offering no reason for scut-tling the venture. Analysts sub-sequently believe Embraer will continue to explore the possibil-ity of a domestically built heli-copter, as part of the country’s overall aviation and aerospace expansion strategy.

Bell Has a Large PresenceBell Helicopter is build-

ing a considerable stake in Latin America. At this point, of what the company esti-mates are 4,094 helicopters in the region, 1,311 are Bells. Of those, 331 are based in Mexico, 244 in Brazil, 182 in Colombia and 118 in Venezuela.

According to Bell communi-cations manager Brian Bianco, the manufacturer is seeing the greatest market penetration with its Bell 407GX and 429 in the corporate and law enforcement sectors. In the offshore market, “our medium 412EP continues its success,” he said.

Bianco said the Textron com-pany expects growth in these markets to continue in the short and medium term, but added, “The Bell 525 will be a game changer in areas like the Bra-zilian offshore market and will

maintain Bell Helicopter as the primary platform for the Mex-ican offshore market as plat-forms go into deeper water and require longer flights.”

Bell expects its new Bell short light single (SLS) “will have immediate penetration into the corporate market seg-ment in places like São Paulo where air taxi operations are almost nonstop.”

Robinson Helicopter claims strong sales globally, marked by 195 R66 deliveries in 2012 and expectation of more than 200 deliveries in 2013. Roughly 20 percent of deliveries world-wide in 2013 are expected to go to Latin American customers. Robinson sales in Latin Amer-ica are solely through a net-work of distributors, most of them via Audi Helicópteros and Power Helicópteros, both based in Brazil.

Robinson president Kurt Robinson said the R44 and R66 are well suited to trans-port into remote areas in Latin American countries where reli-ability is an absolute neces-sity. And the price point is also attractive, as is the fuel effi-ciency. The R44 Raven 2 is in the $450,000 range, while the R66 is priced around $800,000. The turbine-powered R66 sips fuel at the rate of about 20 gal-lons an hour, while the piston-engine R44 averages a miserly 15 gallons per hour.

The Honeywell helicopter-purchase outlook reflects the

expectations of Bell, Robinson and other helicopter OEMs for not only Latin America but for the worldwide mar-ket. “This year’s stronger sur-vey response indicates that the industry may be returning to a more expansionary environ-ment,” said the report.

Latin America and Asia con-tinue to have the highest fleet replacement and expansion expectations among the regions. The report’s authors added: “In terms of projected regional demand for new helicopters, Latin America and Asia remain in close competition to claim the world’s third largest regional market, following North Amer-ica and Europe.”

If there is a problem facing the growth of helicopter oper-ations in Latin America, it is one of safety. “The growth in the region has been explo-sive,” said HAI’s Zuccaro. “Anytime that happens, main-taining some kind of control is a challenge.”

Zuccaro said HAI safety representatives have made sev-eral trips to Latin America to sponsor safety seminars, and he added that several coun-tries have created safety teams. “But the bottom line is that the industry is going in a posi-tive direction, and industry and government are working to cre-ate an appropriate level of oversight, from heliports and service to maintenance and air traffic control.” o

A Robinson Helicopter estima que 20 por cento de seus helicópteros R44 e R66 vendidos mundialmente em 2013 sejam entregues na América Latina.

Robinson Helicopter estimates that 20 percent of its R44 and R66 helicopters sold globally in 2013 will be delivered to Latin America.

Matt Zuccaro, president, Helicopter Association International

Matt Zuccaro, presidente, Associação Internacional de Helicópteros (HAI, na sigla em inglês)

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

CRS reforça apoio a aeronaves brasileiras antigaspor Matt Thurber

CRS JET Spares atua no mercado há mais de 30 anos, fornecendo peças de reposição a uma varie-dade de jatos executivos. Sediada em Fort Lauderdale, Florida, a Cor-porate Rotable&Suply (CRS, na sigla em inglês), abriu as portas em 1982 em Hialeah, Florida, especializando-se primeiro em jatos Sabreliner. Ao longo dos anos, a empresa se expan-diu e atende uma variedade de aero-naves: Gulfstreams, incluindo o Astra e G100; Hawkers; Challeng-ers; Falcons; Learjets e Beechjets.

No Brasil, a CRS (estande 1016) faz parceria com a One Aviation.

A CRS também é um centro autorizado da Securaplane em ven-das e serviços no Brasil. A especiali-dade da Securaplane é a fabricação de produtos para armazenamento de energia de íons-lítio, sistemas de conversão de energia, câmeras e sistemas de segurançade aero-nave, sistemas de intranet sem fio a bordo para detecção de fumaça e iluminação de emergência.

“Buscamos oportunidades internacionalmente,” disse o vice presidente de vendas e desenvolvimento empresarial da CRS Jack Caloras, “e estamos tentando firmar parcerias com empresas que possam nos aju-dar.” Há uma grande frota de jatos Learjet séries 35 e 40 no Brasil, ele acrescentou, “o que dá uma boaprojeção para a CRS. Trabalharemos com esse tipo de suporte e foco na distribuição, vendas e serviços da Securaplane no Brasil.”

Desmontando estruturasEnquanto o maior foco da CRS

ao longo dos anos tem sido for-necer componentes para manter jatos executivos no ar, um aspecto deste negócio tem crescido: o des-monte de estruturas de aeronaves antigas. Segundo Caloras, “Mui-tas estruturas clássicas que, pou-cos anos atrás seriam consideradas de primeira, estão agora em um ponto crítico quando confronta-das com a opção de vender uma estrutura aeronavegável ou tirar a aeronave do mercado para ser desmontada e ter suas peças ven-didas.” A CRS já desmontou em torno de 15 aeronaves até agora, incluindo um Astra, recentemente desmantelado; um Challenger 601 e um Falcon 50.

“Nós sempre compramos aero-naves no passado,” disse Caloras, “mas parece ser um tipo de situ-ação muito diferente a que está fazendo surgir esta necessidade ou oportunidade, com a economia

fazendo muito mais parte do pro-cesso. Sempre foi uma questão de dinheiro, mas agora com os preços [tão em baixa], muita gente está de cabeça para baixo em seus aviões.”

Com os jatos antigos se tor-nando menos econômicos devido aos crescentes custos de manuten-ção e avaliações extremamente baixas, a CRS analisa de quatro a cinco ofertas por semana para desmontar jatos antigos, segundo Armando Leighton, fundador e presidente da CRS. É um processo em que ganham tanto o proprietário da aeronave quanto a CRS, devido ao histórico da empresa de oferecer suporte a vários tipos de jatos exec-utivos e a necessidade de que os proprietários obtenham o máximo retorno em seus investimentos.

