LABACE Convention News 08 15 13

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Manufacturers Modifications Training Aircraft Fractionals

Gulfstream Grows in Latin AmericaSince 2008, the Savannah-based airframer has nearly quadrupled its fleet in the region. To support that growth, the manufacturer has made several additions to its local staff. Page 4

Winglets for Brazil’s Falcons With ANAC approval for its winglet modifications for the Dassault 2000 series, Aviation Partners sets its sights on upgrading the country’s Falcon 900 series trijets. 0

SMS Training Is Just a Click AwayOperators can now utilize a new comprehensive online safety training resource that can be accessed anywhere through tablet devices or smart phones. Page 12

Super-midsize on Dassault HorizonAs it moves closer to an official launch announcement, the French airframer emphasizes its planned new super midsize jet will complement its Falcon 900 family, not replace it. Page 16

The Business Model Is GrowingWhile the fractional aircraft ownership model has seen success in North America and Europe, it is slowly gaining popularity in Latin America also, as more providers jump into the fray. Page 18

AUG. 15, 2013LABACEConvention News

Conte com a AIN

para as Melhores Notícias da LABACE

Na LABACE Convention News de hoje, o time da AIN dá a cobertura com-pleta das principais histórias do primeiro dia da mostra deste ano. Incluindo os destaques da sessão geral de abertura de ontem e os pronunciamentos de alguns dos fabricantes de aeronaves executi-vas que são líderes no mundo. Nossos fotógrafos têm se ocupado de registrar os destaques da mostra estática de aerona-ves aqui no Aeroporto de Congonhas.

Nesta edição você encontra as mais recentes informações sobre como a frota brasileira de aviação geral está se desenvolvendo. Temos uma prévia do novo Anuário Brasileiro de Aviação Geral publicado nesta semana pela ABAG, associação industrial (pág. 14).

Você ainda pode ler sbore os planos da Dassault para o futuro (pág. 16) e como a propriedade compartilhada está evoluindo no Brasil (pág. 18). Também temos notícias sobre novas modificações em aeronaves sendo oferecidas por uma parceria de especialistas americanos (pág. 8) e como um empresa canadense está trazendo treinamento em segurança diretamente aos pilotos (pág. 12).

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

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ABAC chairman Eduardo Marson (left, above) told the LABACE opening session that general aviation’s access to airports remains under threat. Meanwhile, the show’s static display started to fill with visitors.

Government hears bizav’s call for action by Kirby J. Harrison & Richard Pedicini

Brazil’s business aviation community convened for its 10th annual LABACE show in São Paulo yesterday in the belief that their govern-ment is finally paying attention to their crying need for access to the right infrastructure. But in a keynote address here at Congonhas Air-port, Eduardo Marson, chairman of industry group ABAG, warned that the sector is still under pressure from the threat of being squeezed by commercial airline activity.

One of ABAG’s key allies, Brazilian civil aviation minister Moreira Franco, was unable to be present as planned for the LABACE 2013

Continued on page 4 u

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2 LABACE Convention News • August 15, 2013 • www.ainonline.com

Nextant touts 400XTi as midsized jet at light jet price

Nextant Aerospace is showing its 400XTi small-cabin, light business jet at LABACE 2013, making it the mod-el’s Latin American debut and follow-ing up a visit last year by the company’s 400XT. Brazil is seen as a major oppor-tunity for the remanufactured version of the Beechjet 400A/XP, which Nextant believes is a perfect fit for many require-ments in the region.

Speaking to AIN here at LABACE 2013, Jay Heublein, Nextant’s executive v-p global sales, explained: “Operating economics are vital here, but you have to have the range. Our aircraft offers medium-jet range performance at light

jet operating costs. It fits some important city pairs that you couldn’t do before with [an aircraft in] this category.”

The 400XTi is an attractive proposi-tion for existing and new entry-level jet customers seeking a more capable and cost-efficient aircraft at the very attrac-tive purchase price of just $4.95 million, suggested Heublein. “The [Embraer] Phenom 300 is a fine aircraft,” he said, “but you can buy a 400XTi and operate it for five years for the same price.”

Backing up Nextant’s optimism is company research showing 1,634 entry-level jets currently in Latin America, of which many are more than 10 years old

and 11 percent are for sale. As well as attracting existing light jet operators, Nextant also sees a healthy market for operators looking to step up from tur-boprops, which have traditionally been dominant in the Latin American mar-ket primarily on the basis of their lower acquisition and operating costs than similarly sized jets.

With around 600 Beechcraft/Hawker 400A/XPs originally built, there is no shortage of airframes available for reman-ufacture. Nextant’s plant in the U.S. has the capacity to produce 48 400XTis annu-ally, but the company plans to run it at a rate of around 24 to 30 aircraft over the next year. After the launch of the ini-tial 400XT model, Nextant officials were pleasantly surprised at how quickly export interest kicked in, and now the company has sold 30 aircraft. The goal is to double that number by some time in 2014.

Latin America, and Brazil in particu-lar, has been earmarked as the clear sales focus for the next year. Just this week, Nextant announced that it had selected Cygnus Aviation to act as the exclusive sales agent for Venezuela, Colombia and the Caribbean. The aircraft on display here at LABACE conducted a number of demonstrations in that region on its way to São Paulo. The Caribbean is consid-ered a natural market due to the number of high-net-worth individuals.

Brazil is the next target for a sales agent, and Nextant is in an advanced stage in the selection process for a local partner. –D.D.

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Cessna gives Brazil its first glimpse at the Latitudeby David Donald

Yesterday at LABACE Cessna unveiled the cabin mockup of the Cita-tion Latitude for the first time in Brazil, giving show-goers the opportunity to see the type’s capacious cabin. Measuring 77 inches wide and 72 inches in height, the flat-floor cabin offers unprecedented headroom for an aircraft in the midsize class. Cessna offers two cabin configura-tions, coach and club, with seating for up to nine passengers. Six swivel seats form the basis of both configurations.

Pitched between the existing XLS+ and Sovereign, the Citation Latitude will offer a 2,500-nm range and a Mach 0.8 cruise at up to 45,000 feet. Powered by two Pratt & Whitney PW306D turbofans, the Latitude is expected to take off at ISA and in zero wind in 4,030 feet. Cessna sees

these performance figures as being a good fit for the Latin American market.

For the flight crew the Latitude will pro-vide a state-of-the-art workplace based on Garmin’s G5000 avionics suite. The flight deck is very similar to those installed in the latest Citation X and Sovereign air-craft. Four touch-screen control panels form the primary interface with the air-craft’s systems, with smartphone-style ico-nography. The system has been designed to allow control to be effected with as few hand/eye movements as possible.

Three large WXGA high-definition screens can act as either primary flight displays or multifunction displays, the latter incorporating split-screen capa-bility. The avionics suite includes the Garmin SVT synthetic-vision imagery,

which displays the terrain, obstacles, traffic and runways ahead of the aircraft on the pilot’s PFD. This greatly enhances situational awareness, particularly in full IFR and nighttime conditions.

Currently Cessna is nearing completion of the first Latitude airframe, and is plan-ning to certify the aircraft in 2015. A 4,000-nm range aircraft, known as the Longitude, is scheduled to follow in 2017. o

Cessna’s Latitude mockup shows off the midsize jet’s roomy interior, based around six swivel seats (left and below). Up front, the cockpit features the Garmin G5000 avionics suite, with four touch-screen control panels providing systems interface. The three large screens convert between primary and multifunction displays (bottom).

New Nextant-designed raked “shark fin” winglets help distinguish the 400XTi from its predecessor. Not only stylish, they also improve the twin-jet’s performance by reducing drag.

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Bombardier bolsters Latin American network by Kirby J. Harrison

Bombardier Aerospace con-tinues to expand its aftermarket service network in Latin Amer-ica with the addition earlier this year of Brazil’s Maga Aviation as an authorized service facility for the Learjet 40 line.

Located at Aeroporto de Amarais Campinas in São Paulo state, Maga Aviation is

home to more than 20 techni-cians working in a 2,230-sq-m (24,000-sq-ft) maintenance hangar. The facility works in close collaboration with Bom-bardier’s regional support office in São Paulo to provide inte-grated support to business air-craft customers based in or flying through the region.

“Maga Aviation has built a strong reputation among our South American operator base and their passion for our prod-ucts benefits Learjet aircraft cus-tomers on a day-to-day basis,” said Eric Martel, Bombardier customer services president.

São Jose dos Campos-based Digex, a Bombardier approved service facility (ASF) for busi-ness aircraft since 2005, has also been providing support to oper-ators in the region. In the past year, there has been a 35-per-cent increase in the total vol-ume of maintenance performed at the facility. Along with Maga, it is one of two facilities in the region authorized by Bombar-dier to repair and overhaul the landing gear for the Learjet 40, 40XR, 45 and 45XR models.

Digex is the only ASF in South America certified by both U.S. and Brazilian authorities to

provide maintenance work for Learjet, Challenger and Global aircraft. Its facility features two maintenance hangars, with a total of 2,972 sq m (32,000 sq ft) of hangar space.

Local TiesSince its opening in 2011,

Bombardier’s support office in São Paulo has developed a strong relationship with Digex and other ASFs in the region, including Maga Aviation and AASSA Aviação Atlântico, to help improve the support net-work for operators in South America. Working in close col-laboration, mobile response ser-vices, provided via Digex for operators in Brazil and sur-rounding countries, have signif-icantly increased.

Business aircraft operators in South America also benefit from Bombardier’s locally based parts

depot and from field service rep-resentatives’ 24/7/365 support from the customer response cen-ters in Montreal, Canada, and Wichita, Kansas, as well as the dedicated customer support account managers assigned to each operator in the region.

“Latin America has always been in our backyard with a very loyal customer base,” said Andy Nureddin, vice president of cus-tomer services and support for business aircraft. “We take ser-vice and support very seriously and we continue to grow our parts count in the region.”

Bombardier has five ASFs in Latin America: one in Bue-nos Aires, two in Mexico and two in Brazil. As yet, there is no Bombardier-owned and oper-ated service center. “We remain confident with the network we have in the region at this stage,” Nureddin emphasized. o

www.ainonline.com • August 15, 2013 • LABACE Convention News 3

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Bombardier has increased its support network for South America with the appointment of Maga Aviation as a second authorized service facility in Brazil. São Jose dos Campos-based Digex has been providing maintenance for the Canadian OEM since 2005.

New EC130T2 helicopter makes Brazilian debut by David Donald

Here at LABACE Helibras is displaying the first example of the EC130T2 to arrive in Brazil. This latest version of the heli-copter introduces a host of new features that the company hopes will maintain the EC130’s posi-tion as the dominant type in the large single-engine marketplace.

Having arrived from the Eurocopter factory in France just a few weeks ago, the EC130T2 was reassembled at the Helibras facility at Itajubá. It was painted there, too, to trial a new type of ecologically friendly water-based paint. As well as having a reduced environmen-tal impact, the new paint covers more effectively than traditional

solvent-based paint, with the result that only about 50 percent of the quantity is required, with a consequent weight-saving.

Although from the outside it looks similar to the previous EC130B4, the T2 introduces many new improvements. There are structural changes, includ-ing new materials, that result in a 70-kilogram weight-sav-ing, while the B4’s Turbomeca Arriel 1B1 turboshaft has been replaced by the Arriel 2D. As well as offering more power, the 2D is cheaper to run. Other changes are new doors, with rear sliding units on both sides, and a new air-conditioning system that meets the demands of the

large cabin. Overall, useful load is increased by 40 kilograms.

