labace convention news 08-12-14

TUESDAY AINONLINE.COM Edição bilíngue

PUBLICATIONS

Association News Manufacturers New Aircraft Avionics Exhibitors

ABAG Yearbook Brazil’s general aviation trade association has just released its influential Yearbook, with a wealth of operational and economic data about the industry. Page 3

OEMs Speak Out on ChallengesAircraft builders face up to government policies, including what they see as restrictive treatment from air traffic control operations. 2

Buyer’s GuideLABACE Convention News has assembled a comprehensive guide to all the new business aircraft coming down the pipeline. Page 16

Phenom UpgradeGarmin’s G3000-based ‘Prodigy Touch’ avionics suite, with its touchscreen flight management system, is an optional upgrade the Phenom 300. Page 28

Textron Air ForceNow buttressed by the addition of Beechcraft, Textron Aviation is here at LABACE in force with the largest complement of aircraft on display. Page 30

AUG. 12, 2014LABACEConvention News

A AIN Traz Para Você as Melhores Notícias

da LABACE 2014O premiado time de

notícias da AIN está de volta a São Paulo para trazer a você todas as notícias da Confe-rência & Exibição da aviação executiva Latino-Americana 2014. Nossa primeira edição chega junto com a abertura do evento nesta manhã e também estará disponível no centro de convenções e principais hotéis na quarta-feira. Nossa segunda edição chegará na quarta-feira e estará disponível durante o evento. Você encontra todas es-tas notícias e muito mais online no site www.ainonline.com/labace14. Os leitores também podem se inscrever para alertas de e-newsletters da AIN e rece-ber nossas edições especiais da LABACE esta semana.

Dentro desta edição você encontrará nossa reportagem sobre os desafios enfrentados pela aviação executiva no Brasil (página 6). Mais, conver-samos com todos os maiores fabricantes de aeronaves exe-cutivas sobre como eles veem o mercado latino-americano (página 12). E não perca nosso destaque exclusivo do Guia do Comprador anual produzido pela Business Jet Traveler, publicação parceira da AIN (começa na página 16).

Brazilian bizav still optimistic despite economic, political strife by David Donald & Richard Pedicini

The LABACE show’s 11th edition opens today with the mood of Brazilian business and general aviation cautiously optimis-tic. “Once more in 2013 the market grew by 5 to 6 percent, as it has for the last decade,” Eduardo Marson, president of industry group ABAG told a press conference here in São Paulo on Friday.

There are signs, however, that the current

year has been a difficult one for general avi-ation, as a reflection of economic upheaval across Latin America and, specifically, the restrictions placed on operators during the soccer World Cup hosted by Brazil in June and July. A fuller picture of the state of Bra-zilian business aviation is provided by the fourth annual yearbook published by ABAG this week (see page 4).

Many of those issues facing the indus-try will be topics of discussion here at the show as manufacturers, operators, support companies and customers come together at São Paulo’s Congonhas Airport. Ricardo Nogueira, director general of ABAG, told reporters that a continued lack of investment in airports is a key issue, and this appears not to be getting constructive attention in Brazil’s current election campaign.

“We’ve seen little effort to handle more air-craft, only to handle more passengers,” he said. “There’s been a focus on terminals, and not on airports. There has been nothing relevant to improve capacity for air traffic, only localized, uncoordinated and temporary actions.”

™

DAV

ID M

cIN

TOS

H

Facing economic uncertainty and operational restrictions, business aviation in Brazil is still strong, as evidenced by participation in LABACE 2014. Exhibit space at this year’s show is up by 10 percent, and organizers expect a strong complement of upper-management visitors.

Continued on page 29 u

ApresentAndo o FAlcon 8X.MAior AutonoMiA,

MAis espAço nA cAbine, MAior cApAcidAde.

A MesMA eFiciênciA lendáriA.

2 LABACE Convention News • August 12, 2014 • www.ainonline.com

FOUNDED IN 1972

James HolaHan, Founding editor

Wilson s. leacH, managing director

r. randall PadField, cHieF oPerating oFFicer

editor-in-cHieF – Charles Alcock

editor – Ian Sheppard

Press room managing editor – Mark Phelps

Production director – Mary E. Mahoney

tHe editorial team – David Donald, Curt Epstein, Rob Finfrock,Mark Huber, Richard Pedicini, Matt Thurber

Production editor – Lysbeth McAleer

tHe Production team – Mona L. Brown, Jane CampbellJohn T. Lewis, John A. Manfredo, Annmarie Yannaco

PHotograPHer – David McIntosh

online editor – Chad Trautvetter

lead Web develoPer – Mike Giaimo

Web develoPer – Evan Williams

digital media designer – Colleen Redmond

PublisHer – Anthony T. Romano

associate PublisHer – Nancy O’Brien

advertising sales – nortH americaMelissa Murphy – Midwest +1 830 608 9888Nancy O’Brien – West +1 530 241 3534Anthony T. Romano – East/International +1 203 798 2400 Joe Rosone – East/International/Middle East +1 301 834 5251Victoria Tod – Great Lakes/UK +1 203 798 2400

advertising sales – international – Daniel Solnica – Paris

marketing manager – Zach O’Brien

director oF Finance & neW Product/online develoPmentDavid M. Leach

Production/manuFacturing manager – Tom Hurley

audience develoPment manager – Jeff Hartford

manager oF onsite logistics – Philip Scarano III

grouP brand manager – Jennifer Leach English

sales/Production administrator – Susan Amisson

advertising/sales secretary staFF – Patty Hayes; Cindy Nesline

Financial analyst & Human resources manager – Michele Hubert

accounting/administration manager – Irene L. Flannagan

accounting/administration staFF – Mary Avella; April Hurst

u.s. editorial oFFice:214 Franklin Ave., Midland Park, NJ 07432Tel: +1 201 444 5075; Fax: +1 201 444 4647

WasHington, d.c. editorial team:Bill Carey (air transport and defense); [email protected] Tel: +1 202 560 5672; Mobile: +1 202 531 7566

Paul Lowe (business aviation); [email protected] Tel: +1 301 230 4520; Fax: +1 301 881 1982

euroPean editorial oFFices:Ian Sheppard; [email protected] 9, Redhill Aerodrome, Surrey RH1 5JY, UKTel: +1 44 1 737 821 409; Mobile: +1 44 775 945 5770

u.s. advertising oFFice:81 Kenosia Ave., Danbury, CT 06810Tel: +1 203 798 2400; Fax: +1 203 798 2104

euroPean advertising oFFices:Daniel Solnica; [email protected], rue de Richelieu, Paris, FranceTel: +33 1 42 46 95 71Italian Representative:Diana Scogna; [email protected]: +33 6 62 52 25 47

russian advertising oFFice:

Yuri Laskin, Gen. Dir., Laguk Co. Ltd.; [email protected], 115172, MoscowKrasnokholmskaya Nab., 11/15 - 132Tel: +7 05 912 1346, +7 911 2762; Fax: +7 095 912 1260

tHe convention neWs comPany, inc. – ain Publications

LABACE Convention News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.:+1 201 444 5075. Copyright © 2014. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, AINsafety, AINtv, Business Jet Traveler, BJT Waypoints, ABACE Convention News, Dubai Airshow News, EBACE Convention News, Farnborough Airshow News, HAI Convention News, MEBA Convention News, NBAA Convention News, Paris Airshow News, Singapore Airshow News.

Printed in São Paulo by: Grafica Aquarela.

LABACEConvention News

Embraer strengthens its customer supportby Mark Phelps

In the five years since open-ing its customer Contact Cen-ter, Embraer Executive Jets has seen its worldwide fleet grow to a size five times as large as it was back then in 2009. So at a press conference here in São Paulo yesterday, the manufacturer announced it has opened new facilities and expanded the Con-tact Center to accommodate the growth in customer care needs.

The center is staffed 24 hours a day, 365 days a year by experienced professionals. And because it is located at the factory in São José dos Cam-pos, customers can be assured of quick connections with the appropriate personnel needed to resolve issues with minimal down time.

There are now more than 780 Embraer executive jets operating in more than 50 countries around the world.

To serve the growing fleet, the Contact Center integrates cus-tomer service representatives; factory-owned and factory-authorized service facilities; parts distribution centers; field service representatives; and technical, flight opera-tions and support teams into a cohesive network dedicated to both carrying out scheduled service and resolving unsched-uled events quickly.

In addition, Edson Car-los Mallaco, the Brazilian air-framer’s v-p of customer sup-port and services, announced here at the LABACE show that Embraer has added a new authorized service center for Phenom 100 and 300 models in the Brazilian Northeast. Aero-Mecânica, located at Coroa do Avião Airport near metropoli-tan Recife, becomes the first in the region to be approved for

line maintenance, scheduled in-spections and remote service. The shop will work in cooper-ation with Embraer’s field ser-vice representative, already in place in the region.

AeroMecânica has a sec-ond maintenance location in Curitiba, where it has been an authorized Phenom service facility since 2011. Also part of the national service network are Algar Aviation in Belo Horizonte; Globo Aviação in Brazilia; Boar Aviação in Goiânia; and Embraer-owned service centers in São José dos Campos and here in São Paulo at Sorocaba Airport. Malloca

said, “Having a dedicated team to provide better support is a commitment we have with our customers in the North-east region.”

Embraer’s São José dos Campos factory service cen-ter has been named Bra-zil’s authorized Rolls-Royce line maintenance center for the AE3007 turbofan, which powers the Embraer ERJ 145 line of regional jets and the Legacy 600/650 series, among other aircraft. Embraer can now perform warranty repairs as well as participate in R-R’s CorporateCare program ser-vices, which cover the cost of parts and labor on sched-uled and unscheduled main-tenance. Embraer Executive Jets’ service portfolio includes maintenance tracking tools, performance and flight opera-tion software as well as special maintenance programs such as Embraer Executive Care (EEC) and the company’s Aircraft Health Analysis and Diagnos-tic (AHEAD) system. o

Chile’s Aerocardal establishes an Air Elite FBOby Curt Epstein

Santiago, Chile-based Aero -cardal Limitada has become the first FBO in Latin Ameri-ca to be accepted into the Air Elite Network, which is World Fuel Services’s specially-select-ed group of service providers for business aviation. Aerocar-dal, which is a full-service facil-ity with its own fuel farm and trucks, is now the WFS preferred

ground handler and fuel distrib-utor for business aviation at Co-modoro Arturo Merino Benítez International Airport.

The Chilean company’s newly-renovated 24/7 facility has a 7,700-sq-ft (715-sq-m) terminal, which is one of the largest in Latin America. It features separate executive pas-senger lounges for interna-

tional and domestic boarding, customs and immigration ser-vice, concierge, onsite car rental, flight planning room, crew rest area, and showers. An extensive video camera sur-veillance system adds an addi-tional level of security.