“Temos uma fórmula de sucesso e um histórico compro-vado de como lidar com este tipo de projeto profissionalmente para gerar a maior renda possível,” disse Caloras. “É uma opção muito atrativa para proprietários de aeronave quando enfrentam a opção de mudanças.” E não são apenas os proprietários que estão interessados em desmantelar estruturas antigas, mas também instituições financeiras, segura-doras, negociadores de aeronaves e advogados.

Nem todas as aeronaves são adequadas ao desmonte, e o valor dos componentes individ-uais dependem de quanto a frota continua a voar e se já existem ou não peças suficientes parasu-prir o restante das aeronaves. Os Gulfstream GII, por exemplo, estão rapidamente deixando a frota aeronavegável, e há tantas peças disponíveis para os poucos GII que ainda estão voando, que há um excedente de peças removidas no mercado. A CRS investiu no mer-cado GII e GIII poucos anos atrás, comprando um grande inventário de componentes aeronavegáveis, que são mais atrativos para oper-adores do que utilizados como peças removidas. A CRS oferece peças para GII e GIII novas e aero-navegáveis com garantia.

Em todo caso, a CRS fica a pos-tos para auxiliar os consumidores a manter seus jatos no ar ou a encon-trar uma maneira econômica de levar a aeronave pelo processo de final de vida. o

CRS Jet Spares partners with Aeross in Brazil to provide aftermarket parts support for a variety of business jets, such as this Falcon 50EX.

CRS Jet Spares firma parceria com Aeross no Brasil para fornecer peças de reposição a uma variedade de jatos executivos, como este Falcon 50EX.

CRS shores up support for Brazil’s aging aircraftby Matt Thurber

CRS Jet Spares has been in business for more than 30 years, providing aftermarket parts support for a variety of business jets. Based in Fort Lauderdale, Florida, Corporate Rotable & Supply (CRS) opened in 1982 in Hialeah, Florida, special-izing at first in the Sabreliner jet. Over the years, the com-pany has expanded to serve numerous aircraft types, among them, Gulfstreams, including the Astra and G100; Hawkers; Challengers; Falcons; Learjets and Beechjets.

In Brazil, CRS (Stand 1016) partners with One Aviation.

CRS is also an authorized Securaplane sales and service center in Brazil. Securaplane’s specialty is manufacturing lith-ium-ion energy storage prod-ucts, power conversion systems, aircraft camera and security sys-tems, onboard wireless intranet systems for smoke detection and emergency lighting systems.

“We seek opportunity inter-nationally,” said CRS vice pres-ident of sales and business development Jack Caloras, “and we’re trying to partner with com-panies to help us out.”

There is a large fleet of Learjet 35 and 40 series jets in Brazil, he added, “which is a good program for CRS. We’re going to work on that type of

support and focus on Secura-plane distribution, sales and ser-vice from Brazil.”

Parting Out AirframesWhile most of CRS’s focus

over the years has been pro-viding components to keep business jets in the air, one aspect of that business has been growing: parting out of older airframes.

According to Caloras, “Many classic airframes that would have been considered premier airframes just a few years ago are now at a tip-ping point when faced with the option of selling an airwor-thy airframe or taking the air-craft off the market to be taken apart and sold as pieces.” CRS has parted out 15 airframes so far, including a recently dis-mantled Astra, a Challenger 601 and Falcon 50.

“We’ve always purchased aircraft in the past,” Caloras said, “but it seems to be a much different type of situation that’s providing that need or opportunity at this point, with the economics being so much more a part of the process. It’s always been about money, but now with prices [so low], so many people are upside down in their airplanes.”

With more older jets

becoming uneconomical to operate due to growing mainte-nance costs and extremely low valuations, CRS is seeing about four to five offers per week to part-out older jets, according to Armando Leighton, founder and president of CRS.

“We have a formula for suc-cess and a proven record on how to handle this type of proj-ect professionally in order to generate the most revenue pos-sible,” said Caloras. “It is a very attractive option for peo-ple involved with aircraft own-ership when facing the choices brought upon by change.”

Not all airplanes are suit-able for parting out, however, and the value of the individual components depends on how much of the fleet continues to fly and whether there already are enough parts to support the remaining airplanes. Gulfstream GIIs, for example, are rapidly leaving the airworthy fleet, and there are so many parts available for the few GIIs still flying that there is a glut of as-removed parts on the market.

CRS invested in the GII and GIII market a few years ago, buying a large inventory of airworthy components, which are more attractive to oper-ators than used as-removed parts. CRS offers new and air-worthy GII and GIII compo-nents with warranties.

In either case, CRS helps customers to keep their jets flying or to find an economical path to smoothly transition an aircraft through the end-of-life process. o

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IBAC urges South America to follow IS-BAO path to safetyby Curt Epstein

The International Business Aviation Council (IBAC) is here at LABACE once again to continue to inform South American aircraft operators about the voluntary International Standards for Business Aircraft Operations (IS-BAO) program that it established just over 11 years ago in response to shifting regula-tory demands on the sector.

Recently, IBAC announced that the audit-based program–which is a set of pro-fessional industry practices recognized by major regulatory authorities and ICAO–had enrolled its 700th member. Most of

those are private business aircraft operators, but the member-

ship also includes air charter operators and/or aircraft

management providers as well. IS-BAO cur-rently has registrants in 37 countries around the world.

“Regardless of location, private busi-ness and aviation char-ter operators benefit

from IS-BAO because of its well-integrated sys-

tem of standards that promote safety, efficiency

and effectiveness,” said John Sheehan, IBAC’s audit manager.

“IS-BAO uses a high-quality safety man-agement system as the central integration mechanism to help operators manage their operational risk to a level as low as rea-sonably practicable, no matter their size or type of operation. A beneficial advantage of the program assures operators that they meet all ICAO standards for private opera-tors of large and/or turbojet aircraft.”

IS-BAO has been described as the establishment of a true participatory nonpunitive safety culture within an operation, and its aims are to foster a voluntary practices protocol for the business aviation world through the adoption of safety management systems (SMS), a crew fatigue countermeasures

program, formalized organizational and personnel training and the creation and use of operational manuals and emer-gency response plans. This is impor-tant since analyses of business aviation accidents show that between 20 and 30 percent of them could be avoided by adherence to IS-BAO practices.