After the LABACE show the EC130T2 is embarking on a Brazilian sales tour, vis-iting numerous operators and conducting demonstrations for potential customers. Three EC130T2s have already been sold in Brazil, and the aircraft on display will be delivered to a customer in Belo Horizonte before the end of the year, fol-lowing its sales tour.

Despite the rebranding of parent company EADS under the Airbus name, it has been confirmed that Helibras will retain its own brand. The com-pany serves four main mar-kets: business/private travel, defense, parapublic and off-shore. The latter is expected to grow considerably in the com-ing years, while Helibras has around 80 percent of the para-public market.

In addition to assembling machines imported from Euro-copter/Airbus Helicopters, Heli-bras also builds the AS350B2/B3 Esquilo and EC725 Cougar. The Esquilo, the Brazilian ver-sion of the Ecureuil or Squirrel, is available with attractive financ-ing through the national busi-ness development bank as an

incentive to “buy Brazilian.” Up to 85 percent of the purchase value can be financed over a ten-year credit with an annual rate of less than 4 percent. o

Helibras is displaying the new EC130T2 single-engine helicopter here at the LABACE show.

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Gulfstream growing by leaps and bounds in Latin Americaby Chad Trautvetter

Gulfstream Aerospace has seen “sig-nificant growth” in the size of its cus-tomer-operated aircraft fleet in Latin America, especially in Brazil, where the fleet of Gulfstream business jets has nearly quadrupled since 2008. Accord-ing to Gulfstream senior vice president of sales and marketing Scott Neal, 8 per-cent of the installed Gulfstream base is in Latin America. There are currently 176 Gulfstreams based in Latin America, including 39 in Brazil. In 2008, these fig-ures were 92 and 10, respectively.

“Brazil’s economic growth has sparked an increase in trade with countries around the world, most notably China,” said Gulfstream president Larry Flynn. “The growth in the number of custom-ers operating Gulfstream business jets in

Brazil goes hand-in-hand with that desire to conduct business worldwide–whether it’s in China, Europe or Africa.”

To support the growing fleet in Latin America, Gulfstream opened Gulfstream Brazil–a company-owned service center in Sorocaba, near São Paulo–about three years ago. Neal told AIN that Gulfstream Brazil is now stocked with more than $15 million in parts. Earlier this month, Gulfstream appointed Adriano Andrade as general manager of the facility. The Brazil native was formerly general man-ager and director of Dassault Falcon’s service center in Sorocaba. He also was a supply chain manager for Gulfstream parts consignment partner Morro Ver-melho Taxi Aereo in São Paulo.

To assist Gulfstream operators in

Brazil and Latin America, Gulfstream recently enhanced its product support network with the hiring of regional sales manager Raquel Sacramento. In her new position, she is responsible for Gulf-stream’s maintenance and avionics sales in South America. Sacramento previ-ously was a technical maintenance sales manager for Brazil-based business jet ser-vices provider Líder Aviacão.

“Adriano and Raquel are experienced in many facets of product support,” said Mark Burns, president, Gulfstream Product Support. “They have the techni-cal background and the communication skills necessary to build relationships with customers. We believe they will have an immediate impact and help take our customer service and support in the region to new heights.” o

opening ceremony due to last-minute political commitments. But Marcelo Guranranys, president of national civil aviation agency ANAC, was present and he claimed that the authorities do now have a more positive view of business avi-ation. “For us, business aviation is what propels aviation, and in the coming years we are focusing our efforts at a change in the paradigm,” he told AIN.

Marson outlined the threat posed to business aviation by recent moves to usurp long-standing occupancy of key airport locations by charter operators, maintenance providers and other gen-eral aviation users. He was quick to praise Franco for standing up for ABAG’s mem-bers in this regard, pointing to a recent victory in overturning plans by airport agency Ifraero to open up occupancy of hangar and ramp space to new bidders.

“He received us in his office with his team and accepted a joint statement signed by ABAG and [air taxi syndi-cate] SNETA suggesting that the use of airport space be [guaranteed for busi-ness aviation users] for a 25-year period, renewable for 10 years if investment were required by the user and 10-plus-10 years if not, with preference given to the current occupant,” explained Mar-son. “To our great happiness, the next day Infraero’s plan to put the spaces out to public bid was suspended.”

Despite the promise of new business airports in Brazil, Marson insisted that business aviation must continue to have assured access to the country’s main air-ports. “I’m happy that these initiatives are receiving approval from the Secretariat of Civil Aviation,” he said. “But the central airports are part of the aviation system, and general aviation is part of the system, too, and needs access to the central air-ports, just like it does in other countries.”

The ABAG leader also called on ANAC to change its structure to be more

responsive to the needs of general avi-ation users. In particular, he called for a new system to allow operators and other companies to track the status of formal requests they have made to the agency.

The construction of privately oper-ated business aviation airports is a prom-inent topic at this year’s LABACE show. The exhibition hall features an enormous model of the new Catarina Executive Air-port in nearby São Roque, which received federal approval yesterday. The model is being displayed by developer JHSF, and several São Roque local officials have come to the show to see business avia-tion first-hand. The Aerovale Airport that is proposed to be built near São Jose dos Campos , home to Brazil’s business jet builder Embraer, also is at LABACE in model form.

São Paulo state finance secretary Andrea Calabi told the LABACE open-ing session that he is pressing hard for clearance to announce a date to issue a privatization process for five airports and he said authorities are eager to see

more public/private partnerships on air-ports. He indicated that aviation can expect to see a significant uptick in infra-structure investment.

This year’s ABAG prize awarded for “dedication, professionalism and actions advancing general aviation” was given to Air Force Commandant Brigadier Juniti Saito yesterday. Marson praised him for being a regular LABACE participant and for standing up for aviation’s corner at government meetings.

Brigadier Saito proclaimed his faith in general aviation and its importance to Brazil. He pointed out that the coun-try has more than 700 airports, of which only 150 are served by commercial flights. “General aviation provides the system’s access to hundreds of outlying areas,” he declared. o

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The tenth edition of the annual LABACE show opened here in São Paulo with leaders from industry association ABAG joined by state and federal Brazilian officials for a ceremonial ribbon-cutting (left). Up to 16,000 visitors are expected at Congonhas Airport this week, but rainy conditions and traffic congestion made for a slow start.

Government hears bizav’s call for action uContinued from page 1

Gulfstream’s strong showing on the LABACE static display mirrored the growing presence of the U.S. manufacturer’s jets in Brazil’s business aviation fleet.

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Honeywell se prepara para mexer no crescimento da aviação latinapor Charles Alcock

As esperanças da aviação executiva para os famosos países do BRIC (Brasil, Rússia, Índia e China) foram de certa forma abaladas por des-tinos econômicos variados envolvendo todos do grupo, mas eles continuam a ser foco de otimismo no longo prazo. Na próxima edição do Global Business Aviation Forecast, publica-ção anual da Honeywell Aerospace, a ser divul-gada na mostra NBAA em outubro, a gigante da indústria se coloca entre os otimistas e parece confirmar uma continuação no cresci-mento do mercado latino-americano.

A última previsão para os sistemas eletrôni-cos, motores e sistemas de cabine de pas-sageiros, feita em outubro de 2012, indicou que 39 por cento dos operadores latino-amer-icanos tinham planos de adquirir novos jatos nos próximos cinco anos (um aumento de sete pontos em 2011). Foi previsto pela Honeywell que quase 70 por cento das compras plane-jadas da região seriam feitas nos três anos seguintes (ou seja, até o final de 2015). Proje-tou-se que 688 novas aeronaves seriam adqui-ridas por operadores latino-americanos ao longo de um período de cinco anos.

Na previsão de 2012, os analistas da Honeywell esperavam que a América Latina representasse 18 por cento da demanda mun-dial para a aviação executiva nos próximos cinco anos. É exatamente o que equivale ao muitís-simo mais maduro mercado europeu, e tam-bém mais que a região do sudeste asiático (7 por cento) e o Oriente Médio e África (5 por cento) juntos.

Segundo Mike Rowley, vice-presidente de vendas para a aviação executiva e geral da Honeywell Aerospace, a posição diferente da empresa em fornecer equipamento para a produção atual de jatos executivos a deixa bem colocada para capitalizar com o aumento de pedidos antecipados. Dos fabricantes de aero-nave exibindo aqui na LABACE, a Honeywell (estande 1004) forneceu sistemas à Airbus Corporate Jets, Boeing Business Jets, Bombar-dier, Cessna, Dassault, Embraer, Gulfstream, Beechcraft e Pilatus.

A conexão da Honeywell com a fabri-cante brasileira Embraer é especialmente forte, como foi demonstrado pelo fato de que seus novos jatos Legacy 450 e 500 são alimenta-dos por motores HTF 7500E de 6.540 libras de empuxo. O sistema de gerenciamento da cab-ine de passageiros Ovation Select da empresa é equipamento padrão em todos os jatos atuais da Embraer. Seus sistemas eletrônicos Primus Epic e PlaneView têm tido impacto significativo

no cockpit de muitas aeronaves executivas.A divisão de espaço aéreo da Honeywell

tem cerca de 50 funcionários no Brasil e a maioria deles tem base na matriz da Embraer em São José dos Campos. A empresa está pronta para nomear um segundo gerente de vendas para aviação executiva e geral para dar apoio aos esforços de pós-vendas na América Latina, tendo anteriormente adicio-nado um representante de vendas regionais para seus produtos Bendix King. A presença do grupo no gerenciamento da região foi reforçada ainda mais no mês passado com a designação de Benjamin Driggs como o novo presidente da Honeywell Brasil; sua base será São Paulo.

Segundo Rowley, melhorias no sistema são outra parte chave das ambições de pós-venda da Honeywell na América Latina. A empresa estima que já existam 2.800 aeronaves exec-utivas com motor a turbina na região, e 300 atualmente têm vários sistemas eletrônicos fornecidos pelas empresas Honeywell e legacy, tais como Bendix King e Sperry, que os opera-dores podem ver a chance de modernizar.

Outra oportunidade de melhoria é apresen-tada pela popular aeronave utilitária Cessna Caravan, que pode ser reequipada com um turbopropulsor Honeywell 1.100-hp TPE331-12JR. Esta central promete 30 por cento a mais de energia, enquanto reduz a queima de com-bustível em cerca de quatro galões por hora e os custos operacionais em $40 por hora de voo.

As vendas e suporte da Honeywell na América Latina são atualmente fornecidas através de uma rede de negociadores autoriza-dos, em sua maioria afiliados com os consum-idores (ou seja, os fabricantes de aeronaves) e mais alguns independentes. Rowley disse à AIN que o próximo passo no desenvolvim-ento do suporte ao consumidor para a região provavelmente será a Embraer cumprindo sua ambição declarada de estabelecer um centro de serviços em motores próprio da fábrica em suas instalações em Gavião Peixoto no Brasil.

Por toda a América Latina, Rowley indicou que a demanda da aviação executiva flutua consideravelmente com bolsões de cresci-mento de Mercado focados em lugares como Cidade do México (onde a Honeywell tem um representante de vendas) e a capital argen-tina, Buenos Aires. Em anos recentes, Tem hav-ido um aumento na demanda por helicóteros na região do Rio de Janeiro, boa parte devido ao boom da exploração de gás e petróleo na costa brasileira. o


Honeywell prepares to tap Latin business aviation growthby Charles Alcock

Business aviation’s hopes for the famous BRIC countries (Brazil, Rus-sia, India and China) were somewhat dented last year by mixed economic fortunes across the board, but they continue to be the focus of long-term optimism. In Honeywell Aerospace’s next edition of its annual Global Busi-ness Aviation Forecast, to be pub-lished at the NBAA show in October, the industry giant is still expected to be among the optimists and appears set to confirm a continuation of growth in the Latin American market.