The FBO has nearly three acres (11,000 sq m) of ramp space in addition to more than 30,000 sq ft (nearly 3,000 sq m) of available hangar storage. “We are excited to be the first to bring the Air Elite service designation to Latin Amer-ica,” said Ricardo Real, Aero-cardal’s general manager. “It has always been the goal of our team to provide the very best of service to private avia-tion travelers in Santiago.”

Air Elite was established in 2011, and for an FBO to qual-ify for membership it must

meet certain airport, facility and service quality require-ments. This latest addition to the network brings the number of worldwide locations to 31.

Recently, former vice chair-man of Air Elite Larry Wade of Golden Isles Aviation in St. Simons Island, Georgia was elected chairman of the net-work, while Will Holroyd of the UK’s Harrods Aviation was named as vice chair. The board’s representation aligns with the locations and demo-graphics of the network’s mem-bership for the betterment of the programs and direction of Air Elite, according to World Fuel Services (Booth 3010).

In the Wednesday edi-tion of LABACE Convention News, read more about World Fuel Services’s perspective on the Latin American market. o

Aerocardal’s FBO in Santiago is one

of the largest in Latin America.

Embraer’s Phenom 100 (foreground) and 300 light jet models have proved popular among Latin American customers.

Embraer’s Contact Center in São José dos Campos has been upgraded and the

manufacturer has also appointed Recife-based AeroMecânica as a new service

center covering northeastern Brazil.

TM

www.ainonline.com • August 12, 2014 • LABACE Convention News 3

Yearbook 2014 chronicles Brazil’s vital bizav statsby David Donald & Richard Pedicini

ABAG, the Brazilian general aviation association, has just published its influential annual yearbook, which compiles a wide range of economic and operational data about busi-ness and general aviation activ-ities in the country. Now in its fourth edition, the ABAG Year-book is a trusted reference for a wide range of parties, includ-ing Brazil’s air force-run air traf-fic control organization, and ANAC, the national civil avia-tion agency.

“The Yearbook is ABAG’s most beautiful child. It’s four years old, but it has the face of a grown-up,” said Ricardo Nogueira, the association’s director general. “Some author-ities still, in 2014, confuse air transportation and airlines. General aviation is a strategic sector, which has a lot of weight, and it’s being ill-treated.

Source of Record“I’m happy when data on avi-

ation is published, and ABAG is given as the source,” he added. “I like it when I go to a meeting at the Secretariat of Civil Aviation, and some authority shows a slide, and the source of the data is given as ABAG.”

Compiled by a team led by economist Felix Yéboles, the Yearbook is the result of thou-sands of telephone calls and six months of statistical anal-ysis. This year’s publication is supported by Shell, Lider, BR Aviation (Petrobras fuel), Aerovale (Caçapava airport) and Synerjet.

New to the latest edition, which is two-thirds larger than the 2013 Yearbook, is a sec-tion on economic data. It also details socio-economic benefits

for users and the population at large, fleet distribution by region and aircraft type, and major airport movements. In the near future ABAG is plan-ning to include an expanded airport database.

By the NumbersCovering 14,648 aircraft,

813,000 movements, 33 major airports and 1.9 million fly-ing hours, the figures published in the new edition show that Brazil’s business fleet grew by 4.9 percent in number during 2013, taking it past Mexico as the world’s second largest. The overall fleet value has increased by 16 percent, up to $12.4 bil-lion. In terms of usage, the sec-tor with the biggest increase was training, while helicopters and turboprops each jumped by 9 percent.

Overall movements were slightly down last year, com-pared with 2012, as were air taxi charter operations, which fell by 13 percent. This has been a steady downward trend as corporations have turned to purchasing their own air-craft instead of using charter companies. However, while air taxi operations are down, this has not necessarily translated into a drop in revenue for the operators, who have increas-ingly branched out into offer-ing other services. o

Staking out new turfBombardier’s newly certified super midsize Challenger 350 is here at LABACE, hoping to gain a foothold in the expanding market turf for business jets. With 3,200 nautical miles of range, it suits the South American mission well, says the OEM, capable of linking São Paulo with San Juan. The 350 is one of four Bombardier jets here at the show, joined by its stablemates: the Global 6000, Challenger 605; and the Learjet 75.

API gets ANAC nod for Falcon 50 winglets by Curt Epstein

Aviation Partners, Inc. (API) will this week start installing the first set of its high-Mach blended winglets on a Brazilian-registered Dassault Falcon 50. An existing U.S. FAA supple-mental type certificate has been approved by Brazil’s ANAC agency. The U.S. company received FAA approval for the modification earlier this year.

The new-design winglets are optimized for higher cruise speeds than the Seattle-based

manufacturer’s previous blended winglet design and provide drag reduction along with a cor-responding range increase of 5 percent at Mach .80. When optimum long-range speeds are selected, that benefit can increase to more than 7 percent.

In addition to the Falcon 50 series, API provides retrofit winglets for the Falcon 900- and 2000-series business jets, and they are factory installed on the 900LX and the 2000LX/LXS/S

models. Currently, more than 300 Dassault Falcon aircraft are flying with API winglets.

“The Falcon program has been by far our most successful busi-ness jet winglet program to date,” said Gary Dunn, the company’s vice president of sales and mar-keting. “This latest STC approval means that Falcon 50 and 50EX operators can now benefit from the same blended winglet tech-nology, and we are already seeing strong interest in the product.”

Dunn is on hand at the show to discuss winglets for the Fal-con private jets as well as for the Hawker 800 series. Several of API’s approved installers such as Dassault Aircraft Services and Duncan Aviation are here at the LABACE show with information on installation slot availability. o

DAV

ID M

cIN

TOS

H

DAV

ID M

cIN

TOS

H

Jet ranger X MakeS firSt BraZiL aPPearanCe

Bell’s Model 505 Jet Ranger X is making its Brazilian debut here at the LABACE show, at least in full-scale mock-up form. The company expects to fly the light single helicopter by the end of the year, and hopes that it can repeat the success of the original JetRanger that became a true “classic” of the rotary-wing world. The 505 is intended for a wide range of tasks, such as training, law enforcement, corporate/VIP transport and utility work, for which a 1,500-pound cargo hook is fitted. With extensive glazing offering excellent visibility, the 505 has a state-of-the-art glass cock-pit with Garmin G1000H integrated avionics suite. Power is provided by a Turbomeca Arrius 2R engine with dual-channel Fadec control. The 505’s high-inertia rotor system is intended to provide excellent auto-rotation characteristics, improving safety and combining with good handling to make it an ideal trainer.

Also on show this week in São Paulo are Bell’s 407GX and 429WLG helicopters. –D.D.

Gulfstream meets need with upgraded supportby Ian Sheppard

Gulfstream Aerospace has strengthened its Latin American customer support network with the official opening yesterday of its new maintenance facility at Bertram Luiz Leupolz Airport in Sorocaba, around 62 miles (100 km) west of São Paulo. The 38,000-sq-ft (3,530-sq-m) facil-ity is large enough to house four large-cabin and three mid-cabin aircraft simultaneously.

“The demand for Gulfstream aircraft in Brazil was the cata-lyst for establishing a company-owned maintenance facility in Sorocaba, Brazil, in June 2012,” according to the company. In fact the building was formerly operated by Gulfstream’s Gen-eral Dynamics sister company Jet Aviation. Gulfstream took full control of the facility last month.

“We have received substantial positive feedback from custom-ers about how much better our location is at Sorocaba airport,” said Mark Burns, president of Gulfstream Product Support,

who oversaw the new develop-ment. The company’s other main international facilities (outside the U.S.) are in London (Luton Airport) and Beijing.

Family of ProductsHere at the LABACE show,

Gulfstream is exhibiting exam-ples of its entire product range. AIN flew from Sorocaba into the show site at Congonhas Airport in the company’s flag-ship G650, which has joined the G550, G450, G280 and G150 on the static display.

Fabio Rebello, Gulfstream’s new regional vice president, international sales for Latin America (in a newly created role after it was separated out of the Asia-Pacific sales role), said that the company’s fleet in the region had grown by 70 per-cent since 2009, with almost 180

aircraft now based here com-pared to 105 only five years ago. Mexico has the highest num-ber of Gulfstream aircraft in the region, with 80, and there are more than 30 Gulfstreams based in Venezuela. However it is in Brazil that the growth has really taken off, going from 14 aircraft in 2009 to 40 now (12 mid-size and 28 large-cabin models). He added that nearly half of the large-cabin business jets based in Latin America are manufactured by Gulfstream, including 30 percent of the large-cabin jets in Brazil.

The company is now working toward certification of its new G650ER in the fourth quarter of this year. The new extended range model was announced at EBACE in Geneva this past May. A Gulfstream spokesman confirmed that, “performance of the [aircraft] has already been demonstrated…we have com-pleted all performance flight testing and we are now doing

the airplane flight manual mod-ifications. We have confirmed that there is no need for any sig-nificant structural changes e.g. for flutter, or for stronger land-ing gear.” Space for the addi-tional 4,000 pounds (1,814 kg) of fuel was already available in the 650’s wing tanks, he added.

Rebello told AIN that there have already been 650ERs sold in Latin America, both new air-craft and as retrofits to existing 650s. The conversion costs $2 million and “involves one week of downtime.”

Here in São Paulo this week, Gulfstream also is marking 10 years since the G450 model entered service. o


DAV

ID M

cIN

TOS

H

bizav in the back yard

LABACE’s location at Congonhas Airport in the heart of São Paulo is ideally situated for visitors. Show organizers expect this year's edition to reflect growth in the demand for business aviation in the region.�

Evo-lution is improving Piaggio turboprop twinby Charles Alcock

Piaggio Aero’s new Avanti Evo aircraft is making its first appearance outside Europe this week at the LABACE show. The new model has been designed to deliver improved perfor-mance and a quieter ride–both inside and out–compared with the existing Avanti II twin tur-boprop. The Evo is being shown here at Congonhas Airport in the static display area of the Ital-ian airframer’s Brazilian distrib-utor Algar Aviation.

The distinctive aircraft’s new features include a rede-signed forward wing and engine nacelles, as well as new five-blade scimitar propellers devel-oped for Piaggio by Hartzell Propeller. Even more noticeable are the drag-reducing winglets that have been added following flight trials last year.

Collectively, these changes have generated significant per-formance benefits over the cur-rent production model, such as a 3-percent faster climb to the 41,000-foot ceiling and a 17-per-cent increase in maximum range to 1,720 nm (3,183 km). The Evo offers a 402-knot top speed (744 km/h) and can oper-ate from runways as short as around 3,000 feet (914 m).