Currently, aside from in Bra-zil, IS-BAO has not generated a lot of strong interest in South America, according to program officials. Despite some inquiries from companies in coun-tries such as Colombia, Chile, Argen-tina and Brazil–which is home to many private aircraft–remains the program’s stronghold on the continent, with 12 certified operators currently listed. “I would say it’s quite good for both busi-ness/corporate aviation types and char-ter types. I’d say at least half of those 12 operators have operating certificates, and these are some of the biggest oper-ators,” said Sheehan. Among them is Líder, one of the country’s major avia-tion services providers, which operates a string of FBOs as well as a larger air-craft charter/management business.

IBAC (Stand 3020), which represents 14 national and regional business avi-ation associations, has been a regular presence at the show since its inception, and the organization again is explaining its advocacy role and the services it pro-vides. “LABACE is an important event for us since it is our principal showcase in South America for both IBAC and IS-BAO,” Sheehan told AIN. “Addition-ally we are supporting one of our long-time affiliates, Associaçao Brasileira de Aviáçáo Geral (ABAG).”

Here at the show, IBAC is conducting two full-day workshops: Fundamentals of IS-BAO (Thursday and Friday, Santos Dumont Auditorium 2), which describes the workings of the program, including its goals and how private aircraft opera-tors can achieve the various levels of cer-tification within. While there currently are eight accredited IS-BAO auditors in Brazil, the second workshop–IS-BAO Auditor Accreditation Workshop–is aimed at training prescreened, pre-quali-fied individuals seeking to become audi-tors within the program.

“Our workshops at LABACE have always been well attended since these are the only ones conducted annually in South America,” said Sheehan. LABACE is the first business aviation convention where the IS-BAO workshops have been completely integrated into the event rather than taking place before or after it. o

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

IBAC incita América do Sul a seguir o caminho da IS-BAO à segurançapor Curt Epstein

O Conselho Internacional de Aviação Exec-utiva (IBAC, na sigla em inglês) está aqui na LABACE novamente para continuar a infor-mar os operadores de aeronave Sul-amer-icanos sobre os Padrões Internacionais para Operações em Aeronaves Executi-vas (IS-BAO), programa voluntário esta-belecido pouco mais de 11 anos atrás em resposta às mudanças nas exigências regu-latórias no setor.

Recentemente, o IBAC anunciou que o programa, baseado em auditorias–que é um conjunto de práticas profission-ais da indústria reconhecidas pelas maio-res autoridades regulatórias e pelo ICAO –havia registrado seu 700º membro. São, em sua maior parte, operadores de aero-naves privadas executivas, mas o programa também inclui operadores de fretamentos aéreos e/ou gerenciadores de aeronaves. O IS-BAO atualmente tem participantes em 37 países em todo o mundo.

“Independente da localização, opera-dores de executivos privados e de freta-mento aéreo beneficiam-se do IS-BAO por seu sistema de padrões bem integrado que promove a segurança, eficiência e eficácia,” disse John Sheehan, gerente de auditoria do IBAC. “O IS-BAO usa um sistema de gerenciamento de segurança de alta qualidade como mecanismo cen-tral de integração para auxiliar os oper-adores a administrar o risco operacional a um nível tanto baixo quanto razoavel-mente praticável, não importando o tamanho ou tipo de operação. Uma van-tagem do programa garante aos opera-dores que eles atendam todos os padrões ICAO para operadores privados de aero-naves grandes e/ou turbojatos.”

O IS-BAO tem sido descrito como o estabelecimento de uma cultura de segu-rança verdadeiramente participativa e não punitiva, dentro de uma operação, e seus objetivos são nutrir um protocolo de práti-cas voluntárias para o mundo da aviação executiva através da adoção de sistemas de gerenciamento de segurança (SMS), um programa de medidas contra fadiga da tripulação, treinamento organizacional e de pessoal formalizado e a criação e uso de manuais operacionais e planos de resposta a emergência. Isto é importante já que análises de acidentes na aviação executiva mostram que entre 20 e 30 por cento deles poderiam ter sido evitados pela adesão às práticas do IS-BAO.

Atualmente, exceto pelo Brasil, o IS-BAO não tem gerado um interesse muito forte na América do Sul, segundo autoridades do programa. Apesar de alguns levan-tamentos feitos por empresas em países como Colômbia, Chile, Argentina, Bra-sil–que abriga muitas aeronaves privadas–mantém-se o reduto do programa no continente com apenas 12 operadores cer-tificados. “Eu diria que é muito bom tanto para a aviação executiva quanto para os fretamentos. Eu diria que ao menos metade destes 12 operadores têm certificação de

operação, e estes são alguns dos maiores operadores,” disse Sheehan. Dentre eles está a Líder, uma das maiores fornecedo-ras de serviços para a aviação do país, que opera uma série de FBOs assim como uma empresa de fretamento/gerenciamento de grandes aeronaves.

O IBAC (estande 3020), que repre-senta 14 associações nacionais e regionais da aviação executiva, tem sido uma pre-sença constante na mostra desde sua con-cepção, e a organização está novamente explicando seu papel jurídico e os serviços que fornece. “A LABACE é um evento importante para nós por ser nossa prin-cipal vitrine na América do Sul tanto para o IBAC quanto para o IS-BAO,” Sheehan disse à AIN. “Adiciona-lmente estamos apoi-ando um de nossos afiliados de longa data, a Associação Brasileira de Aviação Geral (ABAG).”

Aqui na mostra, o IBAC está con-duzindo duas work-shops de um dia inteiro: Os fundamen-tos do IS-BAO (quinta e sexta, no Auditório San-tos Dumont 2), que descreve os trabalhos do programa, inclu-indo seus objetivos e como os operadores de aeronaves privadas podem obter seus vários níveis de certificação. Enquanto atualmente há oito auditores IS-BAO cre-denciados no Brasil, a segunda workshop–Workshop Credenciamento de Auditor IS-BAO–é direcionada a treinar pessoal pré-selecionado e já qualificado, que procuram tornarem-se auditores no programa.

“Nossas workshops na LABACE têm tido boa frequencia já que são as únicas con-duzidas anualmente na América do Sul,” disse Sheehan. A LABACE é a primeira con-venção de aviação executiva onde as work-shops do IS-BAO têm sido completamente integradas em vez de acontecerem antes ou após o evento. o

John Sheehan, IBAC audit manager

Standardaero winS PrimuS elite aPProval from anaC

Brazil’s ANAC aviation authority has granted a supplemental type certificate (STC) to StandardAero for installation of the Primus Elite avionics suite developed by Honeywell (Stand 1004) for the Dassault Falcon 900C and Falcon 900EX.