The avionics, engines and cabin systems group’s last forecast in October 2012 indi-cated that 39 percent of Latin American operators had plans to buy new jets in the next five years (a seven-point increase on 2011). Honeywell’s forecasters predicted that almost 70 percent of the region’s

planned purchases would be made in the following three years (that is, by the end of 2015). It projected that 688 new aircraft would be purchased by Latin American operators over the five-year period.

In the 2012 forecast, Honeywell’s ana-lysts expected Latin America to account for 18 percent of worldwide demand for business aviation over the following five years. That’s exactly equivalent to the far more mature European marketplace, and also more than the Asia Pacific region (7 percent) and the Middle East and Africa (5 percent) collectively.

According to Mike Rowley, Honeywell Aerospace’s sales vice president for busi-ness and general aviation, the company’s diverse position supplying equipment to current production business jets leaves it well placed to capitalize on the antici-pated upsurge in orders. Of the aircraft makers exhibiting here at the LABACE show, Honeywell (Stand 1004) has sup-plied systems to Airbus Corporate Jets, Boeing Business Jets, Bombardier, Cessna, Dassault, Embraer, Gulfstream, Beechcraft and Pilatus.

Honeywell’s connection with Brazil-ian manufacturer Embraer is especially strong, as typified by the fact that its new Legacy 450 and 500 jets are powered by the 6,540-pound-thrust HTF 7500E engines. The company’s Ovation Select

cabin management system is standard equipment on all of Embraer’s current jets. Its Primus Epic and PlaneViewavi-onics suites have had a significant impact on many business aircraft cockpits.

Honeywell’s aerospace division has around 50 employees in Brazil and the majority of these are based at Embraer’s San Jose dos Campos headquarters. The company is set to appoint a second business and general aviation sales manager to sup-port aftermarket efforts in Latin America, having earlier added a regional sales repre-sentative for its Bendix King products. The group’s management presence in the region last month was further bolstered with the appointment of Benjamin Driggs as the new president of Honeywell Brazil; he will be based in São Paulo.

According to Rowley, system upgrades are another key part of Honey-

well’s aftermarket ambitions in Latin America. The company estimates that there already are some 2,800 turbine-powered business aircraft in the region, and as many as 300 cur-rently have various avionics systems supplied by Honeywell and legacy companies, such as Bendix King and Sperry, that operators might see a case for modernizing.

Another upgrade opportunity is presented by the popular Cessna Car-avan utility aircraft, which can be re-engined with a Honeywell 1,100-hp TPE331-12JR turboprop. This

powerplant promises some 30 percent more power, while reducing fuel burn by around four gallons per hour and operat-ing costs by as much as $40 per flight hour.

Honeywell sales and support in Latin America is currently provided through a network of authorized dealers, most of which are affiliated with its custom-ers (that is, the aircraft manufacturers) plus some independent facilities. Rowley told AIN that the next step in the devel-opment of customer support for the region will likely see Embraer fulfilling its declared ambition to establish a factory-owned engine service center at its existing facility at Gavião Peixoto in Brazil.

Across Latin America, Rowley indi-cated that business aviation demand fluctuates considerably with pockets of market growth focused in locations such as Mexico City (where Honeywell has a sales representative) and the Argentinean capital Buenos Aires. In recent years, there has been a surge in demand for helicop-ters centered around Rio de Janeiro, with much of this driven by Brazil’s boom in offshore oil and gas exploration. o

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ESCOLHA PARA SUA JORNADA

Modification experts combine for Latin American marketby Kirby J. Harrison

Three aircraft modification special-ists with major markets in Latin Amer-ica, and in particular in Brazil, have joined forces at the LABACE show with a one-stop-shop exhibit (Stand 5005) fea-turing performance-enhancing technolo-gies. In many ways, the products offered by Blackhawk Modifications, BLR Aero-space and Raisbeck Engineering comple-ment one another, and combined may result in even better performance results, according to the U.S. companies.

With Brazil as one of the world’s larg-est markets for Cessna’s single-engine turboprop Caravan, Blackhawk is pro-moting its recent modification upgrades. The company, based in Waco, Texas, received supplementary type certifi-cate (STC) approval in June this year for the sale and installation of its XP42A upgrade on the Cessna Caravan 208A. First deliveries began in July.

The upgrade package includes a fac-tory-new Pratt & Whitney Canada PT6A-42A engine rated at 850 continuous shaft horsepower. It also features an all-new wide-chord, 100-inch diameter Hartzell four-blade propeller, composite cowling and high-efficiency inlet duct, as well as a 40-percent larger oil cooler, Blackhawk DigiLog engine gauges and exhaust stacks.

The company received approval of the same upgrade for the 208B Grand Car-avan in 2011 and most recently installed the modification on a Grand Caravan operated by Skydive4Fun, a skydiving service based in São Paulo.

“Now those who fly 208As can enjoy the same operational and economic bene-fits that have made the upgrade so popu-lar in the 208B,” said Blackhawk president and CEO Jim Allmon.

At LABACE, Blackhawk is also pro-moting upgrade products for the King Air line, as well Cessna’s Conquest and Cheyenne.

BLR’s FastFinBLR Aerospace is focusing on its

winglet systems for King Airs, and also is available to discuss its FastFin system for Bell medium helicopters.

The BLR winglet system, including LED lighting, are in service in more than 40 countries and can reduce fuel con-sumption by 5 percent. According to Carl

Janssen of the Aircraft Bluebook-Price Digest, the King Air winglets deliver a 100-percent return on investment.

The winglets are available through BLR for the King Air models 90, 200 and 300, and Beechcraft has incorporated them in production models.

BLR’s FastFin tail-rotor enhancement and stability system for the Bell 204, 205 and 212 was approved by Brazil’s ANAC aviation authority in August last year and, to date, more than 600 of the systems are in service worldwide. ANAC has since approved FastFin for the Bell 412 as well.

The system includes two parallel stall strips on the tail boom, known as dual tail boom strakes, and a reshaped vertical fin. It optimizes airflow around the tail boom “dramatically improving tail-rotor efficiency and wind azimuth tolerance.”

Once installed, most Bell 412 operators will experience a 500-pound increase in useful load while hovering out of ground effect and up to 1,250 pounds while hov-ering in ground effect.

Raisbeck Swept-blade PropsRaisbeck Engineering is making a full

marketing effort at LABACE with its new swept-blade turbofan propellers for the King Air 200 family. ANAC granted STC approval for the propellers in May.

The Tukwila, Washington-based mod-ifications specialist claims the “game-changing swept-blade propellers create the most dramatic and best performing King Air.” Also noted is the improved hot-and-high performance with the new propellers, “allowing these operations to be safe while [the aircraft carry] much greater payloads and fuel for more range.”

An example of the new swept-blade technology from Raisbeck is on dis-play at LABACE. Raisbeck systems are sold and installed by more than 100 authorized dealers and installation cen-ters worldwide. In Brazil, those include Conal, Japi Aeronaves, Líder Aviação, Premium Jet Manutenção de Aeronaves, Quick Aviação and Tam.

The partnership with Hartzell Propel-ler spans 30 years and Raisbeck founder and chairman Jim Raisbeck noted that there are about 1,500 King Airs now fly-ing worldwide with Hartzell/Raisbeck turbofan power props. o


Especialistas em modificações reúnem conhecimento para mexer com o mercado latino-americanopor Kirby J. Harrison

Três especialistas em modificação de aero-naves com grandes mercados na América Latina, e em particular, no Brasil, junta-ram forças na mostra LABACE com uma exi-bição (estande 5005) do tipo one-stop-shop (centro onde se concentram vários serviços) apresentando tecnologias de melhora de desempenho. De várias maneiras, os produ-tos oferecidos pela Blackhawk Modifications, BLR Aerospace e Raisbeck Engineering com-plementam-se uns aos outros, e combinados, podem resultar em performances ainda mel-hores, segundo as empresas americanas.

Tendo o Brasil como um dos maiores mercados para o monomotor turbo-hélice Caravan da Cessna, a Blackhawk está pro-movendo recentes upgrades. A empresa, com sede em Waco, Texas, recebeu aprova-ção para o certificado de tipo suplementar (STC, na sigla em inglês) em junho deste ano

pela venda e instalação do upgrade de seu XP42A no Cessna Caravan 208A. As primei-ras entregas iniciaram em julho.

O pacote de aperfeiçoamentos inclui um motor PT6A-42A Pratt & Whitney Canada novo de fábrica classificado como 850 eixo contínuo cavalos-vapor. Também inclui uma corda larga totalmente nova, hélice Hartzell de quatro pás de 100 polegadas de diâmetro, capota composta e duto de entrada de alta eficiência, assim como um resfriador de óleo 40 por cento maior, indicadores do motor Blackhawk DigiLog e dutos de exaustão.

A empresa recebeu aprovação do mesmo upgrade para o 208B Grand Caravan em 2011 e mais recentemente instalou a modi-ficação em um Grand Caravan operado pela Skydive4fun, um serviço de paraquedismo com base em São Paulo.

“Agora quem viaja no 208A pode aproveitar os mesmos benefícios operacionais e econômicos que fizeram o upgrade tão pop-ular no 208B,” disse o presidente e CEO da Blackhawk Jim Allmon.

Na LABACE, a Blackhawk também está pro-movendo produtos para a King Air Line, assim como o Conquest e Cheyenne da Cessna.

O FastFin da BLRA BLR Aerospace está focando em seus

sistemas de winglets para King Airs, e também está disponível para discutir seu sistema FastFin

para helicópteros médios da Bell.O Sistema de winglets da BLR, incluindo a

iluminação em LED, estão atuando em mais de 40 países e podem reduzir o consumo de com-bustível em 5 por cento. Segundo Carl Jansen do Aircraft Bluebook-Price Digest, as entregas de winglets da King Air têm um retorno de 100 por cento do investimento.

As winglets estão disponíveis através dos modelos 90, 200 e 300 da King Air, e a Beechcraft os incorporou aos modelos em produção.

O aperfeiçoamento e sistema de estabili-dade no rotor de cauda FastFin da BLR para o 204, 205 e 212 da Bell foi aprovado pela ANAC em agosto do ano passado, e, até o momento, mais de 600 dos sistemas estão em serviço em todo o mundo. A ANAC já liberou a aprovação do FastFin para o Bell 412 também.

O Sistema inclui duas faixas parale-las (stall strips) no tubo de cauda, conhe-cidas como dual tail boom strakes, e um remodelado estabilizador de empenagem vertical. Ele otimiza o fluxo de ar em torno do tubo de cauda “melhorando drastica-mente a eficiência do rotor de cauda e tolerância de vento azimute.” Segundo a Everett, empresa com sede em Washing-ton, isto reduz custos operacionais e reduz ciclos de fadiga em estruturas, assim como a demanda na rotação dos componentes do rotor de cauda.

Uma vez instalado, a maioria dos opera-dores de Bell 412 experimentarão um aumento de 500 libras na carga útil de efeito enquanto pairando fora do solo e até 1.250 libras de efeito quando pairando no solo.