The aircraft can be flown by one or two pilots in a cockpit equipped with a Rockwell Collins Pro Line 21 avionics suite with a tablet-based electronic flight bag. The Evo also features a new land-ing gear with carbon, anti-skid brakes and digital steering.

Hartzell’s new fully feathering, constant-speed propellers are 85 inches (216 cm) in diameter, revers-ible and hydraulically controlled.

Significantly, external noise has been reduced by 68 percent com-pared with the current Avanti, and cabin noise will be 20 percent less. The Avanti has long been known for its high external-noise level, and the improvement will be a wel-come change for operators.

“The Hartzell Propeller team worked hard as RPM [revolu-tions per minute] was reduced from 2,000 to 1,800 to achieve the desired external noise reduc-tion, while maintaining Piaggio’s exceptional flight performance,” explained Hartzell president Joe Brown. “The Evo’s engineering and design challenge was ver-ified by thermal testing of the exhaust temperatures over the pusher props.”

The Evo is also more envi-ronmentally friendly with a 3 percent reduction in emis-sions, allowing it to operate with roughly half the carbon dioxide emissions of a comparably-sized jet. The aircraft is powered by a pair of 850-shp Pratt & Whitney Canada PT6A-66B engines.

The Avanti’s passenger cabin also has evolved with a complete redesign featuring a new inte-rior by Poltrona Frau and seats from Iacobucci HF. Piaggio also has invested in improved lighting and air conditioning.

The Evo was first unveiled at the European Business Avi-ation Convention & Exhibi-tion in Geneva. At last month’s Farnborough International Air-show, Hong Kong-based Bravia Capital became the launch cus-tomer for the new model when it signed a contract for 10 aircraft, with options for 40 more. o

Piaggio Aero has upgraded its Avanti II turboprop with a series of improvements to make up the new Evo.

Business aviation maintenance is a 24-hour-a-day business, and

Gulfstream has responded to an expanded market with a new facility

in nearby Sorocaba.

DAV

ID M

cIN

TOS

H

+1 912 965 3300 – MARK BURNS [email protected] | President Product Support | GULFSTREAM.com/done

For 12 consecutive years, aircraft operators have voted Gulfstream number one in product support.

This achievement reinforces our steadfast commitment and, more importantly, your confidence.

To the customers who inspire us and the employees who power us, we thank you. When it comes

to service experience, choose the best. Gulfstream Product Support: Consider It Done.

™

ANYTIME. ANYWHERE.

Consider it Done™

READ

Y TO SUPPORT YO

U CONFIDENCE IS ARNEDE

Gulfstream was recently voted No. 1 in Aviation International News’ annual product support survey for the 12th consecutive year.

Restrições e competição apertando a aviação executiva no Brasilpor Richard Pedicini

A aviação executiva brasileira enfrenta um aperto entre restrições oficiais e com-petição extraoficial, disputando com com-panhias aéreas por espaços limitados nos maiores aeroportos do país e com serviços ilegais “piratas” de táxi aéreo para os cli-entes. Sediar a Copa do Mundo de futebol em 12 cidades-sede em torno do país em junho e julho serviu como um teste para a infraestrutura de aviação do país. Apesar de nenhum grande problema ter ocorrido, muitos, incluindo o grupo industrial ABAG, sentem que a aviação executiva foi sacri-ficada para este aparente sucesso–e que isto não é um bom sinal.

“As restrições colocadas à mostra por conta da Copa do Mundo são um sinal do que há por vir,” o diretor geral da ABAG Ricardo Nogueira contou à AIN. Devido à total falta de planejamento governamental para aumentar a capacidade dos aeroportos brasileiros, a tendência é de maiores restrições no uso destes aeroportos pela aviação geral –o governo quer que os maiores aeroportos sejam dedicados à aviação comercial.”

Estas restrições incluem solicitar encaixe para operações da aviação executiva em mais de 20 aeroportos nas e próximo das cidades-sede, quando anteriormente só alguns aeroportos chave como Congonhas em São Paulo pediam solicitações de encaixe. Os planos oficiais colocam a avia-ção geral na parte de baixo da lista de pri-oridades na disputa por encaixes e também a última em prioridade para liberação de decolagem após o jogo final.

Amplas áreas com voo não permitido, próx-imas a estádios, o que em muitas cidades con-gelou os principais aeroportos que por acaso eram próximos dos estádios, duravam de fato horas antes e depois do jogo, uma janela nobre para a aviação executiva e helicópteros fretados. O jornal Folha de São Paulo calculou que os seis jogos realizados no novo estádio local custaram aos operadores de helicóptero da cidade US$4.5 milhões em renda.

O tráfego de pico durante os jogos foi manejado pelo uso mais intenso da estru-tura já existente, ao invés da expansão da infraestrutura. Para a final da Copa do Mundo, o time de controle do tráfego aéreo foi dobrado, com os controladores mais experientes do país no comando. Aeródro-mos militares foram colocados em serviço para as delegações oficiais. Uma parceria entre a firma local C-Fly Aviation e a Jet Avi-ation montou um “hangar a céu aberto” no Aeroporto Internacional Galeão no Rio, com potencial para estacionar quase 300 jatos executivos num espaço onde normal-mente caberiam 15. Quando apareceram jatos maiores, de maior alcance, a área foi redimensionada para abrigá-los e durante a final, mais de 100 jatos com valor de mais de $4 bilhões ocupavam a rampa.

Apesar de várias cidades terem batido seus recordes de passageiros e movimento durante o pico dos jogos, para o mês de junho o número de passageiros havia subido apenas 0,5 por cento em relação ao ano anterior, um contraste

em relação ao forte crescimento durante o iní-cio do ano que, espera-se, vá totalizar 5 a 6 por cento de aumento em relação a 2013. Mais dependente de viajantes executivos que outras companhias, A TAM Linhas Aéreas (que compartilha do mesmo fundador da TAM Avi-ação Executiva, mas é hoje uma empresa inde-pendente) comunicou uma queda de 5,2 por cento nos passageiros em junho.

As restrições da Copa do Mundo foram seguidas pelo anúncio de que, para permitir mais companhias aéreas a usar Congonhas, os quatro espaços por hora da aviação geral seriam cortados para dois, apesar de que a aviação executiva ainda pode usar espaços que abrem durante o dia.

Novos Aeroportos?Três novas propostas de aeroportos execu-

tivos próximos de São Paulo receberam licença desde que o governo começou a permitir que aeroportos privados cobrassem por operações de voo no ano passado. Mas nenhum estava pronto para a Copa do Mundo:•��Aerovale�em�Caçapava,�a�107�km�(75�milhas)�

de São Paulo na direção do Rio, começou a pavimentar sua pista de 1.524 m (5.000 pés) em julho, e deve terminar este mês.

•��O�aeroporto�Catarina�em�São�Roque�rece-beu todas as permissões no início do ano e iniciou a construção em junho com uma agenda de 20 meses.

•��O�projeto�Harpia� na� cidade�de� São� Paulo,�no distrito de Parelheiros, é mais próximo do centro de negócios, mas tem o mais longo caminho a percorrer, devido à sua local-ização em uma área de proteção ambien-tal próximo a uma reserva. Uma tentativa na justiça de forçar uma permissão falhou

Restrictions and competition squeezing business aviation in Brazilby Richard Pedicini

Brazilian business aviation faces a squeeze between official restrictions and unofficial competition, vying with air-line traffic for limited slots at the coun-try’s major airports and with illegal “pirate” air taxi services for customers. Hosting the World Cup soccer tourna-ment at 12 host cities around the coun-try in June and July served as a stress test

of the country’s aviation infrastructure. Although no major problems occurred, many, including industry group ABAG, feel that business aviation was sacrificed for that apparent success–and that this does not bode well.

“The restrictions put in place for the World Cup are the sign of things to come,” ABAG director general Ricardo Nogueira told AIN. “Due to the total lack of government planning to increase the capacity of Brazilian airports, the trend is for greater restric-tions on the use of these airports by general aviation–the government wants the major airports to be dedicated to commercial aviation.”

Those restrictions included requiring slots for business aviation operations at more than 20 airports at and near the host cities, when previously only a few key airports such as São Paulo Con-gonhas required slots. Official plans put general aviation at the bottom of the priority list in vying for slots and also last in priority for takeoff clearance after the final game.

Wide no-fly zones around stadi-ums, which in many cities also froze principal airports that happened to be near stadiums, were in effect for hours

before and after gameplay, a prime window for business aviation and heli-copter shuttles. Leading newspaper Folha de São Paulo found the six games hosted in the city’s new stadium cost the city’s helicopter operators U.S.$4.5 million in revenue.

Peak game traffic was handled by more intense use of existing facilities, rather than by expanding infrastruc-ture. For the World Cup final, the air traffic control team was doubled, with the country’s most experienced control-lers assigned. Military airfields were pressed into service for official delega-tions. A partnership between local firm C-Fly Aviation and Jet Aviation set up an “open-air hangar” at Rio’s Galeão International Airport, with potential to park nearly 300 business jets in a space that would normally hold 15. When larger, longer-range business jets appeared, the area was rescaled to handle them and during the final, more than 100 jets with a value of over $4 billion occupied the ramp.

Although several cities set records for air passengers and movements during peak games, for the month of June pas-senger numbers were up only 0.5 percent over the prior year, a contrast to strong growth during the start of the year, which is expected to total 5 to 6 percent up over 2013. More heavily dependent on business travelers than other airlines, TAM Linhas Aéreas (which shares a founder with TAM Aviação Executiva but is now a separate company) reported a drop of 5.2 percent in passengers car-ried in June.

The World Cup restrictions were fol-lowed by the announcement that, to allow more airlines to use Congonhas, general aviation’s four slots per hour will be cut to only two, although busi-ness aviation can still use slots that open up during the day.

New Airports?Three new business aviation airports

proposed near São Paulo have received licenses since the government began allowing private airports to charge for flight operations last year. But none was ready for the World Cup:• Aerovale in Caçapava, 75 miles (107

km) from São Paulo in the direction of Rio, began paving its 5,000-foot (1,524 foot) runway in July, and should finish this month.

• The Catarina airport in São Roque received all permissions earlier this year and started construction in June with a 20-month timetable.

• The Harpia project in the city of São Paulo’s Parelheiros neighborhood is closest to the business center but has the longest path to follow, due to its loca-tion in an environmental protection


Como foi o caso aqui no Aeroporto Internacional Galeão do Rio de Janeiro durante o recente torneio da Copa do Mundo, aeronaves executivas no Brasil frequentemente têm que disputar o espaço limitado com o tráfego das cias aéreas.