The approval by Brazilian aviation authorities follows receipt of an STC from Trans-port Canada. Approval by the European Aviation Safety Agency was expected just prior to the opening of LABACE 2013.

The ANAC certification allows replacing of the aging cathode-ray-tube cockpit displays on the two Falcon 900 models with the Primus Elite DU-875 liquid-crystal display equip-ment. Primus Elite supports integration of paperless electronic charts and maps, video displays and optional XM graphical weather. The high-resolution graphics are designed to support future features such as the SmartView synthetic-vision system.

The installation can be done at any of StandardAero’s four U.S. facilities–in Augusta, Georgia; Houston, Texas; Los Angeles, California; and Springfield, Illinois. –K.J.H.

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Brazil’s airliner mindset inhibits the function of bizav FBOsby Curt Epstein

While business aviation traffic in Bra-zil continues to grow, the infrastruc-ture needed to serve that traffic is slowly evolving as well, in advance of the coun-try’s hosting two of the world’s top sport-ing events: the 2014 World Cup and the 2016 Summer Olympic Games. But for those used to the North American model of an FBO, there are still some differ-ences at many of Brazil’s airports.

“I would say it’s more closely along the European model,” said Tim Bar-tholomew, manager of international trip support for Rockwell Collins Flight Ser-vices (Stand 2007). “Just like in Europe, where there’s not really an FBO, you either have a main terminal and a general aviation terminal or just one terminal.”

At the larger airports in Brazil, FBOs do exist, with local aviation company Líder Aviação (Stand 5107) certainly the most visible, operating 24 such facilities around the country. BR Aviation (Stand 2002), the aviation fuels division of Brazil-ian national petroleum refiner Petrobras, has FBO facilities at 13 airports, including Congonhas, Guarulhos and Sorocaba in São Paulo; Jacarepaguá in Rio de Janeiro; Brasília; Bacacheri near Curitiba; and Uberlândia (MG), Porto Seguro (BA), Bonito (MS) and Cuiabá (MT).

At some airports, such as São Pau-lo’s Congonhas, one of the busiest busi-ness aviation airports in the country, BR Aviation faces competition including Líder, TAM’s private aviation facility and Target, and the amenities and services offered by each can vary. Aside from the major players, most other FBOs in the country are either single or perhaps two-location companies, which in many cases have grown out of hangars operated by charter providers that decided to offer services to other aircraft operators.

FBOs in Brazil face two handicaps when compared to those in North America. The first is, most locations in Brazil do not oper-ate their own fuel farms or tanker trucks and (aside from the BR Aviation facilities) are not even permitted to sell fuel. While they may request the arrival of a fuel truck, all transactions are handled either by the fuel distributor (such as BR Aviation, Shell or Air BP) or, at some airports, a third-party into-plane agent.

At Brazil’s airports there is little dis-tinction made as to what type of aircraft are being fueled. “Basically, the refueling for business airplanes is the same as for airlines,” said Andre Camargo, Univer-sal Weather & Aviation’s country man-ager for Brazil. “At some airports we have small trucks dedicated for general aviation, but they are really focused on commercial flights.” FBO operators are looking to change this, with some sug-gesting that the first steps will be when the FBOs are allowed to purchase fuel from the airport tanks and hold it their own trucks; in essence, using them as mobile fuel storage units.

International PassengersAnother difference is in the handling

of international passengers. “The biggest difference between the FBOs in the U.S. and the FBOs in Brazil is that we don’t have the customs and immigration area specific for executive aviation,” said Ana Paula Martin, Líder’s international oper-ations manager. “It’s necessary to go to the main terminal with the passengers and crew from the commercial airlines, and it’s all in one place, all together in the main terminal not inside an FBO like you have in America, for example.”

Though Martin said authorities often

00 LABACE Convention News • August 14, 2013 • www.ainonline.com18 LABACE Convention News • August 16, 2013 • www.ainonline.com

Continued on page 20 u

Mentalidade das companhias impede o funcionamento das FBOspor Curt Epstein

Enquanto o tráfego da aviação executiva no Brasil continua a crescer, a infra-estrutura necessária evolui lentamente, com a vanta-gem de o país sediar dois dos maiores even-tos esportivos do mundo: a Copa do Mundo de 2014 e as Olimpíadas de 2016. Mas para aqueles acostumados ao modelo norte-ameri-cano de operadores de base fixa (FBO, na sigla em inglês), há ainda algumas diferenças em muitos dos aeroportos do Brasil.

“Eu diria que está mais próximo do modelo europeu,” disse Tim Bartholomew, gerente de suporte a viagens internacionais da Rockwell Collins Flight Services (estande 2007). “Como na Europa, onde não há propriamente um FBO, ou tem-se um terminal principal e um terminal de aviação geral ou apenas um terminal.”

Nos maiores aeroportos brasileiros, existem sim as FBOs, com a empresa local de aviação Líder Aviação (estande 5107) certamente a mais visível, operando 24 destes centros em todo o país. A BR Aviation (estande 2002), a divisão de combustível de aviação da refinaria nacional brasileira de petróleo, Petrobrás, tem estruras FBO em 13 aeroportos, incluindo Con-gonhas, Guarulhos e Sorocaba em São Paulo; Jacarepaguá no Rio de Janeiro; Brasília; Bacach-eri, próximo a Curitiba; e Uberlândia (MG), Porto Seguro (BA), Bonito (MS) e Cuiabá (MT).

Em alguns aeroportos, como Congonhas de São Paulo, um dos aeroportos mais movimen-tados pela aviação executiva no país, a BR Avia-tion enfrenta rivais que incluem a Líder, o centro para aviação executiva da TAM e Target; e as facilidades e serviços oferecidos por cada um podem variar. Além dos maiores, a maior parte das outras FBOs no país são empresas presentes em uma ou talvez duas cidades, que em muitos casos cresceram partindo de hangares operados por fretadores que decidiram oferecer serviços a outras operadoras de aeronaves.

Problemas com o CombustívelAs FBOs no Brasil enfrentam duas deficiên-

cias quando comparadas àquelas da América do Norte. A primeira é, a maioria das cidades brasileiras não operam suas próprias esto-cagens de petróleo ou caminhões-tanque (exceto a BR Aviation) e não têm sequer per-missão para vender combustível. Enquanto eles podem solicitar a chegada de um camin-hão de combustível, todas as transações são manejadas pelo distribuidor de combustível (como a BR Aviation, Shell ou Air BP) ou, em alguns aeroportos, um terceiro agente.