Hélices Swept-blade da RaisbeckA Raisbeck Engineering está fazendo um

marketing completo na LABACE com sua nova hélice turbofan swept-blade para a famí-lia King Air 200. A ANAC entregou aprovação STC para as hélices em maio deste ano.

Segundo a Tukwila, especialista em modificações com sede em Washington, as “as inovadoras hélices swept-blade criam os King Air mais dramáticos e com mel-hor performance, sem dúvida.” Também deve-se notar a performance hot-and-high (quente-e-alta) aperfeiçoada com as novas hélices, “permitindo que estas operações sejam seguras enquanto [a aeronave car-rega] muito mais carga e combustível para maior alcance.”

Um exemplo da nova tecnologia swept-blade da Raisbeck está em exibição na LABACE. Os sistemas Raisbeck para uma variedade de aeronaves e modelos são vendidos e instala-dos por mais de 100 negociadores autoriza-dos e centros de instalação em todo o mundo. No Brasil, estes incluem Conal, Japi Aeronaves, Líder Aviação, Premium Jet Manutenção de Aeronaves, Quick Aviação e Tam.

A parceria com a Hartzell Propeller já dura 30 anos e o fundador e presidente Jim Rais-beck notou que há cerca de 1.500 King Airs voando hoje em todo o mundo com os turbo-fans Hartzell/Raisbeck power props. o

Blackhawk Modifications boosts the performance of King Air twin turboprops with its engine upgrade packages.

A Blackhawk Modifications impulsiona a performance dos turbo-hélices duplos com seu pacote de upgrades do motor.

As winglets BLR melhoram a performance aerodinâmica do Beechcraft King Air 250 por 5 cento.

BLR Aerospace offers winglets that improve the aerodynamics of the King Air twin turboprops, reducing fuel consumption by 5 percent.


Vector to set up its first MRO in Latin America

Canadian company Vector Aerospace is in the planning stages of building its first main-tenance, repair and overhaul (MRO) subsidiary and service center in Latin America.

Senior executives from the company, which already has MRO facilities in 21 coun-tries on six continents, along with its local representatives are at LABACE (Stand 3005) to discuss their services with local operators.

Meanwhile, in cooper-ation with the Canadian Trade Commission, Vec-tor is sponsoring a breakfast here at LABACE on Friday

for customers to learn more about their services and meet senior management.

According to Declan O’Shea, president and CEO of Vector Aerospace, its new-est facility is to be located near São Paulo, in Jacarei, and will open in “the upcom-ing months.” The 29,000-sq-ft facility is slated to provide engine and helicopter mainte-nance support for the Toronto-based MRO’s local customers.

“In our overall business ex-pansion plan, the Latin Amer-ican market is extremely im-portant to us,” O’Shea said. “The South American MRO

market is forecast to out-pace overall MRO growth over the next decade, with an engine MRO compound annual rate of growth of 12.3 percent, versus 4.2 per-cent globally.

“We recognize the im-mense importance of this mar-ket and are taking steps to ex-pand our presence,” O’Shea told AIN. “To that end, Vector Aerospace has appointed Jean- Edouard Drouault, an experi-enced senior executive, to lead our business development ef-forts in South America,” he added. Drouault was previous-ly CEO of Eurocopter, Chile.

Vector has a long his-tory of providing rotary- and fixed-wing MRO services to clients based through-out Latin America. “We con-tinue to provide superior MRO solutions for many of the leading OEMs such as Pratt & Whitney Canada, Turbomeca, Rolls-Royce, GE, Honeywell and Eurocopter,” he said. –D.A.L.

AviAtion sAfety conference follows lABAce

The key topic–aviation safety–that preceded LABACE 2013 with Bombar-dier’s Safety Standdown, will follow it on August 17, as Brazil’s CENIPA has organized a full-day symposium on the Prevention of Aeronautic Accidents, for 600 participants from all facets of the aviation community. The event, to be held at the Transamêrica Hotel, will include simultaneous translation.

Federal judge Marcelo Honorato, who as an Air Force officer was a general aviation accident investigator, will speak on “Legal Aspects & Preven-tion: Criminal responsibility in aviation accidents.” Judge Honorato spoke on the topic from his unique dual perspective in Brasília last November, as AIN reported in its January 2013 issue.

Embraer’s flight safety manager, engineer Umbeto Irgang, will discuss “The aircraft manufacturer’s focus on increased safety”; Oscar Quesada of the ICAO regional office in Lima, Peru, will speak on “The benefits of Annex 19 for aviation”; and Marcelo Guaranys, president of Brazil’s national civil aviation agency, ANAC, will consider his agency’s role in aviation safety in Brazil. “Human Factors: The future is so bright it is blinding us” is the topic of Professor Katherine Andrea Lemos of ITA (Air Force Technological Insti-tute in São José dos Campos) and professor Guido César Carim Júnior of PUC-RS (Pontifícia Universidade Católica do Rio Grande do Sul), home of Brazil’s first aviation sciences course, will focus on “The safety culture and aviators: Where are we going?”

“It will be an intense day, a day full of important topics,” the head of CENIPA, Air Brigadier Luís Roberto do Carmo Lourenço promised in a pre-conference video. He will speak on “Aviation’s worst villains and how to fight them.” CENIPA, the central organ of Brazil’s aviation safety system, is part of the Brazilian Air Force. The agency always investigates commercial aviation accidents, while general and business aviation accidents usually fall to SERI-PAs (regional aeronautical accident investigation and prevention service).

Fully subscribed a week after it was announced, the symposium will be broadcast via the web (http://www.simposiocenipa.com.br/Transmissao). The event is being produced by the Brazilian Air Force and CENIPA, with spon-sorship from Petrobras and Embraer, and additional support from ANAC, the IV Regional Air Command, the Air Force press office, the IV Regional SERIPA and Grupo LATAM Airlines. More information can be found at the symposium site at http://www.simposiocenipa.com.br –R.P.

Vector Aerospace is expanding its footprint in Latin America, where it expects MRO requirements to grow exponentially in the next decade.

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Falcons brasileiros prontos para os wingletspor Matt Thurber

A Aviation Partners (API, estande 1018) está expondo pela segunda vez na LABACE, de acordo com Gary Dunn, vice presidente de vendas e market-ing. Enquanto a API está destacando todos seus programas de modificação de winglets, no Brasil, o foco é o mercado de atualização de winglets para jatos Falcon. Até o momento, a modificação da API no winglet do Falcon 2000 está aprovada no Brasil, mas a API está tentando acrescen-tar a série Falcon 900 também – apesar de já haver Falcons 900 mais novos com winglets da API de fábrica voando no Bra-sil. “Há uma quantia saudável de Falcons 2000 e 900 [no Brasil],” disse Dunn.

Nos modelos Falcon 900, 2000 e 50, que utilizam a mesma asa, os blended winglets High-Mach da API oferecem redução do arrasto e um aumento correspondente do alcance de “5 a 7 por cento numa típica velocidade de cruzeiro de intermediário a longo alcance,” Segundo a API.

A maioria dos operadores com aero-naves equipadas com winglets pref-erem aproveitar a elevada capacidade de subida oferecida pelos winglets, Dunn explica, e depois voar em velocidade nor-mal e aproveitar a elevada capacidade de alcance.

Sobre os Falcons 250 (os modelos 2000, 900 e 50), estes estão agora equipa-dos com winglets; eles incluem em torno de 100 instalações posteriores e 150 insta-lados pela Dassault durante a fabricação. “Estão se tornando muito comuns,” disse Dunn. No Falcon 900, a API recentemente recebeu aprovação da FAA e da EASA para operações mais próximas nas aeronaves equipadas com blended winglets – uma restrição anterior foi retirada após testes

de voo no ano passado.As winglets da API são de mate-

rial composto, exceto um subestrutura interna de metal que é acoplada à asa, e são fabricadas pela austríaca FACC. Insta-lações de winglets são feitas em locais aprovados pela API, e, geralmente, os operadores brasileiros voam para os EUA para fazer a modificação (em um for-necedor de manutenção aprovado pela ANAC). Operadores que desejam econ-omizar uma bela quantia em dinheiro durante a instalação do winglet podem optar para que ela seja feita juntamente com a modificação dry-bay do Falcon, caso seja necessário.

Fazer os winglets e o dry-bay ao mesmo tempo, disse Dunn, economiza em torno de 300 horas de trabalho, que custa em torno de US$30.000 (a US$100 por hora). Se for realizado durante o check C, a modificação do winglet não acrescenta nenhuma hora a mais. o

Brazil Falcons are ready for wingletsby Matt Thurber

Aviation Partners (API, Stand 1018) is exhibiting for the second time at a LABACE show, according to Gary Dunn, vice presi-dent of sales and marketing. While API is highlighting all of its winglet modification programs, in Brazil it is focusing on the market for Falcon jet winglet upgrades. So far, API’s winglet modification for the Fal-con 2000 is approved in Brazil, but API is working on adding the Falcon 900 series as well–although there are newer Falcon 900s with factory-equipped API winglets flying in Brazil already. “There is a healthy amount of Falcon 2000s and 900s [in Bra-zil],” Dunn said.

On the Falcon 900, 2000 and 50 mod-els, which share the same wing, API’s high-Mach blended winglets offer drag

reduction and a corresponding range increase of “5 to 7 percent at typi-cal intermediate to long-range cruise speeds,” according to API. Most opera-tors with winglet-equipped aircraft pre-fer to take advantage of increased climb capability offered by winglets, Dunn explained, then fly at normal speeds and enjoy the greater range capabilities.

About 250 Falcons (2000, 900 and 50 models) are now winglet-equipped; they include about 100 retrofits and 150 installed by Dassault during man-ufacture. “They’re getting to be quite a common sight,” Dunn said. On the Fal-con 900, API recently received FAA and EASA approval for steep-approach operations on the aircraft equipped with blended winglets–an earlier restriction was removed after flight tests last year.

API winglets are of composite con-struction, except for some internal metal substructure where they attach to the wing, and are manufactured by Austria’s FACC. Winglet installations are done by API-approved facilities, and, gener-ally, Brazilian operators fly to the U.S. for the modification (at an ANAC-approved maintenance provider). Operators that wish to save a significant amount of money during the winglet installation can opt to have that done at the same time as the Falcon dry-bay modification, if that is needed. Doing both the winglets and the dry bay at the same time, Dunn said, saves about 300 hours of labor, which is about $30,000 (at $100 per hour). If done during a C-check, the winglet modification won’t add any additional down time. o


Scimitar Winglets Aimed at BBJ Owners

By the end of this year, the Aviation Partners Boeing joint ven-ture is expected to receive certification of the new split-scimitar winglet for the Boeing 737. This modification should be of inter-est to Boeing BBJ owners too. A United Airlines 737-800 equipped with the split scimitar winglet made its first flight on July 16 at Boe-ing’s Everett, Washington plant. United is retrofitting its 737-800 and -900ER fleet with the new winglets, starting early next year af-ter certification is complete.

The split-scimitar winglets should add another 2 percent in fuel sav-ings on top of the existing efficiency improvements of the standard winglets on the 737. � n

Winglets da Scimitar Direcionadas aos Proprietários de BBJ

Ao final deste ano, a parceria entre Aviation Partners e Boeing espera receber a certificação do novo winglet split-scimitar para o Boeing 737. Esta modifica-ção deve ser do interesse de proprietários de Boeing BBJ também. Um 737-800 da United Airlines equipado com o winglet split-scimitar fez seu primeiro voo em 16 de julho na fábrica da Boeing em Everett, Washington. A United está insta-lando posteriormente as novas winglets na frota 737-800 e 900ER, iniciando no começo do ano que vem quando a certificação estiver completa.