As was the case here at Rio de Janeiro’s Galeão International Airport during the recent World Cup tournament, business aircraft in Brazil often have to compete for limited space with airline traffic.

Continued on page 8 u Continua na página 8 u

C-F

LY A

VIA

TIO

N

When You Choose FlightSafety, You Choose Safety.

Continues with ongoing investment and innovation • Reinforced in 1 million+ training hours each year Builds when you train as you fly, fly as you train • Backed up by the industry’s best Customer Care

Benefits Customers from 167 countries • Advanced with superior simulation technology • Supported by factory-authorized trainingPracticed with a high-technology, integrated training system • Expands with a global network of Learning Centers Focus of 3,500 expertly designed courses • Taught by 1,800 professional instructors • Designed into a fleet of 300+ flight simulators

Safety

At FlightSafety International, we center everything we do on helping our Customers operate their aircraft to the highest level of safety while providing the outstanding service they expect and deserve.

Safety Starts With the Best Training Our outstanding instructors provide the highest quality, most comprehensive professional training available. We offer courses developed by our training experts with one overriding goal – to enhance safety. Each course leverages today’s most advanced and innovative training systems for instruction that’s effective, relevant and clearly presented.

Safety Drives Our Training Technology We design and build simulators and other advanced training devices specifically to complement, support and reinforce safety in our training. They exactly replicate the flying characteristics of the aircraft represented and are qualified to the highest standards by aviation authorities worldwide.

Safety Extends to More Aircraft at More Locations We deliver unsurpassed training for the majority of business aircraft flying today on the world’s largest fleet of simulators located throughout our global network of Learning Centers. We continually invest in new programs and locations to meet current and future Customers’ requirements. FlightSafety. Our name is our mission.

To find out about the many benefits of being a FlightSafety Customer, please call Steve Gross, Vice President, Sales, at [email protected] • flightsafety.com • A Berkshire Hathaway company

Please visit FlightSafety at TAM Aviação Executiva

Booth#5110

FLIGHTSAFETY SAFETY AD - AIN CONVENTION NEWS - LABACE 2014 - Trim: 10.8125” w x 13.875” d Bleed: 11.0625” w x 14.125” d PDF/X-1a VIA EMAIL

area near a reservoir. A court attempt to force permissions failed in April, but a new city master plan approved in July includes a pledge to study the airport proposal, this being considered a vic-tory for backers.

• Other business aviation airports have been proposed near Belo Horizonte and Recife, and in Cabo Frio on the coast east of Rio de Janeiro.

Airports take a long time to build, though, and the experience of the Aerovale and Catarina projects, announced as options for the World Cup and opening, respectively, two months and two years after the award announcement, emphasizes that “how long?” is a question to which civil engi-neers can provide only part of the answer. And even when complete, driv-ing to Aerovale or Catarina will take an

hour-and-a-half, a time span that in the air could reach most of Brazil’s popula-tion. Use of Congonhas and similarly situated central airports remains indis-pensable to business aviation.

A plan to increase the number of public regional airports, bringing scheduled ser-vice to smaller cities and, of course, pro-viding more options for business aviation, was announced with fanfare in December 2012, but so far has not taken off.

Pirates and PapersAviation charter professionals have

long complained of the lax oversight of “pirate” air taxis. The problem is not confined to the piston-powered planes that connect the vast areas of forest and farmland in the country’s north and center-west: many helicopters that ferry multiple loads to São Paulo’s Formula One race are not licensed for commercial charters. The night of the World Cup



Restrictions, competitionuContinued from page 6

A empresa local C-Fly Aviation e o grupo de serviços internacionais Jet Aviation combinaram de, durante a Copa do Mundo, providenciar instalações para operadores de aeronaves executivas, como este terminal privativo no Aeroporto Internacional Galeão no Rio de Janeiro.

Genesys HeliSAS sistema aprovado para Robinson R44por Chad Trautvetter

O sistema de aumento de estabilidade e piloto automático para helicópteros HeliSAS, da Genesys Aerosystems (SAS) está agora dis-ponível para instalação em remodelações de helicópteros Robinson R44. A antiga sub-sidiária da Cobham, que produz sistemas de piloto automático Chelton EFIS e STEC, foi adquirida pela controladora em abril. Aqui na LABACE, a Genesys está exibindo com o Greenwich Aero Group, subsidiária da DAC International, que é uma de suas distribuido-ras (Expositor 4003).

O sistema leve e compacto HeliSAS é desenhado para reduzir o trabalho do piloto fornecendo controle preciso durante todos os modos de voo, independente das condições dos ventos ou mudanças de peso. De acordo com a Genesys, a posição estabilização e ele-mento “force feel” incrementam as carac-terísticas de manuseio e atenuam controles de ciclo colocados involuntariamente que podem resultar em atitudes perigosas.

O HeliSAS com piloto automático de dois eixos permite manutenção de curso e

de navegação, assim como velocidade ver-tical e manutenção de altitude. O sistema opera durante todas as fases do voo, por-tanto pode manter ou recuperar posição neutra automaticamente quando o piloto libera o ciclo; o piloto retoma o total con-trole simplesmente através do manusea-mento cíclico normal.

Além do R44, o HeliSAS também é STC para instalação no Bell 206B, 206L e 407 e helicópteros Airbus EC130 e AS350. O Heli-SAS para o Robinson R44 está com o preço de $40,752 para SAS somente e $50,279 para SAS com piloto automático de dois eixos com as entregas planejadas para o último tri-mestre. A Genesys planeja obter um STC para o HeliSAS no Robinson R66 em breve.

Enquanto isso, a Genesys superou 1.500 FAA e STCs internacionais para seu sistema de piloto automático STEC, cobrindo quase todos os modelos de aviões e helicópteros da aviação geral, e 49 por cento de todas as certificações americanas de piloto automático emitidas. o

Genesys HeliSAS system OK’d for Robinson R44 helicoptersby Chad Trautvetter

Genesys Aerosystems’ HeliSAS heli-copter stability augmentation system (SAS) and autopilot is now available for retrofit installation in Robinson R44 heli-copters. The former Cobham subsidiary, which makes Chelton EFIS and STEC autopilot systems, was bought out by management in April. Here at LABACE, Genesys is exhibiting with Greenwich Aero Group subsidiary DAC Interna-tional, which is one of its distributors (Booth 4003).

The compact and lightweight HeliSAS system is designed to reduce pilot work-load while providing precise control dur-ing all modes of flight, regardless of wind conditions or shifts in weight. According to Genesys, the attitude stabilization and force feel features enhance handling char-acteristics and mitigate inadvertent cyclic control inputs that could result in danger-ous attitudes.

HeliSAS’s two-axis autopilot allows for heading and navigation hold, as

well as vertical speed and altitude hold. The system operates during all phases of flight so it can maintain or recover a neutral attitude automatically when the pilot releases the cyclic; the pilot resumes full control simply through normal cyclic handling.

Besides the R44, HeliSAS is also STC’d for installation in the Bell 206B, 206L and 407 and Airbus Helicopters EC130 and AS350. HeliSAS for the Rob-inson R44 is priced at $40,752 for SAS only and $50,279 for SAS with 2-axis autopilot with deliveries planned in the fourth quarter. Genesys plans to obtain an STC for HeliSAS in the Robinson R66 in the near future.

Meanwhile, Genesys has surpassed 1,500 FAA and international STCs for its STEC autopilot systems, covering nearly every make and model of general aviation airplanes and helicopters, and 49 percent of all U.S. autopilot certifica-tions issued. o

em abril, mas um novo plano máster para a cidade aprovado em julho inclui a promessa de estudar a proposta de aeroporto, isto foi considerado uma vitória para os apoiadores.

• Outros aeroportos para a aviação executiva foram propostos próximos a Belo Horizonte e Recife, e em Cabo Frio na costa, a leste do Rio de Janeiro.

Aeroportos levam muito tempo para serem construídos, e a experiência dos pro-jetos Aerovale e Catarina, anunciados como opções para a Copa do Mundo e que devem inaugurar, respectivamente, dois meses e dois anos após o anunciado, enfatiza que “quanto tempo?” é uma questão à qual engenhei-ros civis podem dar apenas parte da res-posta. E mesmo depois de completos, dirigir até Aerovale ou Catarina vai levar uma hora e meia, um período de tempo que, no ar, pode alcançar a maior parte da população do Bra-sil. O uso de Congonhas e outros aeroportos igualmente centrais continuam indispensáveis à aviação executiva.

Um plano para aumentar o número de aeroportos públicos regionais, trazendo ser-viço agendado a cidades menores e, é claro, fornecendo mais opções para a aviação exec-utiva, foi anunciado com festa em dezembro de 2012, mas até agora não decolou.

Piratas e PapéisProfissionais da aviação na modalidade

charter há muito reclamam da supervisão negligente dos táxis aéreos “piratas.” O problema não é restrito às aeronaves de pistão que conectam as vastas áreas de florestas ou de fazendas do norte ou cen-tro-oeste do país: muitos helicópteros que transportam cargas variadas para a corrida de Fórmula 1 de São Paulo não são licencia-dos para o uso como charters comerciais. Na noite da final da Copa do Mundo, o pro-grama de TV mais assistido no país, o Fan-tástico, da Globo, mostrou um segmento sobre táxis aéreos piratas, um avanço, para aumentar a consciência da população.

Neste programa, o advogado especial-ista em aviação Georges Ferreira disse, “Uma

Restrições, competiçãouContinued from page 6

Continua na página 10 u

Poic of robison R44

Robinson R44

Local company C-Fly Aviation and international services group Jet Aviation combined during the World Cup to provide facilities for business aircraft operators, such as this private terminal, at Rio de Janeiro’s Galeão International Airport.

LIDERANÇACITATION JET

PAIXÃO PORMONOMOTORES

DESEMPENHOTURBO-HÉLICE

EXPERTISEEM SERVIÇOS

APRENDA MAIS SOBRE NOSSO COMPROMISSO COM A AVIAÇÃO EM CESSNA.COM

DE GRANDE AUTORIDADE

VEM A GRANDE INSPIRAÇÃOQuando você se une a Cessna você recebe mais do que uma aeronave. Você recebe a mais extensa variedade de ofertas em aviação, incluindo a mais ampla linha de produtos, a maior rede global de serviços, e uma história de 85 anos de sucesso. Isto é autoridade em aviação.

CITATION M2Um inspirado design, com winglets aerodinâmicos e mais empuxo para ummelhor desempenho.