Nos aeroportos brasileiros há pouca distin-ção de qual tipo de aeronave está sendo abas-tecida. “Basicamente, o reabastecimento de aviões executivos é o mesmo das compan-hias aéreas,” disse André Camargo, gerente

nacional para o Brasil da Universal Weather & Aviation. “Em alguns aeroportos temos peque-nos caminhões dedicados à aviação geral, mas eles estão realmente focados nos voos com-erciais.” Operadores de FBO esperam mudar isso, alguns sugerem que os primeiros passos serão dados quando os FBOs puderem com-prar combustível dos tanques dos aeroportos e guardá-los em seus próprios caminhões; na essência, usá-los como unidades móveis de estocagem de combustível.

Obstáculos InternacionaisOutra diferença está na maneira de lidar com

passageiros internacionais. “A maior diferença entre os FBOs nos EUA e os FBOs no Brasil é que não temos áreas de alfândega e imigração espe-cíficas para a aviação executiva,” disse Ana Paula Martin, gerente de operações internacionais da Líder. “É necessário ir ao terminal principal com passageiros e tripulação das companhias aéreas, e é tudo no mesmo local, todos juntos no ter-minal principal e não dentro de um FBO como vocês têm na América, por exemplo.”

Apesar de Martin ter dito que as autoridades com frequencia aceitam pedidos de atendi-mento prioritário para os passageiros da aviação privada, não há uma fila dedicada a eles.

A necessidade de ir até o terminal princi-pal para os procedimentos de alfândega e imi-gração nas chegadas e partidas pode fazer com que alguns operadores deixem de usar o FBO e deixem o avião estacionado onde foram inicial-mente direcionados, de acordo com Camargo, da Universal. “A maioria dos clientes prefere não reposicionar a aeronave primeiramente porque antes de realizar os procedimentos, é preciso estacionar num local designado,” ele disse à AIN. “Uma vez que você realizou os procedi-mentos, então pode reposicioná-lo, mas às vezes os operadores preferem não fazê-lo porque toma tempo e porque eles precisam realizar o mesmo procedimento na saída, então você pre-cisa reposicionar a aeronave de volta ao estacio-namento do aeroporto para sair do país.”

Outro fator, disse Camargo, é que enquanto passageiros domésticos podem embarcar no hangar do FBO, aos passageiros internacio-nais isso não é permitido. “Você tem que ir ao terminal [principal] e depois ir à aeronave.

Artist’s concept depicts Líder Aviação’s forthcoming 10,000-sq-m hangar at Galeão International Airport in Rio de Janeiro. The new facility is planned to open in 2014.

Concepção artística retrata o futuro hangar de 10.000 m² da Líder Aviação no Aeroporto Internacional Galeão no Rio de Janeiro. A nova estrutura está marcada para abrir em 2014.

Continua na página 20 u

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accept requests for priority service for private aviation passengers, there is no dedicated line for them.

That need to visit the main passenger terminal for customs and immigrations procedures on arrivals and departures may cause some operators to skip using an FBO and leave the airplane parked where they are initially directed, accord-ing to Universal’s Camargo. “Most of the

customers prefer not to reposition the air-craft primarily because before you carry out the procedures, you need to park in a designated space,” he told AIN. “Once you have the procedures processed, then you can reposition, but sometimes opera-tors prefer not to do this because it takes time and they have to carry out the same procedure on the way out, so you need to reposition the aircraft back to the airport parking spot in order to leave the country.”

Another factor, said Camargo, is that while domestic passengers can board the

aircraft at the FBO hangar, international passengers are not allowed to. “You have to go to the [main passenger] terminal and then go to the aircraft. Certainly the hangar, the VIP rooms, even the private ramp sometimes become useless because of those requirements.”

Líder, which opened its first FBO at Belo Horizonte in 1958, added its second 12 years later at Rio’s Santos Dumont Airport. Since then the company has grown to be the biggest aviation services provider in the country. Its latest proj-ect is a new FBO/107,639-sq-ft hangar at Galeão International Airport in Rio, which the company expects to be com-pleted early next year.

At Congonhas, which is hosting this week’s LABACE show, it offers six han-gars–three for fixed-wing aircraft and three for helicopters–along with four VIP lounges; while its headquarters at Belo Horizonte’s Pampulha Airport has five hangars, two lounges and an operations office. Most of the company’s locations include hangars but some, such as Curi-tiba’s Afonso Pena International Airport and Porto Alegre’s Salgado Filho Inter-national Airport, have only executive lounges to greet arriving passengers.

While Líder operates at many airports in the country, it, like most ground-han-dling companies, will dispatch agents to assist customers traveling to those where it doesn’t have a physical presence. At those airports lacking an FBO or private hangar, ground handlers will typically make all the necessary arrangements. o

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

Bizav FBO conceptuContinued from page 18

Certamente o hangar, as salas VIP, até a rampa privativa às vezes se tornam inúteis por conta de tais exigências.”

A Líder, que abriu sua primeira FBO em Belo Horizonte em 1958, abriu a segunda 12 anos depois no aeroporto Santos Dumont no Rio de Janeiro. Desde então a empresa cresceu até se tornar a maior fornecedora de serviços de avia-ção no país. Seu mais recente projeto é um novo hangar FBO/107.639 pés quadrados no Galeão, aeroporto internacional no Rio, que a empresa espera estar pronto no início do próximo ano.

Em Congonhas, que está recebendo a mostra da LABACE esta semana, ele oferece seis hangares – três para aeronaves de asa fixa e três para helicóteros – assim como quatro espa-ços VIP; enquanto que a matriz no aeroporto da Pampulha em Belo Horizonte, possui cinco han-gares, duas salas de espera e um escritório de operações. A maior parte dos locais da empresa inclui hangares mas alguns, como o Aeroporto Internacional Afonso Pena em Curitiba e o Aeroporto Internacional Salgado Filho em Porto Alegre, têm apenas salas de espera executivas para recepcionar os passageiros.

Enquanto a Líder opera em muitos aero-portos no país, ela, como a maioria das empresas de solo, envia agentes para auxiliar os clientes que viajam para onde não há pre-sença física. Nestes aeroportos onde falta um FBO ou hangar privativo, as empresas de solo tradicionalmente tomam todas as providên-cias necessárias. o

Funcionamento das FBOsuContinuação da página 18

At some Brazilian airports the refueling of business aircraft is a lower priority for fuel suppliers than serving commercial airplanes.