Os winglets split-scimitar devem acrescentar outros 2 por cento em eco-nomia de combustível sobre as outras melhorias relacionadas a eficiência já existentes nos winglets padrão do 737.� n

A United Airlines iniciou os testes com o novo winglet split-scimitar da Aviation Partners nos 737-800.

United Airlines has begun flight-testing the new Aviation Partners Boeing split-scimitar winglets on a 737-800.

A Aviation Partners está focando em seu programa de melhorias para o Dassault Falcon 900 no Brasil, onde alguns deste modelo já estão voando com winglets API instaladas na fábrica.

Aviation Partners is focusing on its upgrade program for the Dassault Falcon 900 in Brazil, where a number of that model are already flying with factory-installed API winglets.

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Treinamento online ajuda operadores a preencher as lacunas na segurançapor Charles Alcock

Novas exigências de gerenciamento de risco para sistemas de gerenciamento de segu-rança (SMS, na sigla em inglês) e as respostas contidas nos Padrões Internacionais para Ope-rações na Aviação Executiva (IS-BAO) têm sido grandes motores de demanda para um vasta gama de treinamentos de voo e tripulação de solo. Mas o que o piloto executivo e gerente de departamento de voo Scott Macpherson se deparou quando tentou proporcionar isto a seu time foi com o fato de que ele não con-seguiria todos esse treinamentos de maneira conveniente, num só local. Isto o fez ini-ciar a Training Port, para consolidar os recur-sos educacionais disponíveis e disponibilizar um treinamento para segurança operacional e manutenção totalmente online.

A empresa canadense está sempre atuali-zando a apresentação e o conteúdo de seus muitos cursos. Há pouco expandiu o currí-culo introduzindo cursos iniciais e periódi-cos com treinamento de radar meteorológico de bordo conduzido pelos peritos Erik Eliel da Radar Training International e Archie Trammel da AJT Inc.

Segundo Macpherson, que possui qualifi-cação (type rating) para as aeronaves da famí-lia Dassault Falcon, empresas com simuladores como a Flight Safety International estão desen-volvendo um hábil trabalho em fornecer trein-amento para aeronaves com equipamentos específicos. A abordagem da Training Port é focar em treinamentos com base em fatores mais humanos que são valorizados por qual-quer operador e sua equipe.

Macpherson está na diretoria do Con-selho Internacional de Aviação Executiva (IBAC) e especificamente no comitê que analisa o IS-BAO. Ele disse à AIN que oper-adores estão enfrentando novos e múltip-los desafios em garantir que suas operações estejam em sintonia com os compromissos assumidos nos sistemas de gerenciamento de segurança e que este processo revelou lacunas na abordagem da aviação execu-tiva ao treinamento. A Training Net pode fornecer aos clientes uma avaliação inicial completa para identificar necessidades espe-cíficas de treinamento.

“A indústria reconheceu que precisa sair da fase dos treinamentos inflexíveis e que opera-dores precisam fazer uma avaliação completa de suas necessidades baseada no que seus manuais [operacionais] os comprometeram a fazer,” disse Macpherson. “Quando o SMS foi discutido pela primeira vez cerca de 15 anos atrás, realmente não havia treinamento espe-cífico nessa linha.”

Desde o início, a Training Port decidiu dis-ponibilizar seu treinamento inteiramente via Internet para que estivesse prontamente aces-sível aos treinandos, mesmo quando estão na estrada. As lições, que podem ser vistas em aparelhos tablet ou até mesmo em smart phones, são divididos em sessões curtas, de 15 minutos para que sejam absorvidos por uma equipe atarefada. Em média, os treinan-dos fazem um lição por semana e cada lição termina com três a cinco perguntas para que ao final de um ano tenham feito de 150 a180

questões de exames ao todo.A empresa faz uso frequente de gráficos

sofisticados e instruções de voz em suas apre-sentações na Web. Cerca de 40 por cento de cada seção envolve os treinandos respondendo interativamente.

As lições são atualizadas em formato e con-teúdo quase todo ano para evitar que fiquem ultrapassadas. “Esta abordagem é especifica-mente importante para prover treinamento periódico efetivo,” disse Macpherson.

A Training Port (estande 4012) está agora colocando ênfase na expansão internacional. Em maio, assinou com a Aeroex da Alemanha para ser seu representante na Europa e está explorando opções para ter presença na Índia e na China. o

Online risk management training helps operators close safety gapsby Charles Alcock

New risk management requirements for safety management systems (SMS) and the responses to these encapsu-lated in the International Standards for Business Aircraft Operations (IS-BAO) have been big drivers of demand for a wide array of training for flight and ground crews. But what corporate pilot and flight department manager Scott Macpherson found when he tried to provide this for his team was that he just could not get all this training con-veniently in one place. This prompted him to start Training Port to consoli-date available educational resources and deliver entirely online training for oper-ational safety and maintenance topics.

The Canadian company is forever refreshing the presentation and the con-tent of its many courses. It has just expanded the curriculum by introducing initial and recurrent courses on airborne weather radar training led by experts Erik Eliel of Radar Training International and Archie Trammel of AJT Inc.

According to Macpherson, who holds type ratings for the Dassault Falcon fam-ily of aircraft, simulator-based companies like Flight Safety International are doing a fine job providing equipment-specific aircraft training. Training Port’s approach is to focus on more human factors-based training that is of value to any operator and its staff.

Macpherson sits on the board of the International Business Aviation Coun-cil (IBAC) and specifically on its commit-tee overseeing IS-BAO. He told AIN that operators are facing multiple new chal-lenges in ensuring that their operations are entirely attuned to the commitments made in their safety management systems and that this process has revealed gaps in business aviation’s approach to training. Training Net can provide clients with a full initial assessment to identify precise training needs.

“The industry has recognized that it needs to move past inflexible training and that operators need to make a full assessment of their needs based on what their [operations] manual has commit-ted them to,” said Macpherson. “When SMS was first discussed 15 or so years ago there really was no specific training along these lines.”

From the start, Training Port decided to deliver its training entirely via the Internet so as to be readily accessible to trainees, even when they are on the road. Lessons, which can be viewed on tablet-devices and even smart phones, are broken down into short, 15-minute sessions so as to be easily absorbed by busy staff. On aver-age, trainees take about one lesson each week and each lesson ends with three to five questions so that by the end of a year they have done about 150 to 180 exam questions overall.

The company makes a lot of use of sophisticated graphics and professional voice-over instruction in its Web pre-sentations. About 40 percent of each session involves trainees responding interactively.

The lessons are refreshed in format and content every year or so to avoid get-ting stale. “This approach is especially important for providing effective recur-rent training,” said Macpherson.

Training Port (Stand 4012) is now plac-ing a strong emphasis on international expansion. In May, it signed up Germa-ny’s Aeroex as its representative in Europe and it is now exploring options to have a presence in India and China. o


A Training Port disponibiliza uma vasta gama de cursos cobrindo tópicos relacionados a segurança desenvolvidos com a tripulação e pessoal de solo da aviação executiva em mente. Estão todos disponíveis inteiramente online e podem ser acessados em dispositivos móveis como tablets.

Training Port delivers a wide range of courses covering largely safety-related topics developed with business aircraft flight and ground crew in mind. These are all available purely online and can be accessed on mobile devices such as tablets.

São Paulo heliport designed for the futureby Kirby J. Harrison

Helicidade Heliporto (Heli-City Heliport) is making its fourth consecutive LABACE appearance (Stand 2019), with an exhibit totaling 25 sq m and aimed at promoting its repu-tation as “one of the greatest heliports in Latin America.” Certainly it is one of the most luxurious, thanks in part to recent modernization projects.

In addition to an executive reception area, Helicidade Heli-porto offers meeting and chang-ing rooms, a restaurant, gym, valet automobile parking, con-venience store and weather cen-ter. The lounge features cable television and Internet access, as well as massage chairs for both pilots and passengers.

“We decided to expand our inner area to serve our custom-ers with more convenience,” said Helicidade director Edson Pedroso. “Our goal is to offer them not only a higher standard of service, but also comfort and sophistication.”

Situated four stories high in the metropolitan São Paulo sub-urban neighborhood of Jaguaré, the entire complex totals 18,000 sq m (193,000 sq ft) offering 12 heli-copter parking slots, 4,500 sq m (48,000 sq ft) of hangars that can accommodate up to 80 helicopters and a maintenance workshop.

Opened in 2002, the heliport was conceived by Brazilian econ-omist Fabio Tinelli. Not only is it located near the city center, it is roughly a 40-minute flight from 11 of São Paulo’s airports. And it would appear there is a consid-erable customer base to support the activity at Helicidade for some time into the future. The helicop-ter fleet registered in São Paulo now numbers nearly 500 and, assuming that the Wealth Report 2013 from Singapore-based intel-ligence service Wealth-X is accu-rate, that number is likely to grow.

The report notes that some 1,880 individuals with net-assets of $30 million currently call São Paulo home, and by 2020 that number is expected to reach around 4,556. And, the report added, there are approximately 50 individuals in Brazil with assets of $1 billion or more. o


São Paulo’s Helicidade Heliporto recently underwent a thorough modernization. It now can accommodate 12 helicopters in parking spots and up to 80 in its 4,500 sq m of hangars.


Novas estatísticas mostram GA crescendo mais rapidamente no Brasilpor Richard Pedicini

Com um total de 13.965 aeronaves, a frota de aviação geral do Brasil somavam quase 900 unidades a mais em 2012 que em 2011, de acordo com os dados divulgados esta semana na terceira edição do Anuário Brasileiro de Aviação Geral. O anuário, que é publicado pela ABAG, Associação Brasileira de Aviação Geral, mostra que a frota local cresceu 6,7 por cento no ano passado – um aumento um pouco maior que a taxa de 2011 para 2012.

Acréscimos à frota incluem seis trijatos, 95 bijatos, 119 monos e 56 helicópteros bimotores. Esta nova edição do anuário também inclui uma vasta gama de dados a respeito da frota de brasileira de aeronaves executivas. Estima-se o valor em conjunto do mercado local em 13,6 bilhões para o ano passado, o que representa uma alta de 16 por cento em 2011.

Os números avaliados jogam luz sobre a composição da frota. O total de 16 trijatos no país representam 0,11 por cento da frota em números, mas 4 por cento em valor. Um total de 35 por cento do valor da frota brasileira é representado por bijatos, outros 23 por cento são helicópteros bimotores e 13 por cento são aeronaves com duplos turbopro-pulsores de asa fixa. As 8.008 aeronaves de pistão simples representaram 57 por cento da frota total em 2012 mas apenas 7 por cento do valor conjunto.

A ABAG começou a publicar o anuário para tornar as informações a respeito do tamanho

da frota mais prontamente disponível para os reguladores. As autoridades brasileiras têm que lidar com uma situação em que a cres-cente demanda por serviços de aviação comer-cial coloca pressão na limitada infra-estrutura de aviação do país.

A Yeb Inteligência de Mercado, que edita o anuário, utilizou os dados mais recentes disponíveis em três órgãos do governo para traçar um perfil do tráfego da aviação geral nos maiores aeropor-tos do país. Por exemplo, em 2012, voos de instrução aumentaram 63 por cento e ultrapassaram os táxis aéreos para se tor-narem o segundo maior grupo de opera-ções GA com um total de 25 por cento das movimentações. Outra surpresa é que em 2012 os helicópteros foram o tipo de aero-nave mais utilizado, representando 35 por cento dos voos GA.