CESS205_PA_M2_AIN_JULY_10.8125X13.875.INDD July

AIN10 x12.875

10.8125 x13.875 FULL PAGE

M2 “Blue” Print Ad 11.0625 x14.125 KELLIS

14822-14_CESS205_PA_M2_AIN_July_10.8125x13.875.indd 1 7/31/14 2:26 PM

empresa de táxi aéreo precisa cum-prir exatamente as mesmas exigên-cias de uma companhia aérea. Precisamos de um programa de treinamento para cada piloto, para cada tipo de aeronave.” A AIN ouviu repetidas reclamações em reuniões

da indústria da aviação executiva de que a ANAC faz as mesmas exigên-cias para as firmas de aviação exec-utiva que para companhias aéreas, solicitando o mesmo conjunto de manuais de 27 volumes para um par de Caravans que solicita para uma frota de Airbus. Mas enquanto as demandas são as mesmas, quando a papelada precisa ser aprovada para as Caravans poderem voar, os

proprietários dizem que a ANAC com frequência não tem pessoal suficiente para inspecionar as firmas de táxi aéreo com a mesma rapidez com que inspeciona uma cia aérea.

Isto causa uma situação com “dois pesos e duas medidas.” Por exemplo, Ferreira conseguiu uma liminar federal revogando uma sus-pensão da ANAC a uma empresa de táxi aéreo, Fretax, quando o juiz

concordou que a empresa sofreu injustamente com atrasos da ANAC.

Último da FilaO setor da aviação do Brasil pas-

sou no teste da Copa de 2014, encontrando espaço para a aviação comercial, times, chefes de estado, voos fretados e aviação execu-tiva. Mas a calma foi mantida em parte por uma redução no tráfego

normal já que passageiros em via-gens de negócios evitaram via-jar durante o torneio, e exceto por alguns poucos jogos, o tráfego não foi maior do que o experimentado todo ano no período do carnaval. Se o tráfego aéreo comercial con-tinuar a crescer, e a infraestrutura continuar não conseguindo acom-panhar, alguém vai ficar prensado no meio. o

final, Brazil’s most watched TV show, Globo network’s “Fan-tástico,” showed a segment on pirate air taxis, a breakthrough to broaden public awareness.

On that show, aviation law-yer Georges Ferreira said, “An air taxi company has to meet exactly the same requirements as an airline. We need to have a training program for every pilot, for each kind of aircraft.” AIN has heard repeated complaints at business aviation industry gatherings that ANAC (Brazil’s National Civil Aviation Agency) makes the same demands of general aviation firms as it does of airlines, requiring the same 27-volume set of manuals for a pair of Cessna Caravans as it does for an Airbus fleet. But while the demands may be the same, when the paperwork needs to be approved so that the Caravans can fly, owners say that ANAC often does not have the manpower to inspect the air taxi firm as quickly as it does an airline.

This can cause double stan-dards. For example, Ferreira got a federal injunction lift-ing ANAC’s suspension of air-taxi firm Fretax, when the judge agreed the firm suffered unrea-sonably from ANAC’s delay.

Last in LineBrazil’s aviation sector

passed the stress test of the 2014 World Cup, finding room for commercial aviation, teams, heads of state, charter flights and business aviation. But the calm was maintained in part by a reduction of normal traffic as business passengers avoided traveling during the tourna-ment, and except for a very few games, traffic was no higher than experienced every year a Carnival time. If commercial air traffic continues to grow, and infrastructure continues to fail to keep up, someone is going to get squeezed. And as the rules for the World Cup made clear, business aviation has the lowest priority. o


Restrictions, competitionuContinued from page 8

Restrições, competiçãouContinued from page 8

334.361.7853 | [email protected] | utpparts.com

PW100 and PT6 engines and components are in stock and ready to ship.

At UTP there’s no waiting. No delays. So how in the wild blue yonder

can we ship PW100 and PT6 engines and components so quickly? Easy.

We keep our 50,000 square foot warehouse stocked sky-high with

inventory. We also can reduce your future operating costs through engine

maintenance and exchanges. So, see? There’s really no reason to ever

call anyone else. Fly to the phone right now and give us a call or visit

our website. A UTP sales associate is standing by to help.

Call UTP and watch us fly.

É fácil saber quais são os proprietários do Falcon que possuem planos de longo alcance.

Os Aviation Partners® High-Mach Blended Winglets™ aumentam instantaneamente a performance de todos os aviões Falcon

séries 900, 2000 e 50. Faça uma atualização agora. Você subirá mais rapidamente, atingirá maior velocidade de cruzeiro

e voará mais longe do que nunca. Chame +1 (206) 310-2904, email [email protected], ou visite aviationpartners.com.

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

Despite recent slowdown, OEMs remain confidentby Rob Finfrock

Following years of growth, which recently has outpaced the U.S. and Europe in the after-math of the global economic downturn, 2014 has proven so far to be a bit of a correc-tive period for business avia-tion sales throughout Brazil and Latin America. Despite weaken-ing performance in some areas, however, OEMs remain bull-ish about long-term demand for their business aircraft offerings.

“Latin America is an impor-tant market for Textron Avia-tion,” Bob Gibbs, vice president of sales for Latin America for the Cessna and Beechcraft parent company, told AIN. “Although the total Latin American mar-ket has remained stable over the last year, with a slight slowing of business in Brazil while the focus of the country was on the World Cup, the economic outlook for the region remains bright, with expectations of robust growth in wealth creation over the coming decade.”

According to Gibbs, Brazil, Mexico and Venezuela remain the company’s primary markets

for business aircraft, with Brazil alone home to one third of the region’s business aircraft. “We expect these markets to continue leading Latin America’s consid-erable demand for business air travel in the coming years,” he added, “though the steadily grow-ing economies of Paraguay, Peru and Chile are also expected to experience a growth in demand.”

Those sentiments were echoed by Fabio Rebello, regional se-nior vice president interna-tional sales in Latin Ameri-ca for Gulfstream Aerospace. “Gulfstream has had a lot of success in Latin America and has increased the number of air-craft in the region in 2014,” he added. “In the past five years, Gulfstream’s fleet in Latin

America has grown nearly 70 percent. In total, we have more than 175 aircraft based in Latin America, with the three largest markets in Mexico, Brazil and Venezuela. The Gulfstream fleet in Brazil has nearly tripled in the past five years making it one of the fastest growing markets in Latin America for Gulfstream.”

Dassault Falcon Jet has seen similar growth. With its line of twin- and tri-jet models, Fal-cons are known for their per-formance and flexibility, an important consideration in the Latin American market. For example, range maps centered in São Paulo show the reach of the various current Falcons, and the upcoming Falcon 5X and 8X models should also be attractive to Latin American customers.

The twin-engine Falcon 5X is planned to have a top speed of Mach 0.90 and a range of 5,200 nm. It is also planned to have the short-field operating flexibility of a much smaller jet, despite its six-foot, six-inch cabin interior. The three-engine Falcon 8X, Falcon’s newest flagship, was announced in May at the EBACE show in Geneva. It can go 6,450 nautical miles, linking São Paulo with Los Angeles, nonstop.

Tom Aniello, vice president of marketing for Pilatus Air-craft, expects sales across the region in 2014 for the compa-ny’s PC-12 NG turboprop single to be on par with those of recent years, supplemented by growing sales numbers for its upcoming PC-24 light jet.

“While the great economic expansion anticipated in Brazil has not materialized as much as many economists forecasted, we still see a lot of potential across the region,” he stated ahead of the LABACE show. “You could even argue that the PC-12 thrives in challenging economic times, as it offers a lot of capa-bility at a lower cost relative to a traditional business jet.”

Stéphane Leroy, regional vice president of sales for Bombar-dier Business Aircraft in Latin America, said interest from the company’s largest regional mar-kets–Brazil and Mexico–is con-sistent with last year’s numbers. “The current environment has its challenges with elections in many countries in the region this year, shifting the focus for


Apesar da desaceleração, fabricantes se mantêm otimistas com o mercadopor Rob Finfrock

Em seguida aos anos de cresci-mento, que recentemente super-aram o ritmo dos EUA e da Europa na sequência da recessão econômica global, 2014 se provou até agora ser um período de correção para as ven-das da aviação executiva no Brasil e na América Latina. Apesar do des-empenho mais fraco em algumas áreas, a OEMs se mantém em alta em relação à demanda de longo prazo para suas ofertas de aero-naves executivas.

“A América Latina é um mer-cado importante para a Textron Aviation,” Bob Gibbs, vice-presi-dente de vendas para a América Latina para a empresa controladora da Cessna e da Beechcraft, disse à AIN, “Apesar de o mercado total da América Latina ter se mantido estável no último ano, com uma pequena diminuição dos negócios no Brasil enquanto o foco do país estava na Copa do Mundo, a per-spectiva econômica para a região continua boa, com expectativas de crescimento robusto na criação de riqueza na próxima década.”

De acordo com Gibbs, Bra-sil, México e Venezuela continuam sendo os mercados principais da empresa para aeronaves executivas, com o Brasil sozinho sendo respon-sável por um terço das aeronaves executivas da região. “Nós espera-mos que esses mercados continuem a liderar a considerável demanda da América Latina por viagens exec-utivas nos próximos anos,” ele acrescentou, “apesar de que as eco-nomias de Paraguai, Peru e Chile, também têm crescido de maneira estável, e espera-se que demons-trem aumento na demanda.”

Esse sentimento é compartil-hado por Fábio Rebello, vice-pres-idente regional sênior de vendas internacionais na América Latina para a Gulfstream Aerospace. “A Gulfstream tem tido muito sucesso na América Latina e aumentou a quantidade de aeronaves na região em 2014, “ele acrescentou. “Nos últimos cinco anos, a frota da Gulfstream na América Latina cresceu aproximadamente 70 por

cento. No total, temos mais de 175 aeronaves com base na América Latina, com nossos três maiores mercados no México, Brasil e Ven-ezuela. A frota Gulfstream no Bra-sil quase triplicou nos últimos cinco anos se tornando um dos merca-dos de mais rápida expansão na América Latina para a Gulfstream.”

A Dassault Falcon Jet viu cresci-mento semelhante. Com sua linha de modelos bi e tri-jatos, os Falcons são conhecidos por seu desem-penho e flexibilidade, considerações importantes no mercado latino-americano. Por exemplo, mapas centrados em São Paulo mostram o alcance dos vários Falcons atuais, e os próximos modelos Falcon 5X e 8X também deve ser atrativos aos clientes latino-americanos.

O bimotor Falcon 5X foi plane-jado para ter uma velocidade máx-ima de Mach 0.90 e um alcance de 5.200 mn. Também foi planejado para ter a flexibilidade em oper-ações de campo curto de um jato muito menor, apesar de sua cab-ine interior de seis pés e seis pole-gadas. O Falcon 8X de três motores, o mais novo carro chefe da Falcon, foi anunciado em maio na LABACE de Genebra. Ele vai a 6.450 milhas náuticas, ligando São Paulo a Los Angeles, sem escalas.