Em alguns aeroportos brasileiros o reabastecimento de aeronaves executivas tem menor prioridade para os fornecedores do que o serviço prestado às companhias aéreas.

HeliSure offered to helicopter OEMsby Matt Thurber

The new HeliSure systems introduced by Rockwell Collins aren’t just synthetic-vision sys-tems (SVS) and terrain aware-ness and warning systems (Taws) for helicopters but “a family of technologies that are going to provide solutions for helicopter cockpits,” said Dan Toy, princi-pal marketing manager for the company’s rotor-wing business. The first products are HSVS and HTaws and will be fitted to new AgustaWestland AW149, AW189, AW101 and AW169 helicopters.

“What we’re really trying to do with HeliSure,” Toy said, “is provide a level of situational

awareness in cockpits that you can’t get anywhere else today.” This means not just database-type solutions, such as HSVS and HTaws, but future capa-bilities where active sensors installed on the helicopter help pilots detect hazards. These haz-ards will be shown on Rockwell Collins displays but with intui-tive symbology that helps fuse the entire picture together for the pilot, he explained. “We’re focus-ing on crew workload reduction. More information is not always good. We have to smartly bring it together so the pilot is able to understand what it is.” The idea, he added, “is to display actionable

information in the cockpit and avoid information overload.”

Modified for HelicoptersThe HSVS isn’t just ported

from the Rockwell Collins Pro Line Fusion SVS used for busi-ness aircraft, rather it is modi-fied for helicopters. The terrain resolution is higher, Toy said, “because helicopters fly at lower altitudes. We also added symbol-ogy to include additional obsta-cles. When you’re flying a business jet at 35,000 feet, you don’t care about a 100-foot building. Fly-ing at 1,000 feet, those 100-foot buildings look a lot larger.

“In the AgustaWestland plat-forms, we share cockpit devel-opment with Agusta,” Toy said. Displays and the software that runs them and the control-dis-play unit are Rockwell Collins products. The helicopters’ mis-sion computer hosts FMS soft-ware and also includes storage

for the HeliSure data-bases. “We’ve married it all together so it plays very seamlessly,” he said.

Other HeliSure fea-tures that will likely come next include traffic avoid-ance, active wire and obstacle detection, and hazard detection when in

close proximity to other aircraft. For HTaws, Rockwell Collins has licensed software algorithms from Sandel Avionics, includ-ing its TrueAlert nuisance-alerts elimination technology, but not Sandel’s WireWatch wire-strike protection database. Rockwell Collins uses its own 3-arc second terrain database for HSVS. Toy said the company could incor-porate Sandel’s WireWatch data-base in the future, but customers haven’t yet asked for that feature.

“One of the reasons that we selected Sandel,” he said, “included considerations such as how well the software worked and the nuisance alerts-[elimination technology]. We included much of the func-tionality that they advertise in their other systems and imple-mented functions we think are appropriate for the market. We will be able to expand on that as customers request [added features] in the future.”

Rockwell Collins is tar-geting OEMs other than AgustaWestland, as well as additional helicopter mod-els made by the Italian man-ufacturer, such as the A109 and AW139. According to the avionics provider, the AgustaWestland program

made sense because those heli-copters will be equipped with its displays, and the HeliSure capabilities are software add-ons to drive the HSVS and HTaws features. Adding Heli-Sure to other helicopter types depends on whether they already have Rockwell Collins displays that can run this soft-ware; in the case of a retrofit, the displays would have to be replaced.

While touch screens are avail-able on Pro Line Fusion prod-ucts for some business aircraft, “so far we have not implemented them in a helicopter cockpit,” Toy said. “Many of our helicop-ter customers–the OEMs–are still looking at that technology and determining how it best fits into what they would like in their cockpits.” One possibility would be to mount a Rockwell Collins TSD-268 touch screen in a con-sole where pilots could easily reach it and use that to display mapping and other cockpit con-trol features.

HeliSure can be added to almost any size helicopter, and Rockwell Collins wants to serve the market for light through heavy machines, but it doesn’t plan to offer these products for very light training helicopters. o

The new line of HeliSure helicopter synthetic-vision and Taws products will appear first in AgustaWestland rotorcraft.

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www.ainonline.com • August 16, 2013 • LABACE Convention News 21

Arinc Direct targets helos with Xplore satcom boxby Ian Sheppard

Arinc Direct is at LABACE with the prospect of a merger of its parent company with Rockwell Collins in the offing, subject to regulatory approval. It is some­thing that would provide sig­nificant opportunities for both companies in the online flight planning and support business, admitted Arinc Direct senior director of sales Joel Ehrman. “We can’t even talk about it yet,” he told AIN. “It’s still got to be approved by regulators,” which is expected 90 days after the initial August 11 announcement. “So it’s business as usual until the sale completes. But there are a lot of potential synergies,” he concluded.

Rockwell Collins is also here at LABACE (Booth 2007), showcasing its business aviation aftermarket and flight services solutions–including its Ascend flight information solutions.

Arinc Direct (Stand 2008) has offices in Buenos Aires, Argen­tina, and Toluca, Mexico. Ac­cording to Ehrman, Arinc Di­rect will open an office in Brazil

“within the next 12 months.”Ehrman would not say how

many Latin American or Bra­zilian users of Arinc Direct it has but would only state the company’s worldwide total of “over 3,100 aircraft.” However, he said the company’s early users include big names such as TAM and Líder, “some of the largest charter companies in Brazil.” He added that “the customer base now ranges from Mustangs and King Air 350s all the way up to [Boeing] 737s–the full range of the corporate aircraft market.”

The iPad App has proved particularly popular, said Ehr­man, and the company is work­ing to extend to its app the weight­and­balance and flight plan functionality that can be accomplished online, he said.

Xplore ArrivesThe company is “looking

at helicopters as the next gen­eration for us,” said Ehrman, in particular because it is

anticipating that, when its new Xplore connecting box is cer­tified, iPads and other devices in the cockpit will be able to be linked easily to Iridium satel­lite services. This, he said, will

prove very attractive for heli­copters used in the burgeoning offshore oil industry.

Arinc Direct is also pursuing opportunities in the light avia­tion sector, with huge potential

markets in both the U.S. and Brazil, said Ehrman.