Para os 20 aeroportos mais movimenta-dos, informações como comprimento da pista e espaço de pátio são dadas, assim como algumas características dos aeródromos onde as conexões são feitas: públicos ou privados, pavimentados ou não, dentre outras. Tabelas indicam o tipo de aeronave utilizada em cada aeroporto e o motivo dos voos.

A frota brasileira também está dividida em estado e região. A região centro-oeste foi a que mais cresceu, 8 por cento, e 44 por cento da frota total está localizada nos estados de São Paulo, Minas Gerais e Mato Grosso. o

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Evolution of Brazil’s General Aviation Fleet

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New stats show genav growing faster in Brazilby Richard Pedicini

With a new total of 13,965 aircraft, Brazil’s general avia-tion fleet numbered almost 900 more units in 2012 than in 2011, according to data released this week in the third annual edition of the Handbook of Brazilian General Aviation. The yearbook, which is published by Brazil-ian industry association ABAG, shows the local fleet having grown at 6.7 percent last year–a slightly larger increase over the 2011 to 2012 rate.

Additions to the fleet include six trijets, 95 twinjets, 119 singles and 56 twin-engine helicopters. This new edition of the hand-book also includes a broader array of data about the Brazil-ian business aircraft fleet. It esti-mates the combined value of the local market at $13.6 billion for last year, which was 16 percent up on 2011.

The valuation numbers shine a new light on the fleet’s composi-tion. The country’s total of 16 tri-jets accounts for 0.11 percent of the fleet by number, but 4 percent by value. A total of 35 percent of the Brazilian fleet’s value is accounted for by twinjets, another 23 percent is twin-engine helicop-ters and 13 percent are twin-tur-boprop fixed-wing aircraft. The country’s 8,008 piston single air-craft accounted for 57 percent of the total fleet in 2012 but only 7 percent of the combined value.

ABAG began publishing the handbook to make informa-tion on the size of the fleet more readily available to policymak-ers. Authorities in Brazil have to deal with a situation in which rising demand for commercial airline service is putting pressure on the country’s limited aviation infrastructure.

Yeb Inteligência de Mercado, which edits the yearbook, used the most recent data available from three government agencies to profile general aviation traffic at the country’s largest airports. For example, in 2012 instruction flights increased 63 percent and surpassed air taxies to become the second-largest group of GA oper-ations with 25 percent of total movements. Another surprise is that in 2012 helicopters were the most used aircraft type, represent-ing 35 percent of GA flights.

For the 20 busiest airports, information such as runway length and ramp space is given, as well as some characteristics

of the aerodromes to which connections are made: public or private, paved or unpaved,

and so forth. Tables also show the type of aircraft used at each airport, and the purpose of the flights.

The Brazilian fleet is also broken out by state and region. The central-west region grew the most at 8 percent, and 44 per-cent of the total fleet is located in the states of São Paulo, Minas Gerais and Mato Grosso. o


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SMS está no horizonte para a familia Falconpor Charles Alcock

Pouco mais de 50 anos passados desde o primeiro voo do jato Fal-con da Dassault Aviation em maio de 1963, a família dos jatos execu-tivos nunca foi tão crucial aos negó-cios de longo prazo da fabricante francesa. Resultados financeiros cobrindo a primeira metade de 2013 mostraram renda de grupo e lucratividade de certa forma abala-dos por fatores que incluem um menor número de entregas de Fal-con comparado com os primeiros seis meses do ano passado (29 aero-naves contra 34). Porém, a empresa disse que ainda projeta um total de70 entregas de Falcon para o ano de 2013, o que seria 4 a mais que em 2012. No geral, os jatos Falcon ainda representam quase três quar-tos de todas as vendas da Dassault, com o restante consistindo de ativi-dades militares.

Numa coletiva de imprensa em 25 de julho em Paris, o presidente da Dassault Aviation Eric Trap-pier disse que o mercado da avia-ção executiva ainda enfrenta uma “recuperação incerta” numa situ-ação econômica mundial também incerta. “Assim, precisamos con-tinuar lutando em três campos” - vendas, suporte e inovação,” ele disse. “Por inovação, queremos dizer finalização [do interior da cabine de passageiros] e modifi-cações em andamento na frota já existente e, claro, o SMS.”

Trappier se referia ao muito esperado super jato tamanho médio da Dassault, mas os visitan-tes da LABACE não devem descobrir nada mais sobre isto nesta semana.

Será preciso aguardar até a mostra NBAA em Las Vegas em outubro, quando espera-se o lançamento ofi-cial do novo programa.

Um ponto do SMS que a Dassault (estande 5102) está empenhada em mostrar é que ele não deve ser visto como uma substituição para o Fal-con 900 já existente. A atitude da empresa é deixar que o mer-cado decida quando uma aero-nave ficou ultrapassada na linha de produção atual.

Com certificação desde 2010, as winglets 900LX’s reduzem a queima de combustível para permitir um aumento de alcance de 5 a 7 por cento. O trijato tem o mesmo vol-ume na cabine de passageiros que o recente Falcon 2000S. Segundo o gerente de engenharia de ven-das da Dassault Frédéric Recher, o 900LX é “rei da performance aérea” e é apropriado para operar em aeroportos chave e restritos como Cannes, no sul da França.

“Seu peso máximo na deco-lagem é 70 por cento maior [que aeronaves similares] mas a queima de combustível dos rivais é 50 por cento maior pela mesma perfor-mance e alcance,” Recher explicou. Ele disse que isto é particularmente significativo em situações em que uma missão envolve fazer viagens curtas para buscar passageiros e seguir num longo voo.

Tecnologia FuturaApesar do grande esforço de

engenharia em que está embar-cando para trazer o SMS para o

mercado, a Dassault também se propôs desafios tecnológicos para o longo prazo. Três elemento chave disto, explicou o vice-presidente para pesquisa e tecnologia da fab-ricante Bruno Stoufflet, estão tor-nando a família Falcon mais verde, mais elétrica e mais digital. Os engenheiros do grupo também têm foco em melhorar a segurança, tor-nar as cabines de passageiros mais confortáveis, elevar a competitivi-dade de seus produtos, reduzir ris-cos do programa, permitir que seus jatos operem a partir de mais aero-portos e aperfeiçoar a disponib-ilidade das aeronaves através de manutenção mais eficiente.

O principal foco do projeto Falcon Mais Verde é a redução de ruído. A Dassault tem o ambicioso obje-tivo de até 2015 tornar suas aero-naves 20 dB mais silenciosas do que eram em 2000. Stoufflet disse que a empresa está tomando proveito das novas tecnologias de computação

SMS is on the horizon for the Falcon familyby Charles Alcock

Just over 50 years since Dassault Aviation’s first Fal-con jet flew in May 1963, the business jet family has never been more crucial to the long-term business of the French manufacturer. Financial results covering the first half of 2013 showed group revenues and profits somewhat dented by factors including a smaller number of Falcon deliver-ies compared with the first six months of last year (29 aircraft versus 34). However, the com-pany said it still projects a total of 70 Falcon deliveries for the whole of 2013, which would be four more than were delivered in 2012. Overall, the Falcon

jets still account for almost three quarters of all sales at Dassault, with the rest com-prised of its military activities.

In a July 25 press confer-ence in Paris, Dassault Aviation chairman and chief executive Eric Trappier said the busi-ness aviation market still faces an “uncertain recovery” in an uncertain world economic sit-uation. “Thus we must keep fighting on three fields”–sales, support and innovation,” he said. “By innovation we mean [cabin interior] completion as well as ongoing modification of our existing fleet and, of course, the SMS.”


Continued on page 17 u Continua na página 17 u

Mesmo com a aguardada chegada ao mercado do novo super jato tamanho médio Falcon SMS da Dassault, a empresa acredita que o Falcon 900LX ainda tem futuro especialmente graças à sua impressionante performance no espaço aéreo.

Even with the pending arrival on the market of Dassault’s planned new Falcon SMS super-midsize jet, the company believes the existing Falcon 900LX still has a future–especially thanks to its impressive airfield performance.

Trappier was referring to Dassault’s long-awaited super- midsized jet, but LABACE show visitors are not expected to learn anything more about it this week. That will have to wait until the NBAA show in Las Vegas this October, when the company is expected to formally launch the new program.

One point about the SMS that Dassault (Stand 5102) has been keen to stress is that it should not be viewed as a replacement for the existing Fal-con 900. The company’s attitude is that it leaves it to the market to decide when an aircraft has outlived its position in the cur-rent production line.

Certified in 2010, the 900LX’s winglets reduce fuel burn to allow for a 5- to 7-per-cent increase in range. The tri-jet has the same cabin volume as the latest Falcon 2000S. Accord-ing to Dassault sales engineer-ing manager Frédéric Recher, the 900LX is the “king of air-field performance” and is well

suited to operating from key restricted airports like Cannes in the south of France.

“Its maximum takeoff weight is 70 percent higher [than com-peting aircraft] but the fuel burn of competitors is 50 percent more for the same performance and range,” Recher explained. He said this is particularly sig-nificant in situations where a mission involves making a short hop to collect passengers for a longer onward flight.

Future TechnologyDespite the major engineer-

ing effort it is now embarking on to bring the SMS to mar-ket, Dassault also has set itself challenging long-term technol-ogy goals. Three key elements of this, explained the manufactur-er’s vice president for research and technology Bruno Stouf-flet, are making the Falcon fam-ily greener, more electric and more digital. The group’s engi-neers also have a strong focus on improving safety, making cabins more comfortable, improving the competitiveness of its prod-ucts, reducing program risks, allowing its jets to operate from more airports and improving the

availability of aircraft through more effective maintenance.

The main focus of the Greener Falcon project is noise reduction. Dassault has the ambitious objective that by 2025 its aircraft will be 20 dB quieter than they were in 2000. Stouf-flet said the company is taking advantage of new aero-acous-tic computation techniques that were not available a decade ago.

Further reducing fuel burn and carbon dioxide emissions are other important objectives. Here Dassault’s focus is on promising technologies such as more aero-dynamically efficient laminar extended wings. “The challenge is to enlarge the laminar portion of the wing as much as possible to reduce drag,” said Stoufflet. “We’ve done flights with the 7X to measure where the [aerody-namic] transition occurs between laminar and non-laminar flow. We also need to master the man-ufacturing tolerances involved, but we think we can achieve a seven to nine percent saving [in

fuel burn and emissions].”Dassault’s efforts to reduce

the environmental impact of its products extend to the design and manufacturing processes. It is also assessing how the Falcons could be made greener through-out their lifecycle.

The More Electric Falcon project is seeking to achieve a more efficient ratio between an aircraft’s installed power sup-ply and its average use. With a typical power supply archi-tecture today, average power use is seven times less than the total power supply capacity. By contrast, explained Stouf-flet, in an all-electric aircraft the ratio drops to 2:1. This saves on power consumption and weight, as well as improving aircraft dispatch reliability. Dassault plans to start introducing more electric technologies on a step-by-step basis with most of the achievable improvements being in service by 2025.

Dassault’s Digital Falcon concept focuses on cockpit

innovation driven by the need to capitalize on the operational flexibility available through the Sesar and NextGen air traffic management modernization pro-grams. Stoufflet added that cock-pit advances would also reduce pilot workload and potentially reduce operating costs.

Dassault engineers also are looking at how they can adapt the flush multifunction antenna developed for its Neuron UAV for use on the Falcon. This could improve connectivity while also reducing drag.