Tom Aniello, vice-presidente de marketing da Pilatus Aircraft, espera que as vendas na região em 2014 para o PC-12 NG turbopro-pulsor mono da empresa fiquem no mesmo nível das vendas dos últimos anos, complementada por números crescentes de vendas do PC-24 jato leve.

“Apesar de a grande expan-são econômica prevista para o Brasil não ter se materializado da maneira que os economistas previ-ram, nós ainda vemos muito poten-cial na região,” ele afirmou antes da LABACE. “Você pode até argu-mentar que o PC-12 prospera em tempos economicamente difíceis, já que oferece muita capacidade a um baixo custo em relação a um jato executivo tradicional.”

Stéphane Leroy, vice-presidente

regional de vendas para a Bombar-dier Business Aircraft na América Latina, disse que o interesse dos maiores mercados regionais da empresa–Brasil e México–é con-sistente com os números do ano passado. “O ambiente atual tem seus desafios com eleições em muitos países da região esse ano, mudando o foco dos empresários,” ele admitiu. “Nós também vemos muitas notícias e mudanças pos-itivas no cenário econômico que podem ter efeito favorável no sec-tor da aviação executiva, tais como reformas no setor de energia no México, por exemplo.”

Esses mercados também são os mais populares na América Latina para a fabricante brasileira Embraer,

disse Marco Túlio Pellegrini, presi-dente & CEO para a Embraer Jatos Executivos. “A América Latina é um setor muito importante, e continu-ará a desempenhar um papel chave na próxima década,” ele notou. “O tamanho da frota da Embraer Jatos Executivos na região–mais de 180 aeronaves hoje–certamente reflete o crescimento econômico da América Latina nos últimos anos.”

Pellegrini acrescentou que o mer-cado projetado para aeronaves exec-utivas na América Latina representa mais de US$16.3 bilhões em vendas ao longo da próxima década.

Região Diversa, Missões Diversas

“Nossas aeronaves de cabine grande como a G450 e a G550 são as

A Embraer acaba de abrir um novo centro de serviços em Sorocaba, próximo de São Paulo.

A frota da Gulfstream em Brazil triplicou nos últimos cinco anos.

Gulfstream’s fleet in Brazil has tripled in the past five years.

Continua na página 14 u Continued on page 14 u

Embrear recently opened a new service center at Sorocaba near São Paulo.

Este é o futuro dos jatos da categoria midsize. É o primeiro em sua classe a ter uma

fantástica cabine de 1,82 m de altura e piso plano. Com a avançada tecnologia fly-by-wire,

você tem a garantia de um voo suave para desfrutar do espaço que faz deste jato uma

experiência de outro mundo. Veja o que torna este jato tão extraordinário em

EmbraerExecutiveJets.com

Conforto e tecnologia inigualáveis.

América Latina + 55 11 3469 4121

business people,” he acknowl-edged. “We also see very pos-itive news and changes in the economic landscape that may have positive effects on the busi-ness aviation sector, such as the energy sector reforms in Mex-ico, for example.”

Those markets are also the most popular across Latin America for Brazilian plane-maker Embraer, said Marco Túlio Pellegrini, president & CEO for Embraer Executive Jets. “Latin America is a very important sector, and it will continue to play a key role over the next decade,” he noted. “The size of Embraer Executive Jets’ fleet in the region–more than 180 aircraft today–certainly reflects the economic growth of Latin America in recent years.”

Pellegrini added that the pro-jected market for business aircraft across Latin America represents more than U.S.$16.3 billion in sales over the next decade.

Diverse Region, Diverse Missions

“Our large-cabin aircraft such as the G450 and G550 are the most popular and we have started deliveries of the

new G650 to Latin America,” Gulfstream’s Rebello added. “Approximately a quarter of the fleet in Latin America are our mid-cabin aircraft such as the G150 and G280.

“As the world’s economy improves, the need for compa-nies to travel and conduct busi-ness internationally continues to grow,” he said. “Departing out of São Paulo, the G280 can reach all of South America nonstop and can reach the U.S. and Europe with one stop. The G450 can reach Johannesburg, Lagos or Miami nonstop from São Paulo. Our G550 and G650 can reach all of Africa, Europe, the Middle East and North America nonstop from Brazil. When departing São Paulo, the G650 can reach Los

Angeles, New York, London and Cairo at Mach 0.90.”

“Our Learjet aircraft has always been very popular and a leading aircraft in the region,” noted Bombardier’s Leroy. “For our customers with longer range requirements, the Chal-lenger 605 and of course our Global jets are in high demand. Latin America was tradition-ally a short-range aircraft mar-ket, [but] the U.S.-LatAm route is increasingly more prevalent in the customers’ business mod-els and even more recently we have seen an emergence of trade [between] with Europe and Asia, with resulting interest in long-range aircraft.”

According to Embraer’s Pel-legrini, the company’s most pop-ular model in the region is also its smallest turbofan aircraft, the Phenom 100 light jet, with more than 100 in service throughout Latin America. “The flexibility and range of the Phenom 100 has proved particularly attractive to industries such as manufactur-ing, agribusiness and construc-tion, which require convenient, efficient travel across the large distances, and to the remote loca-tions often required of domestic travel in Brazil,” he added.

The Phenom 300 and Legacy 600/650 comprise the rest of the manufacturer’s fleet in the region, with Pellegrini also noting strong customer interest in the upcom-ing Legacy 500 midsize and Leg-acy 450 “midlight” aircraft.

Pilatus expects Brazil to be “one of the three largest markets for the PC-24 outside the United States,” he added, further noting that Brazilian operator Synerjet has already placed orders for the “maximum number of [PC-24] aircraft that could be allocated to them.”

Textron’s Gibbs said the company’s propeller-driven air-craft are particularly well suited for the shorter missions that comprise many trips through-out the region. “It is typically this kind of journey where the King Air family of aircraft excel, offering their passen-gers unmatched efficiency and the ability to land on a greater number of airstrips than many of their competitors.

“Our aircraft are primar-ily being used for corporate transportation,” Gibbs con-tinued, “with the exception of the [King Air] 350ER, which is the platform of choice for a very wide range of special mis-sions from maritime patrol to medevac and surveillance plat-forms…[while] the King Air 350i has the range to trans-port eight passengers across the


mais populares e iniciamos as entre-gas da nova G650 para a América Latina,” Rebello, da Gulfstream acrescentou. “Aproximadamente um quarto da frota na América Latina é de aeronaves de cabine média como a G150 e a G280.”

“Enquanto a economia mun-dial se recupera, a necessidade das empresas de viajar e conduzir negó-cios internacionalmente continua a crescer,” ele disse. “Partindo de São Paulo, o G280 pode alcançar toda a América do Sul sem escalas e os EUA ou a Europa com uma só parada. O G450 pode alcançar Joanesburgo, Lagos ou Miami sem escalas de São Paulo. Nossos G550 e G650 alcan-çam toda a África, Europa, Oriente Médio e América do Norte sem esca-las a partir do Brasil. Quando parte de São Paulo, o 650 pode alcançar Los Angeles, Nova Iorque, Londres e Cairo a Mach 0.90.”

“Nossa aeronave Learjet sem-pre foi muito popular e líder de mercado na região,” notou Leroy da Bombardier. “Para clientes que precisam de maior alcance, a Chal-lenger 605, e claro, nossos jatos Global estão com a demanda em alta. A América Latina era tradicio-nalmente um mercado para aero-naves de curto alcance, [mas] a rota EUA-Am.Lat. é cada vez mais mais predominante nos mode-los de negócios dos clientes e mais recentemente vimos o surgimento de comércio [entre] com a Europa e a Ásia, resultando em interesse por aeronaves de longo alcance.

De acordo com Pellegrini da Embraer, o modelo mais popular da empresa na região é também sua menor aeronave turbofan, o Phe-non 100 jato leve, com mais de 100 em operação em toda a América Latina. “A flexibilidade e alcance do Phenon 100 se provou partic-ularmente atrativo para indústrias tais como manufatura, agronegó-cio e construção, que requerem via-gens convenientes e eficientes por longas distância e para locais remo-tos frequentemente necessárias em viagens domésticas no Brasil,” ele acrescentou.

O Phenon 300 e o Legacy 600/650 compõem o restante da frota do fabricante na região, com Pellegrini também notando forte interesse dos clientes pelas próximas aeronaves Legacy 500 tamanho médio e o Legacy 450 médio leve.

A Pilatus espera que o Brasil seja “um dos três maiores mercados para o PC-24 fora dos Estados Unidos,” ele acrescentou, notando ainda que a operadora brasileira Synerjet já colocou pedidos para o “número máximo de aeronaves [PC-24] que podem ser atribuídas a eles.”

Gibbs, da Textron, disse que as aeronaves movidas a hélices da empresa são particularmente ade-quadas para missões mais curtas que se compõem de muitas viagens em torno da região. “É tipicamente o tipo de jornada que a família de aeronaves King Air se destaca, ofe-recendo aos passageiros, eficiência sem igual e a habilidade de pousar num maior número de pistas que muitos de seus competidores.”

“Nossas aeronaves estão prin-cipalmente sendo utilizadas para o transporte corporativo,” Gibbs continuou, “com a exceção do [King Air] 350ER, que é a plata-forma de escolha para uma gama muito ampla de missões especiais de patrulha marítima, evacuações médicas de urgência e plataformas de vigilância... [enquanto] o King Air 350i tem o alcance para transportar oito passageiros através da maior parte do país – incluindo Manaus, Salvador e Fortaleza – e até mais longe como Santiago no Chile ou Buenos Aires na Argentina.”

Mercado em Ascensão Significa Necessidade

de Maior Suporte

O reforço na demanda por uma variedade de segmentos de mer-cado na América Latina também significa aumento na necessidade de estrutura adequada para venda e manutenção na região, e as OEMs são rápidas em perceber seus esfor-ços em ampliar o suporte ao cliente.

Por ter a vantagem do “time da casa,” não é de surpreender que a Embraer mantém uma extensa rede de suporte na América Latina. A empresa recentemente anun-ciou um novo centro de serviços de 20.000 m² em Sorocaba.

“A nova estrutura em Sorocaba expande uma rede de atendimento ao cliente que já inclui um centro de serviços de propriedade da empresa em São José dos Campos; quatro centros de serviço autorizado em Belo Horizonte, Brasília, Curitiba, e Goiâ-nia; e uma rede de serviços global com 68 centros de serviço próprios e autorizados em todo o mundo.”