In Brazil, Ehrman said, “The major thing here is everyone’s ramping up for the World Cup and Olympics in Rio,” and this should see major improvements in infrastructure and activity, where services such as Arinc Direct’s will vastly improve the lives of opera­tors and their pilots. o

The AcTion Doesn’T sTop when The sun goes Down

Unlike most international airshows, LABACE doesn’t close at dusk. Visitors to the show can explore the aircraft on display such as this gleaming Daher-Socata TBM850 turboprop under the lights in the static park.�n

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MD takes aim at Latin Americaby Kirby J. Harrison

Latin America is the target of an effort by MD Helicopters to strengthen its dealer network, which consists of one indepen-dent representative per country, with the exception of Mexico where there are two. The MD fleet in Latin America currently totals approximately 100 aircraft, with 15 of those in service in Brazil.

“Our focus is to strengthen the dealer network and our

goal is to be delivering 12 MD Explorers a year in Latin Amer-ica by the end of 2015,” said MD director of sales and marketing Philip Marsteller. “And that’s a conservative goal,” he added.

The $6.4 million Explorer is particularly well suited to the Latin American market, he claimed, pointing out “numerous advantages–durability, safety, less noise, ease of maintenance and

lower operational costs.”In terms of safety, MD

points out that the Explorer, the 600N and the 520N have no tail rotor, and the main rotor of the company’s twin-engine models is 12 feet off the ground.

Illustrating the ease of main-tenance, chief pilot Jay Wiggin-ton pointed out that the rotor system can be left in place while the transmission is dropped. And MD claims that at $689 per hour, the Explorer has the lowest direct operating cost in the industry.

Brazilian law enforcement is considering the MD530, said Marsteller. And he added that it will likely become the heli-copter of choice for not only law enforcement but for power line inspection and emergency medical service.

At LABACE, the Explorer, despite bearing Red Bull livery, features an EMS interior cre-ated by Air Ambulance Tech-nology of Ranshofen, Austria. The design allows room for a single litter, patient, doctor and paramedic. The medical inte-rior can be pulled and the heli-copter converted to utility use in as little as 30 minutes. o

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

Cessna trio makes LABACE debutby Curt Epstein

Appearing for the first time in Latin America at Cessna’s LABACE display is the single-engine turboprop Grand Cara-van EX. The new version of the turboprop single offers increased power through its Pratt & Whitney Canada PT6A-140 867 shp engine to better serve hard-to-access areas. It delivers 25 percent more horsepower than the original Grand Caravan,

which translates into a 38-per-cent increase in rate of climb, a 340-foot (106-meter) reduc-tion in takeoff distance and a 12-knot faster cruise speed.

“The aircraft can haul a 907-kilogram (2,000-pound) payload nearly 833 kilometers (450 nm), making it an ideal solution for safely getting people and cargo into areas other air-craft simply cannot reach,” said

Jodi Noah, Cessna’s senior vice president for single-engine/pro-peller aircraft. The Grand Cara-van EX can seat 10 people. It has a base price of $2.149 million.

Also making its first trip to LABACE is Cessna’s four-seat TTx, the world’s fastest certi-fied single-engine fixed-gear air-craft. It has a top speed of 235 knots (435 km/h) with range of 1,250 nm (2,315 km), meaning

the airplane can fly from Rio de Janeiro to Buenos Aires non-stop. Its cockpit is designed around the Garmin G2000 avi-onics suite. “In flight the aircraft is fun, fast and sporty, while still offering a comfortable interior reminiscent of a luxury sports car,” said Kriya Shortt, the man-ufacturer’s senior vice president of sales. “It is a high-perfor-mance aircraft providing cus-tomers with the best of both worlds.” Deliveries of the TTx began in June to U.S. customers.

Rounding out the trio of LABACE first-timers is the Textron subsidiary’s recently upgraded Citation Sovereign. Among the improvements to the nine-passenger twinjet is the addition of winglets, which increases its range to 3,000 nm (5,556 km), its top speed to 458 knots (848 km/h) and a direct

climb to 45,000 feet (13,716 meters). The new Sovereign also has improved short-field perfor-mance, allowing it to operate at a wider range of airports. o

Helibras inaugurates customer service centerby David Donald

Helibras has announced the opening of a new customer sup-port center (CSC) at Atibaia, near the three main airfields of São Paulo. The facility forms part of Eurocopter’s global net-work and mirrors those estab-lished by the company in Hong Kong, Dallas and Marignane (France). Some 75 percent of the Brazilian Eurocopter/Heli-bras fleet is based in the south-east of Brazil.

With an initial staff of 25, the CSC had a “soft launch” on August 1 and now offers a 365-day on-call service between the hours of 7 a.m. and 10 p.m. The specialist staff not only take the initial customer calls, but also see them through to the completion of service delivery. There is also an AOG (aircraft on ground) desk.

Helibras has engineers located around the country, who are con-tacted by the CSC to handle issues in their local region. The cen-ter also has field representatives embedded with major customers, including the Brazilian army.

The CSC has a major spares holding, and Helibras has con-tracted the logistics firm Ceva to undertake supply-chain man-agement and distribution. A maintenance “tiger team” is also based in São Paulo.

To start, the Atibaia cen-ter covers only Brazil, but it is expected that additional South American countries will be cov-ered once the Brazilian opera-tion has been proven. Customers in the northern countries, such as Venezuela and Colombia, will most likely continue to be cov-ered by the Dallas CSC. o

Eurocopters such as this EC135 in the static display, will be serviced at Helibras’ new São Paulo area customer support center, which opened earlier this month.

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MD Helicopters’ Explorer with EMS interior and Red Bull exterior almost upstaged the rest of the MD exhibit, which featured an MD520 on the flight deck of a “yacht.”

Cessna’s sporty TTx is the fastest certified single-engine fixed-gear airplane in the world. The four-place aircraft combines high performance with a luxurious cabin.

Dallas Aeronautical Services will produce composite ma-terials and components for business aircraft in a new facility in São José dos Cam-pos, Brazil, starting in the first half of 2014. The U.S. compa-ny announced the new ven-ture here at the LABACE show yesterday. According to DAS director for Brazil Paul Domi-nonni, the operation will be launched with an initial invest-ment of $500,000, occupying a 70,000 sq ft site in the Univap Technological Park. The proj-ect is being supported by both state and city authorities. n

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Tracking assets with Blue Sky Networkby David Donald

After only four years in Bra-zil, Blue Sky Network, which offers satellite tracking of and communication with vehicles operating in the air, on land and at sea, has built up a sizable cli-ent base, including the Líder fleet that serves Petrobras, the Heli-sul air taxi operator and energy exploration company HRT.

The California company’s offerings are of particular value in many areas, such as air taxi, air ambulance, rescue and oil and gas. Many of these opera-tions are undertaken in sparsely populated areas in difficult terrain, such as the Amazon basin, where tracking vehicles not only drives efficiencies for operators, but also delivers a major safety enhancement.