Engineers are also working on further weight reductions to Falcon airframes. One technique being explored is to make better use of automatic flight controls to control load and vibration in the aircraft. Stoufflet said this could result in a 2- to 4-percent fuel burn reduction by reduc-ing the structural mass of the Falcons. Dassault also is invest-ing in plans for a new composite wingbox, and a demonstrator has now been produced. o


SMS is on the horizonuContinued from page 16

aero-acústicas que não estavam dis-poníveis uma década atrás.

Reduzir ainda mais a queima de combustível e as emissões de dióx-ido de carbono são outros objeti-vos importantes. Aqui o foco da Dassault está em tecnologias prom-issoras como asas laminares este-ndidas mais aerodinamicamente eficientes. “O desafio é aumentar a porção laminar do vento o quanto for possível para reduzir o arrasto,” disse Stoufflet. “Fizemos voos com o 7X para medir onde a transição [aerodinâmica] ocorre entre o fluxo laminar e não laminar. Também precisamos dominar as tolerância envolvidas na fabricação, mas pens-amos poder atingir uma economia de sete a nove por cento [em queima de combustível e emissões].”

Os esforços da Dassault para reduzir o impacto ambiental de

seus produtos se estende aos pro-cessos de design e manufatura. Também está sendo avaliado como os Falcons podem ficar mais verdes ao longo de seu ciclo de vida.

O projeto Falcon Mais Elétrico procura alcançar uma proporção mais eficiente entre o suprimento de energia instalado na aeronave e seu uso médio. Com uma arquite-tura típica de suprimento de ener-gia hoje, o uso médio é sete vezes menor que a capacidade total. Por contraste, explicou Stoufflet, numa aeronave toda elétrica a proporção cai para 2:1. Economia de energia e peso, assim como melhora a con-fiabilidade na expedição da aero-nave. A Dassault planeja introduzir mais tecnologias elétricas passo-a-passo estando a maior parte das melhorias alcançáveis à disposição em 2025.

O conceito digital do Falcon da Dassault é focado na inovação do cockpit, conduzido pela necessi-dade de capitalizar na flexibilidade operacional disponível através dos

programas de modernização de gerenciamento de tráfego aéreo da Sesar e NextGen. Stoufflet acrescen-tou que avanços no cockpit também reduziriam o volume de trabalho do piloto e potencialmente diminu-iriam custos operacionais.

Engenheiros da Dassault estão tentando adaptar a antena de des-carga multifunção desenvolvida por seu Neuron UAV para uso no Falcon. Pode-se melhorar a conec-tividade ao mesmo tempo em que reduz o arrasto.

Os engenheiros também trabal-ham em maior redução de peso para as estruturas do Falcon. Uma técnica sendo explorada é fazer melhor uso dos controles automáticos de voo para controlar cargas e vibração na aeronave. Stoufflet disse que reduzir a massa estrutural dos Falcons pode resultar em uma redução na queima de combustível de 2 a 4 por cento. A Dassault também está investindo em planos para uma nova caixa da asa composta e um demonstrador foi agora produzido. o

Dassault boosts Falcon support center at Sorocababy Charles Alcock

Over the next six months, Dassault will be expanding the workforce at its Sorocaba ser-vice center in Brazil. The São Paulo-area facility, which is its first company-owned service cen-ter outside France and the U.S., opened four years ago, in June 2009, and holds authorizations from the U.S. Federal Aviation Administration and the European Aviation Safety Agency, as well as from aviation authorities in Bra-zil, Argentina and Bermuda.

The Sorocaba center is autho-rized to perform line mainte-nance and airframe inspections on all Falcon jets, apart from the older Falcon 20 and 100 mod-els. Additionally, the facility has clearance to perform engine maintenance on engines pow-ering the Falcon fleet, includ-ing GE’s CFE738, Honeywell’s TFE731 series, and Pratt & Whitney Canada’s PW307A and PW308C turbofans.

The facility is equipped for specialized nondestructive test-ing services, such as penetrant and eddy-current methods. A full-service battery shop is avail-able to repair, replace or change

main and emergency batter-ies on Falcons and a variety of other aircraft.

The Sorocaba personnel includes an aircraft-on-ground “go-team” to provide rapid response directly to an aircraft anywhere in South America, with the parts and tools neces-sary to get it flying again with minimal delays. Throughout Latin America, there are cur-rently around 129 Falcons regis-tered in various countries.

At Sorobaca, which is about 56 miles from the center of São Paulo, Dassault houses more than $3 million worth of com-monly used parts. There is also space in its hangars to accom-modate three Falcons at a time.

Last month, Dassault launched a new customer service application that allows opera-tors to access its support net-work on a variety of mobile and tablet devices. It includes instant touch-call features for AOG hotlines, technical centers, spares and field service facilities, as well as tools for searching ser-vice center locations and contact Falcon pilots. o

SMS está no horizonteuContinuação da página 16

Como parte do seu programa Falcon Mais Verde, a Dassault tem feito voos teste no Falcon 7X para desenvolver asas mais aerodinamicamente eficientes que podem resultar em redução na queima de combustível de mais 7 a 9 por cento.

As part of its Greener Falcon program, Dassault has been flight-testing a Falcon 7X to develop more aerodynamically efficient wings that could result in a further 7- to 9-percent reduction in fuel burn.

O papel da propriedade compartilhada cresce na aviação executiva da América Latinapor Kirby J. Harrison

A propriedade compartilhada de aero-naves é um conceito que chegou lentamente à América Latina, provavelmente como resul-tado de uma base de clientes de aeronaves executivas pequeno demais para suportar tal empreitada. Mas está crescendo.

Um dos programas mais estabelecidos de propriedade compartilhada na América Latina é o MexJet, uma unidade de negócios da antiga fornecedora de serviços para a avia-ção Mexicana Aerolíneas Ejecutivas.

A empresa possui um total de 24 aeronaves, sendo 22 jatos; Hawker 400s, 700s e 4000s, e Learjet 45s. Além disso, oferece dois helicópteros:

um Agusta 109 Power e um Agusta 109 Grand.A matriz da empresa é em Toluca; mas

também tem bases em Bajío, Culiacán, Mérida e Monterrey. Com um total de 140 clientes, incluindo membros de seu pro-grama JetCard, a MexJet possui cinco han-gares no Aeropuerto Internacional de Toluca, na cidade de Toluca, próxima da Cidade do México. A infra-estrutura para manutenção fica em um dos hangares, onde Beechcraft fornece serviço e suporte para seus produ-tos. O operador é certificado pelos comitês de auditoria independentes Wyvern e IS-BAO.

Fractionals increase role in Latin American bizavby Kirby J. Harrison

Aircraft fractional ownership is a con-cept that has been slow to take hold in Latin America, most likely the result of an installed business aircraft customer base too small to support such an effort. But it is growing.

One of the more established fractional ownership programs in Latin America is MexJet, a business unit of long-time Mexican aviation services provider Aer-olínas Ejecutivas.

The company has a total of 24 air-craft, 22 of them jets: Hawker 400s, 700s and 4000s, and Learjet 45s. In addition, it offers two helicopters: an Agusta 109 Power and an Agusta 109 Grand.

The company’s headquarters is in Toluca; it also has bases in Bajío, Culi-acán, Mérida and Monterrey. With a total of 140 customers, including mem-bers of its JetCard program, MexJet has five hangars at Aeropuerto Interna-cional deToluca, in the city of Toluca, not far from Mexico City. Maintenance facilities are in one of the hangars, where Beechcraft provides service and support for its products. The operator

is certified by independent-audit bod-ies Wyvern and IS-BAO. “Safety and security are not negotiable,” said Mex-Jet director Alexis Javkin.

According to Javkin, MexJet has expe-rienced 10- to 15-percent growth over the past several years, “better than the 8- to 10-percent growth of comparable companies.”

MexJet offers one-eighth, one-quar-ter and one-half shares in its fractional program, with buy-in and other costs determined by the value of the particu-lar aircraft at the time, based on its age, model and total flight hours. A one-eighth share typically entitles the share-holder to 100 flight hours a year.

The company’s JetCard program offers two-year memberships, with 50 to 200 flight-hour cards available. It allows customers to fly a lesser number of hours without a major investment.

In 2012, MexJet few 10 percent more hours than in 2011 and, based on activity in the first half of this year, Javkin said he expects 2013 will be better.


Com congestionamentos no tráfego sempre em alta em cidades como São Paulo, e uma base de mercado crescente para clientes de aviação, a propriedade compartilhada parece estar ganhando força na América Latina, particularmente no Brasil e no México. Aqui, um Agusta 109 oferece uma alternativa ao ato de sentar-se num carro em meio a uma rodovia congestionada.

With traffic congestion at an all-time high in cities like São Paulo, and a growing market base of aviation customers, fractional ownership appears to be gaining traction in Latin America, particularly in Brazil and Mexico. Here, an Agusta 109 provides an alternative to sitting in a car on a congested highway.

A Avantto o custo da adesão única de um Phenom 100 é $1.38 milhões, permitindo ao membro 20 horas de voo ao mês por $1.585 a hora.

Avantto’s one-time buy-in cost in a Phenom 100 is $1.38 million, entitling the shareholders to 20 flight hours a month at $1,585 an hour.

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Approximately 75 percent of the com-pany’s flights are within Mexico, with the remainder to destinations in Central America and the U.S.

Prime Fraction ClubIn Brazil, Prime Fraction Club is

growing steadily with a fleet that includes a mix of nine fixed-wing aircraft and helicopters, three yachts and four high-end automobiles.

But Prime has taken the “share” con-cept a step further. Not only can a share-holder in one aircraft use hours in another aircraft–fixed-wing or helicopter–but it is also possible to apply share hours in a high-end yacht. It’s part of what differen-tiates the São Paulo-based company from other fractionals–a share of one entitles the member to a share of all, explained Prime president and founder Marcus Matta.

The cost structure is similar to most other fractional ownership programs, whether in Brazil, the U.S. or Europe. A one-quarter share in an Agusta 109S Grand, for example, requires an initial buy-in of R$3.445 million, monthly fees are R$34,724 and a variable fee per flight hour begins at about R$2,774. There is no wait charge or repositioning fee.

The fleet is based in São Paulo and Rio de Janeiro, and the most frequent destinations are major industrial cities and beach locales within the country.

Avantto Flying High in BrazilThe largest fractional operator in

Latin America, and the largest in Brazil as well, is Avantto. Since its creation in 2010 by president Rogério Andrade, the São Paulo-based company’s fractional share membership has jumped from 350 to nearly 400, with a one-tenth share being the most popular. And the fleet has grown from 24 jets and 23 helicop-ters a year ago to 28 jets and 25 helicop-ters as of mid-July.

Among the fixed-wing additions to

the managed fleet is a Challenger 605, a business jet capable of nonstop flight from Rio de Janeiro to Miami, or from Rio de Janeiro to any destination in Latin America with ease.

The slow redistribution of wealth in Brazil is one factor driving the growth of fractional ownership in the country; that, and an aviation infrastructure such that only about 100 out of 5,000 cities are served by airlines.

Avantto offers only one-third shares in its fixed-wing program. As an exam-ple, the one-time buy-in cost in a Phenom 100 is $1.38 million, entitling the share-holders to 20 flight hours a month at $1,540 an hour. A monthly fixed fee of $21,650 covers crew, insurance, hangar lease, management and maintenance.

The company also operates an aircraft management program, which accounts for about 30 percent of annual revenues. And, as only about 200 of the more than 1,500 business aircraft in Brazil are cur-rently under an aircraft management contract, Rogério suggests that this part of the company is likely to see greater growth than fractional ownership.