A Gulfstream também anun-ciou recentemente a expansão de sua estrutura de serviços no Brasil, também localizada em Sorocaba. “A Gulfstream está definitivamente comprometida com a América Latina e fez investimentos significativos na região,” Rebello afirmou. “O novo centro de serviços Gulfstream Brasil agora fica num hangar maior, mais moderno e localizado mais próximo do centro. Este investimento per-mite à Gulfstream atender melhor às demandas de nossa crescente frota no Brasil e na América do Sul.

A recentemente expandida estrutura complementa as insta-lações autorizadas de garantia da Gulfstream já existentes em Cara-cas na Venezuela (Aerocentro de

Servicios) e em Toluca no México (Aerovics). A empresa também man-tém um centro distribuidor de peças em São Paulo, com representantes de campo no Brazil e no México.

A Dassault Aircraft Services opera um centro de serviços próprio no Aeroporto de Sorocaba em São Paulo, com 23.000 pés quadrados de área coberta. A instalação é aprovada pelas autoridades de aviação do Bra-sil, Bermudas e o FAA americano para realizar checagens série A em todos os modelos atuais de Falcon, incluindo a série 50, série 2000, série 900 e o 7X. Além disso, o centro de propriedade da Dassault conduz serviços de garan-tia Falcon e FalconCARE e administ-ração, manutenções programadas ou não programadas e atendimento off-site aircraft-on-ground (AOG, ou aeronave no solo) através do pro-grama Falcon Go-Team.

Para marcar presença na região, a Pilatus fez parceria com a Siner-jet, para fornecer vendas e serviços no Brasil e ao longo das Américas Central e do Sul. “O time Synerjet, através de sua conexão corporativa com a Avianca Airlines, tem forte marketing e capacidade de suporte para o grande território, especial-mente na Colômbia, América Cen-tral, Equador e Peru,” Aniello acrescentou. “Além disso Pilatus e Synerjet estão fazendo maiores investimentos na LABACE, e patro-cinando muitas atividades regionais

para expor tanto o PC-12NG quanto o PC-24 para clientes em potencial.”

A Bombardier opera um depósito de peças em São Paulo que dá suporte a aeronaves Bombardier e Learjet. A empresa também desig-nou cinco instalações como serviços autorizados da empresa na Argen-tina, Brasil e México.

“Nós aumentamos nosso time de vendas na América Latina para melhor atender às necessidades de nossos clientes existentes e potenci-ais, assim como reforçar nossa rede de serviço ao cliente para dar mel-hor suporte à crescente frota na região,” Leroy acrescentou. “Na América Latina, nosso time de aten-dimento ao cliente é ancorado em dois escritórios de suporte regional localizados em São Paulo, Brazil e Toluca, México. o

A Dassault tem um Centro de Serviços Falcon em Sorocaba, próximo de São Paulo.

Dassault has a Falcon service center at Sorocaba, near São Paulo.

Fabricantes se mantêm otimistasuContinuação da página 12

OEMs confidentuContinued from page 12


majority of the country–includ-ing Manaus, Salvador and For-taleza–as well as farther afield such as Santiago, Chile or Bue-nos Aires, Argentina.”

Growing Market Means Need for Greater Support

Strengthening demand across a variety of market segments in Latin America also means an increased need for adequate sales and maintenance facilities in the region, and OEMs are quick to note their efforts in broadening customer support.

With something of a “home court” advantage in the area, it is not surprising that Embraer maintains an extensive support network across Latin America. The company recently announced

a new 20,000-sq-m service center located in Sorocaba.

“The new facility in Sorocaba expands a customer service net-work that already includes a com-pany-owned service center in São José dos Campos; four autho-rized service centers in Belo Hor-izonte, Brasília, Curitiba, and Goiânia’; and a global service network of 68 owned and autho-rized service centers worldwide.

Gulfstream also recently an-nounced the expansion of its Brazil service facility, also lo-cated in Sorocaba. “Gulfstream is definitely committed to Lat-in America and has made sig-nificant investments in the re-gion,” Rebello stated. “The new Gulfstream Brazil service cen-ter is now in a larger, more

modern and centrally located hangar. This investment allows Gulfstream to better support the demands of our growing fleet in Brazil and South America.”

The newly expanded facil-ity supplements Gulfstream’s existing authorized warranty facilities in Caracas, Venezuela (Aerocentro de Servicios) and in Toluca, Mexico (Aerovics). The company also maintains a parts distribution center in São Paulo, with field service representatives in Brazil and Mexico.

Dassault Aircraft Services operates a company-owned ser-vice center at Sorocaba Airport in São Paulo, with 23,000 square feet of floor space under roof. The facility is approved by the aviation authorities of Brazil, Bermuda and the U.S. FAA to perform A-series checks on all current Falcon models, includ-ing the 50-series, 2000-series, 900-series and the 7X. In addi-tion, the Dassault-owned center conducts Falcon warranty and FalconCARE service and ad-ministration, scheduled and un-scheduled maintenance and off-site aircraft-on-ground (AOG) service through the Falcon Go-Team program.

To build its presence in the region, Pilatus partnered with PC-24 launch customer Syner-jet to provide sales and service in Brazil and throughout Central and South America. “The Syner-jet team, through their corporate connection to Avianca Airlines, has strong marketing and support capability throughout the large territory, especially in Colom-bia, Central America, Ecuador and Peru,” Aniello added. “In addition, Pilatus and Synerjet are making larger investments in LABACE, and sponsoring many regional activities to expose both the PC-12NG and the PC-24 to prospective customers.”

Bombardier operates a spare parts depot in São Paulo to sup-port Bombardier and Learjet aircraft. The company has also appointed five company-autho-rized service facilities throughout Argentina, Brazil and Mexico.

“We have expanded our sales team in Latin America to bet-ter respond to the needs of our existing and potential customers, as well as strengthening our cus-tomer services network to better support our growing fleet in the region,” Leroy added. “In Latin America, our customer support

team is anchored through two regional support offices located in São Paulo, Brazil and Toluca, Mexico. The offices coordinate the efforts of five field service representatives and three cus-tomer support account manag-ers dedicated to the region.”

Following its acquisition of Hawker Beechcraft last year, Textron inherited that com-pany’s service network. Gibbs noted that work is now focused on integrating support for both Cessna and Beechcraft aircraft in the region.

“Textron Aviation now has a total of 22 authorized ser-vice facilities and two factory-owned facilities through all of Latin America,” he added. “We have an ongoing process to build on the best practices developed by Beechcraft and Cessna dur-ing their many decades of sup-porting their individual clients, and ensure that we use this joint experience to offer customers an even better and more consistent service across the region.” o

Bombardier operates a spare parts depot in São Paulo to support Bombardier and Learjet aircraft.

A Bombardier opera um depósito de peças em São Paulo que dá suporte a aeronaves Bombardier e Learjet.


Novos jatos executivos chegando para vocêpor Mark Huber e Thierry Dubois

Um olhar sobre os designs recentes feitos para entrar em operação durante os próximos anos.

New business jets coming to youby Mark Huber and Thierry Dubois

A look at the newly designed models set to enter service during the next few years.

Business aircraft buyers have plenty to choose from

Buying a business aircraft is a complicated pro-cess with numerous factors to consider. Each year, AIN sister publication Business Jet Traveler pub-lishes its annual Buyers’ Guide to provide all the key information and provide expert guidance. For LABACE visitors AIN is happy to provide a selec-tion of key parts of this exclusive buyers’ guide. In today’s edition of LABACE Convention News (pages 16-25), we consider all the new business aircraft now being prepared to enter service and provide charts detailing performance and pricing information for current aircraft. In our Wednesday edition, the buy-ers’ guide will include information on the latest cabin electronics and options for completing your cabin interior. You can find the entire 2014 BJT Buyers’ Guide at www.bjtonline.com/buyers-guide.

Our guide begins with a summary of new jets under development across all size categories. –C.A.

Compradores de Aeronaves Executivas Têm Opções de Sobra

Comprar uma aeronave executiva é um processo complicado com inúmeros fatores a serem consid-erados. A cada ano, a Business Jet Traveler, publica-ção parceira da AIN, publica seu Guia do Comprador para fornecer todas as informações chave e orien-tação de especialistas. Para visitantes da LABACE, a AIN tem o prazer de fornecer uma relação de par-tes relevantes desse exclusivo guia do comprador. Na edição de hoje da LABACE Convention News (páginas 16-25), nós consideramos todas as novas aeronaves que estão se preparando para entrar em operação e incluímos tabelas detalhando o desem-penho e informações de preço para aeronaves atuais. Na nossa edição de Quarta-feira o conteúdo do guia do comprador irá incluir informações sobre os ele-trônicos de cabine mais recentes e opções para com-pletar o interior de sua cabine. Você pode encontrar o guia completo (2014 BJT Buyers’ Guide) no endereço: http://www.bjtonline.com/buyers-guide.

Nosso guia começa com uma lista de novos jatos sendo desenvolvidos em todas as categorias de tamanho. –C.A.

Exclusivo:De Business Jet Traveler

Guia doComprador

ExclusivE:From Business Jet Traveler

BuYErS’GuidE

MONOMOTORES LEVES

Cirrus Vision SF50: A Cirrus antecipa a certificação de seu esperado jato SF50 monomotor que havia ficado para o final de 2015. O primeiro protótipo voou em março e mais dois entrarão no programa de testes. As aeronaves de teste diferem apenas um pouco do protótipo não conforme, prova de conceito que a companhia tem voado desde 2008: possuem o nariz um pouco mais longo e loft de fuselagem mais alto que o modelo voando atualmente. O layout de assentos cinco-mais-dois é contido mas a Cirrus adicionou opções como radar de clima, uma “estação de alívio” e couro mais resistente. A empresa já está começando a acelerar a produção adicionando robôs de fábrica e um molde de fuselagem para toda o composto da aeronave. A Cirrus rece-beu depósitos para mais de 500 destes jatos.

Flaris LAR 01: Sediada na Polônia, a recém-chegada da avia-ção revelou seu jato leve monomotor para cinco assentos no Paris Air Show no último verão e um protótipo deve voar ainda neste ano, seis meses após o cronograma de desenvolvimento inicial. O atraente Flaris inclui portas para cabine de passageiros princi-pal com dobradiças posteriores, reminiscente dos carros Lincoln Continental dos anos de 1960; asas e estabilizadores removíveis, um tanque de combustível na fuselagem, degelo elétrico e um paraquedas balístico dentro-do-nariz aeronave-completa.