Onboard systems can provide

track only, track and message, or track/message/voice com-munication options. The sys-tem uses dual-mode GSM and Iridium satellite tracking, and allows operators to access data through a cloud-based web por-tal. GSM signals are used when they are strong enough, but the system automatically switches to the more expensive Iridium tracking when GSM signals fall below a preset threshold.

The company’s New Sky-Router system is in widespread use in the U.S. and beyond, allowing organizations to auto-matically monitor the loca-tions and routes of their mobile assets in near real-time, and to allow messaging between those assets and the base.

For the base operator, the

New SkyRouter system allows vehicle tracking to be displayed on a multifunction screen. Key information for each asset can be accessed on the screen, and the locations of all assets can be over-laid on maps or Google Earth imagery. Additional overlays, such as weather radar or traf-fic congestion, or offshore lease blocks, are available. There is also a Bluetooth application that allows cockpit-mounted systems to interface with mobile devices, such as smartphones and tablets.

As well as platform-mounted systems, Blue Sky Network (Stand 5020) has developed hand-held devices, such as the new HawkEye PT Plus. All of the devices, which are FAA- and ANAC-certified, can be pro-grammed to automatically update the asset’s position every minute or two, but in an emergency can be used to send an instant posi-tion update with a single button-press. This action also initiates a high-rate positional transmission mode, with updates transmitted every 15 seconds. o

www.ainonline.com • August 16, 2013 • LABACE Convention News 23

news clips

z BLR Selects Premium As Winglet Dealer BLR Aerospace has appointed Premium Jet as Brazilian

dealer for its winglet modifications for the Beechcraft King

Air family. The Part 145-approved repair station, based at

Afonso Pena International Airport in Curitiba, is approved

to sell and install winglets and LED lights for the King Air

90, 200 and 300 series twin turboprops. The performance-

enhancing modification has already been approved by

Brazil’s ANAC aviation authority.

The BLR winglets are already standard equipment

on the new King Air C90GTx and 250 models. More than

500 aircraft have been retrofitted with the drag-reducing

equipment, which can deliver overall fuel savings of

between 3 and 5 percent.

“Premium Jet is an important presence in this

rapidly expanding market,” said Dave Marone, BLR vice

president of sales and marketing. “It has a demonstrated

commitment to excellence that has earned it a stellar

reputation in Brazil and beyond, and we welcome it to the

BLR dealership network.”

z Swissport To Run New FBO at Sorocaba AirportGlobal ground-handling group Swissport (Stand 5012)

has been selected to manage an FBO/hangar project

currently under construction at Brazil’s Sorocaba Airport.

When completed at the end of the year, the new World-

Way Aviation facility will cover 150,000 sq ft (14,000 sq

m), including a pair of hangars with enough room for large

business jets up to the size of an Embraer Lineage 1000 and

around 100,000 sq ft (9,000 sq m) of ramp space.

The complex has been designed by the architectural firm

Galvao Consolin Aircraft. The three-level terminal will feature

a VIP lounge, conference room, coffee shop, pilots lounge,

flight-planning room and fitness center along with 30 private

offices. It will have security camera-monitored parking garage

with 58 spaces plus an additional 36 outdoors.

“We want what is best for business aviation, the

hangar itself [will be] the most modern and safe in terms

of infrastructure,” said Ana Recart World-Way Aviation’s

director. “For the executive, Swissport as a [ground-

handling service] provider adds quality and safety in

operations.” Plans exist to upgrade Sorocaba to an

international airport, and it is being considered as a reliever

airport for next year’s soccer World Cup tournament.

z Air BP To Open Fueling University in BrazilAviation fuel supplier Air BP (Stand 5004) has been

active in Brazil since 2002, and has seen continuous

expansion since. Hand-in-hand with a growth in fuel

demand is a growing need for proficient refueling

operators, and to satisfy those requirements Air BP is

establishing an Operators University at Campo de San

Marte. This will complement the existing Omega training

product already offered by the company.

At the new facility personnel can be trained by Air

BP’s qualified instructors to meet the company’s exacting

operational standards. The facility, which will be fully

operational by the end of the year, provides both theoretical

and practical instruction.

For the latter, the “university” has a range of pneumatic

and hydraulic training simulators, cutting tools and a

representative aircraft wing to permit practice of both regular

refueling operations and also safety procedures. Trainees are

assessed during the course, and also afterward.

Although it will initially focus on training Air BP employees,

the “university” could be opened to offer high-quality training

to other operators. It is intended that the model will be rolled

out for other developing markets.

Vulcanair takes P68R into business class

Italian manufacturer Vulca-nair, along with sales agent Lin-ford Aviation (Stand 5019), is promoting the P68R high-wing twin, which is making its Brazil-ian debut here at LABACE. The P68R is the executive version of the aircraft, with retractable undercarriage for high-speed passenger transport. Vulca-nair also produces the P68C with fixed undercarriage that is aimed at a variety of util-ity applications, such as air taxi and aeromedical services, gen-eral transport (including cargo)

and even for farmers and farm companies operating in sparsely populated regions. The type offers excellent one-engine per-formance, an important safety factor when operating over inhospitable terrain.

Vulcanair is pitching the P68 as an ideal aircraft for Brazil, and has sold P68Cs and the P68 Observer–which was previously displayed at LABACE. The Observer is a version tailored for patrol and surveillance duties with a fully glazed Plexiglas nose offering an outstanding forward

and downward view. Cheaper to acquire and operate than its six-seater rivals, the P68 is begin-ning to make inroads into the Brazilian market. The P68R that is on show here is the first in the country, and has already been sold. It will be handed over to the customer after being used for demonstrations.

To support the Brazilian P68 fleet, Vulcanair has established two service centers, one here in São Paulo at Campo de Marte and in the northeast at For-taleza. Furthermore, the com-pany has certified a number of workshops elsewhere to service the P68. Vulcanair is also look-ing beyond Brazil for sales, with Venezuela and Colombia seen as good opportunities. –D.D.

The retractable-undercarriage P68R is making its LABACE debut.

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AIN LABACE - DAY 1 & 3Trim Size: 10.812 in x 13.875 in

Bleed: 0.125

Cinquenta anos de paixão

O melhor ainda está por vir.

As gerações dos Falcons têm uma coisa em comum. Cada uma delas representa um salto tecnológico. Tornando-se mais eficientes. Mais capazes. Mais confortáveis.

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

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

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

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