Rogério is also considering a fractional partnership from outside Brazil. There is an on-going discussion with a group from the Philippines about the possibility of launching an operation similar to that of Avantto in that Pacific island nation. “And we’ve been doing some flights with potential partners closer to home, pend-ing a formal agreement,” he said.

Like Andrade, Prime’s Matta sees smooth skies ahead for fractional oper-ations in Brazil. While three fixed-wing airplanes is not a large fleet, the com-pany has on order another Phenom 100, a Phenom 300 and a Pilatus PC-12C. In addition, helicopter orders include a Robinson R66 and a Eurocopter AS350 B3E, as well as an AW109S Grand and an AgustaWestland AW109 Power.

Fractional ownership, said Matta, “is the better way to satisfy professional needs and/or leisure moments without paying for the whole asset.” o

“Segurança e proteção não são negociáveis,” disse o director da MexJet Alexis Javkin.

Segundo Javkin, a MexJet vivenciou um crescimento de 10 a 15 por cento nos últimos anos, “melhor que o crescimento de 8 a 10 por cento de empresas similares.”

A MexJet oferece participações de um oitavo, um quarto ou metade no seu programa de pro-priedade compartilhada, com custos de entrada no programa e outros determinados a partir do valor daquela aeronave em particular, com base na idade, modelo e horas de voo. Uma partici-pação de um oitavo geralmente garante ao pro-prietário 100 horas de voo por ano.

O programa de JetCard da empresa ofer-ece adesões de dois anos, com cartões de 50 a 200 horas de voo disponíveis. Ele permite aos clientes voar uma quantidade menor de horas sem ser necessário um grande investimento.

Em 2012, a MexJet voou 10 por cento mais horas que em 2011 e, com base nas ativ-idades na primeira metade deste ano, Javkin disse que espera que 2013 seja melhor.

Aproximadamente 75 por cento dos voos da empresa são dentro do México, com o restante sendo para destinos na América Central e EUA.

Clube de Fração PrimeNo Brasil, o Clube de Fração Prime está

crescendo de maneira estável com uma frota que inclui um mix de nove aeronaves de asa fixa e helicópteros, três iates e quatro automóveis superiores.

Mas o Prime levou o conceito de “compartil-har” ainda mais longe. O proprietário da partic-ipação pode não apenas utilizar horas em outra aeronave de asa fixa ou helicóptero – mas tam-bém é possível utilizar as horas compartilhadas em um iate de luxo. Faz parte do que diferen-cia a empresa com base em São Paulo das out-ras empresas – a participação em uma permite ao membro compartilhar todas, explicou o pres-idente e fundador da Prime Marcus Matta.

O custo da estrutura é similar à maioria dos outros programas de propriedade compartil-hada, seja no Brasil, nos EUA ou na Europa. Uma participação de um quarto em um Agusta 109S Grand, por exemplo, requer uma adesão inicial de R$3.445 milhões, taxas men-sais de R$34.724 e uma taxa variável por hora de voo a partir de R$2.774. Não há cobrança de espera ou taxa de reposicionamento.

A frota tem como base São Paulo ou o Rio de Janeiro, e os destinos mais frequentes são as maiores cidades industriais e cidades de praia dentro do país.

Avantto Voa Alto no BrazilA maior operadora de propriedade com-

partilhada na América Latina, e a maior no Brasil também, é a Avantto. Desde sua cri-ação em 2010 pelo presidente Rogério Andrade, as adesões da empresa com sede em São Paulo saltaram de 350 para quase 400, com a participação de um décimo sendo a mais popular. E a frota cresceu de 24 jatos e 23 helicópteros um ano atrás para 28 jatos e 25 helicópteros em meados de julho.

Entre os acréscimos de aeronaves de asa fixa à frota gerenciada está uma Challenger 605, um jato executivo capaz de um voo sem paradas do Rio de Janeiro a Miami, ou do Rio de Janeiro a qualquer destino na América

Latina com facilidade.De 2011 a 2012, a empresa vivenciou um

crescimento de 25 por cento nos rendimentos e, este ano, mesmo com a desaceleração da eco-nomia brasileira, disse Rogério, “Nós ainda espe-ramos um crescimento entre 20 e 25 por cento.”

A vagarosa redistribuição de renda no Bra-sil é um fator conduzindo o crescimento da propriedade compartilhada no país; isto, e uma infra-estrutura para aviação tal que ape-nas em torno de 100 das 5.000 cidades é ser-vida pelas companhias aéreas.

A Avantto oferece apenas participações de um terço em seu programa de asa fixa. Como exemplo, o custo da adesão única de um Phenom 100 é $1.38 milhões, permitindo ao membro 20 horas de voo ao mês por $1.585 a hora. A taxa fixa mensal de $22.200 cobre tripulação, seguro, liberação do hangar, administração e manutenção.

A empresa também opera um programa de gerenciamento de aeronaves, que repre-senta 30 por cento de sua renda annual. E, como apenas 200 das mais de 1.500 aero-naves executivas no Brasil estão atualmente sob contratos de gerenciamento de aero-naves, Rogério sugere que esta parte da empresa provavelmente verá um crescimento maior que a propriedade compartilhada.

Rogério também está considerando uma parceria compartilhada de fora do Brasil. Há uma discussão em andamento com um grupo das Filipinas a respeito da possibilidade de lançamento de uma operação similar à que a Avantto teve naquela ilha do Pacífico. “E temos feito voos com parceiros em potencial mais próximos de casa, com um acordo for-mal em aberto,” ele disse.

Como Andrade, Matta, da Prime vê céu de brigadeiro adiante para operações fracionadas no Brasil. Enquanto três aviões de asa fixa são con-stituem uma grande frota, a empresa tem pedi-dos para outro Phenon 100, um Phenon 300 e um Pilatus PC-12C. Além disso, pedidos de helicópteros incluem um Robinson R66 e um Eurocopter AS350 B3E, assim como um AW109S Grand e um AgustaWestland AW109 Power.

Propriedade compartilhada, disse Matta, “é a melhor maneira de satisfazer necessi-dades profissionais e/ou momentos de lazer sem ter que pagar por todo o bem.” o

Propriedade compartilhadauContinuação da página 18

A frota de 22 aeronaves de asa fixa da MexJet e dois helicópteros estão disponíveis em seu programa de propriedade compartilhada.

MexJet’s fleet of 22 fixed-wing aircraft and two helicopters are available through its fractional ownership program.

Fractionals increaseuContinued from page 18

Piper’s Brazil dealer showcases Seneca and Meridian at LABACEby David Donald

Piper is demonstrating two aircraft from its range here at the LABACE show: a Seneca V and a Meridian. The display is being undertaken in con-junction with J.P. Martins Aviacão, the authorized local Piper dealer.

“Brazil is on a path to economic devel-opment, solidifying its place in the global aviation marketplace,” remarked the deal-ership’s founder, João Paulo Martins. “As the largest Piper dealer in the world, J.P. Martins is positioned to take full advan-tage of the growing popularity of Piper airplanes in Brazil.” The company was established in 1965 and operates a main-tenance center here in São Paulo. The center includes a parts department that serves all regions of Brazil.

While Piper and J.P. Martins are here to promote the entire Piper range, the Seneca and Meridian were selected spe-cifically to represent the wider family. “Piper has had great success in this mar-ket,” said Drew McEwen, Piper’s v-p of marketing and sales, “and the two air-craft on display are particularly suited to

the geography and terrain of the world’s fifth most populous country.”

The Meridian is the top of Piper’s PA-46 Malibu-based M-class line. It seats six in comfort and its 500-shp Pratt & Whitney PT6A-42A turboprop engine gives it a cruising speed of up to 260 ktas and a range of up to 1,000 nm. A Garmin G1000 avionics suite is fitted. Other members of the M-class are the piston-engine Mirage and Matrix, the lat-ter being unpressurized.

Of course, the PA-34 Seneca is already a very familiar shape here in Brazil, where 876 of earlier models were built under license by Embraer as the EMB-810. The Seneca V on display here is the current incarnation of the highly popular light twin, and represents Piper’s Twin Class family, which also includes the T-tailed PA-44 Seminole. The Seneca V’s two 220-hp Continental TSIO-360-RB engines offer a 197-ktas maximum cruise, and the aircraft is also equipped with a Garmin G1000 avionics suite with a three-screen display. o


J.P. Martins Aviacão, the world’s largest Piper aircraft dealer, is exhibiting the latest version of the Piper Seneca. The Seneca V’s twin Continental piston engines provide a maximum cruise of just under 200 ktas.

Piper’s turboprop Meridian represents the top of the Florida-based airframer’s product line. The pressurized PT6A-42A-powered aircraft seats six and has a cruising speed of up to 260 knots with a 1,000-nm range.

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1,000-strong King Air clan reigns in Latin Americaby Ian Sheppard

Beechcraft is back at the annual LABACE show for the first time since emerging from bankruptcy protection earlier this year with a revised business plan focused on its turboprop family of aircraft. Together with its regional dis-tributor Líder Aviação, the U.S. man-ufacturer is parking four King Airs on the static display here at Congonhas Airport: a C90GTx featuring the Rockwell Collins Pro Line 21 avionics suite; a Model 250 with its lightweight composite winglets and propellers; a King Air 350i; and a special-mission 350ER (equipped with an emergency medical cabin interior), which is on a year-long world tour. It also has a Bonanza G36 on display, underlining its general aviation roots.

The company’s focus at Latin

America’s leading business aviation event is to stress the dominant posi-tion of the King Air turboprop fleet in its market. The region is now home to more than 1,000 Beechcraft aircraft, including 420 in Brazil alone.

“We have more than 70 percent of the business turboprop market share in what continues to be one of our largest growth areas outside the United States,” said Beechcraft Americas president Keith Nadolski. King Air types make up 56 percent of the Latin American business turboprop market of some 1,800 air-craft (a figure based on JetNet data, said Beechcraft, which is here at Chalet 5107).

Based on second-quarter figures, Beechcraft deliveries have increased by 66 percent in 2013 compared with 2012: some 115 deliveries, up from 69. o

World Fuel ServiceS getS cloSer to Brazilian operatorS With local oFFice

World Fuel Services (WFS) recently opened an office here in São Paulo, with Pau-listano Celso Azuma appointed as business aviation sales executive for the region. The Florida-based company’s new Brazil office provides local “boots on the ground” expertise to enable the fuel-logistics group to effectively serve the needs of FBOs and flight departments in the region.

The new office handles supply of the Ascent branded aviation fuel, as well as the Alliance-World Fuel Services contract fuel program and other elements of the WFS family of business aviation-related products and services.

Meanwhile, despite a stall in industry growth, WFS (Stand 5007) reports that its Fly-Buys rewards program continues to grow following the program’s launch at the MEBA convention in Dubai last December. Growth since January this year has been logged as 6.9 percent, with members in 58 countries.

With FlyBuys, personnel or flight departments using linked Avcards, purchasing Alliance-WFS contract fuel or using a BaseOps account automatically accrue points that can be exchanged for merchandise or gift cards from local vendors. More than 7,500 locations offer FlyBuy points worldwide, and merchants are able to offer bonus points at their discretion as an incentive for buying more fuel. –D.D.

Newly revitalized Beechcraft is making a strong showing at LABACE, having brought its entire turboprop family, including the flagship King Air 350i. The company claims more than 70 percent of Brazil’s turboprops.

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