BIMOTOR LEVEHondaJet: O longo caminho da Honda até o mercado

parece estar se aproximando do final com a certificação do seu bimotor leve sendo esperada ainda para este ano, após atra-sos no desenvolvimento e replanejamento dos seus motores GE Honda HF120. A Honda alega que a aeronave tem de 15 a 20 por cento mais eficiência de combustível e maior velocid-ade que modelos rivais. O jato de cinco a seis passageiros será certificado para operações com um piloto. O HondaJet acopla uma fuselagem composta de fibra de carbono a asas metálicas, e o posicionamento dos motores em pylons sobre-as-asas sig-nifica maior volume na cabine de passageiros e espaço gener-oso para que estiquem as pernas.

Uma frota de aeronaves de teste (que parece quase idêntica ao protótipo que tem voado desde 2003) está acumulando horas. Mais de 1.000 funcionários estão trabalhando no imenso campus de 83 acres em Greensboro, Carolina do Norte, que tem mais de 180.000 metros quadrados de área construída e deve produzir de 70 a 100 aeronaves por ano quando a produção estiver a todo vapor. A produção dos dois primeiro anos já está vendida.

TAMANHO MÉDIO LEVECessna Citation Latitude: Anunciado em 2011, o leve

de tamanho médio Citation Latitude voou primeiro em fever-eiro deste ano e está programado para entrar em operação no próximo ano. O Latitude é o primeiro Citation com piso plano (e não com corredor rebaixado), e a cabine de passageiros tem

LIgHT SINgLE-ENgINE

Cirrus Vision SF50: Cirrus anticipates late 2015 cer-tification for its long-delayed SF50 single-engine jet. It flew the first conforming prototype in March and will add two more to the flight-test program. The conform-ing test aircraft differ just a little from the non-confor-mal, proof-of-concept prototype the company has flown since 2008: they feature a slightly longer nose and higher fuselage loft than the model currently flying. The five-plus-two seating layout is retained but Cirrus has added options such as weather radar, a “relief station” and upgraded leathers. The company already is beginning to gear up for production by adding factory robotics and a fuselage lay-up mold for the all-composite aircraft. Cir-rus has received deposits for more than 500 of the jets.

Flaris LAR 01: The Poland-based aviation new-comer unveiled its five-seat, single-engine light jet at the Paris Air Show last summer and a prototype is expected to fly later this year, about six months behind the initial development schedule. The eye-catching Flaris features rear-hinged main cabin doors reminiscent of 1960s Lin-coln Continental cars, detachable wings and stabilizers, a fuselage fuel tank, electric de-icing and an in-the-nose whole-aircraft ballistic parachute.

LIgHT TWIN-ENgINEHondaJet: Honda’s lengthy path to market appears

to be nearing an end with certification of its light twin now expected late this year, following delays in the development and redesign of its GE Honda HF120 engines. Honda claims the aircraft has 15 to 20 percent greater fuel efficiency and higher speed than competing models. The five- to six-passenger jet will be certified for single-pilot operation. The HondaJet mates a carbon-fiber composite fuselage to metal wings, and the posi-tioning of the engines on over-the-wing pylons means larger cabin volume and generous passenger legroom.

A fleet of conformal test aircraft (which look almost identical to the prototype that has been flying since 2003) is racking up hours. More than 1,000 employees are working at Honda’s massive 83-acre Greensboro, North Carolina campus, which has 600,000 square feet under roof and should be able to turn out 70 to 100 air-craft per year when production is fully ramped up. The first two years of production are already sold out.

LIgHT MIDSIZECessna Citation Latitude: Announced in 2011, the

light midsize Citation Latitude first flew in February this year and is slated to enter service next year. The Lat-itude is the first Citation with a flat floor (no dropped aisle), and the cabin is 27.5 feet long, 72 inches tall and

77 inches wide. The standard seat-ing arrangement accommodates passengers with a forward, dual-seat, side-facing divan, a club-four grouping of single seats and two more single seats aft of that. The Latitude features Garmin G5000 avionics and the wireless fiber-optic Clairity cabin-man-agement system. The G5000 has three 14-inch LCD primary and multifunction displays and four

CIRRUS VISION SJ50 Continued on page 18 u

Continua na página 18 u


8,3 metros de comprimento, 182 centímet-ros de altura e 195 centímetros de largura. O arranjo padrão dos assentos acomoda pas-sageiros com um divã lateral, com dois assen-tos, na parte da frente do avião, um grupo de quatro assentos colocados frente a frente e mais dois assentos avulsos após estes. O Latitude possui aviônica Garmin G5000 e o sistema de gerenciamento de cabine de passageiros sem fio por fibra ótica Clairity. O G5000 tem três mostradores primários e multifuncão de LCD de 14 polegadas e quatro painéis de controle por toque. Ele oferece as últimas novidades em equipamentos de segurança, incluindo visão sintética, gráficos eletrônicos e os gráficos de aeroporto da Garmin Safe Taxi. O sistema Clair-ity permite controle completamente sem fio das funções da cabine de passageiros. É com-patível com eletrônicos pessoais.

Como seus predecessores, o Latitude tem boa capacidade em pistas curtas; ele poderá facilmente utilizar pistas com menos de 1.200 metros sob praticamente qualquer condição de carga.

450 Legacy da Embraer: o bimotor médio leve Legacy 450 da Embraer fez seu pri-meiro voo no último dezembro; a certificação é esperada para o fim do próximo ano ou iní-cio de 2016. Irmão mais curto do Legacy 500 tamanho médio, o 450 compartilha muitos de seus sistemas e características, incluindo motores, aviônica, fuselagem, diâmetro e con-troles de voo fly-by-wire. O sistema de pres-surização da aeronave mantém a altitude da cabine a 6.000 pés na altitude máxima de cru-zeiro do 450 que é 45.000 pés. A cabine de 206 metros cúbicos oferece assentos para sete a nove passageiros. O gerenciamento de cab-ine e IEF são cortesia do HD Ovation Select Sys-tem, que permite controle de entretenimento, comunicações, luzes, temperatura, janela e mais através das unidades drink-rail-mounted, pelo controle remoto wireless portátil ou uma cozinha touchscreen. O sistema se integra com comunicação via satélite de alta velocid-ade e uma variedade de eletrônicos.

A cabine de commando oferece aviônica Rockwell Collins Pro Line Fusion. Os quatro grandes LCDs de matriz ativa no painel conectam os pilotos com a visão sinteticamente potencial-izada com um head-up display; gráficos eletrôni-cos, mapas, representações gráficas climáticas a partir de um sistema de radares meteorológicos intuitivos Multiscan que vê até 300 milhas adi-ante; e um sistema de gerenciamento de super-fície de aeroporto que minimiza as chances de incidentes no solo. O Fusion pode futuramente acomodar tecnologias adicionais como recon-hecimento de voz, orientação de superfície e transmissão de vigilância automática, o futuro do controle de tráfego aéreo.

Pilatus PC-24: Entrada dramática do Pilatus no Mercado de jatos no ano passado, o PC-24 combina a economia operacional do jato leve com capacidade e conforto de um jato tamanho médio super e está voltado para ofertas mais convencionais da Cessna e Embraer. Como o icônico PC-12 monomotor turbopropulsor, o PC-24 manteve uma porta pós carga e a capacidade de operar em cam-pos sem melhorias ou pavimentos. Os novos motores Williams têm elementos únicos, incluindo impulso angular automático, bicos de vetorização de impulso passivo, modo de potência silenciosa no lugar de uma unidade de potência auxiliar para fornecer potência no solo, pré-refrigerador integral para condicionar o ar de purga e reduzir perda de atrito e motor com entrada para anti-gelo e redutor de ruído.

Inicialmente, o conjunto de aviônica person-alizada apelidada de Pace -Pilatus Advanced Cockpit Environment–é baseada nos sistemas Primus Apex e Epic da Honeywell e inclui todas as mais recentes inovações. A volumosa cab-ine de passageiros proporciona mais espaço do que o Cessna XLS+ ou que o Phenom 300 da Embraer e tem piso plano, o que significa menos espaço para a cabeça no corredor. A aeronave terá sete opções de interiores para layouts que incluem executivo, transporte para o trabalho, combi e configurações de alteração rápida assim como opções para lavatório de serviço externo, tanto dianteiro com traseiro e cozinhas. O Pilatus aguarda o primeiro voo iní-cio do próximo ano e a certificação em 2017.

TAMANHO MÉDIOBombardier Learjet 85: O novo transconti-

nental da Bombardier, modelo leve tamanho médio super todo composto fez seu primeiro voo em abril. Graças à construção composta, o 85 pesa apenas um terço a mais que o con-sideravelmente menor Learjet 60XR e precisa de apenas 20 por cento mais impulso, pode voar 495 milhas náuticas a mais com uma carga de combustível comparável e tem velo-cidade de cruzeiro um pouco maior.

Várias configurações estarão disponíveis, incluindo uma com oito assentos executi-vos avulsos em um layout de dois conjuntos frente a frente e um com seis assentos avul-sos e um divã de três lugares. Os assentos avul-sos ficam elevados a 30 polegadas e reclinam à posição completamente deitados. Este Learjet de pernas longas também inclui uma cozinha completa e um lavatório traseiro na cabine de passageiros. Como várias outras cabines con-temporâneas, a do 85 incorpora janelas para cabine de passageiros maiores, com 12x16 polegadas cada, e revestimento de teto e pare-des laterais mais monolíticos e simplificados. A Bombardier recorreu à Lufthansa Technik para fornecer o sistema de gerenciamento de cab-ine; à RockwellCollins para um sistema de

touchscreen control panels. It offers all the latest safety equipment, including synthetic vision, electronic charts and Garmin’s Safe Taxi airport charts. The Clairity system allows completely wire-less control of cabin functions. It is com-patible with personal devices.

Like its predecessors, the Latitude has good short-runway capability; it will easily be able to use runways shorter than 4,000 feet under almost any load condition.

Embraer’s Legacy 450: Embraer’s Legacy 450 medium light twinjet made its first flight last December; certification is expected late next year or early 2016. The shorter sibling of the Legacy 500 mid-size, the 450 shares many of its systems and characteristics, including engines, avionics, fuselage diameter and fly-by-wire flight controls. The aircraft pres-surization system keeps cabin altitude at 6,000 feet at the 450’s maximum cruising altitude of 45,000 feet. The 678-cubic-foot cabin offers seating for seven to nine passengers. Cabin management and IFE are courtesy of Honeywell’s HD Ova-tion Select system, which allows for con-trol of entertainment, communications, lights, temperature, window shades and more via drink-rail-mounted units, wire-less handheld remotes or a galley touch-screen. The system can interface with high-speed satellite communications and a variety of consumer electronics.

The cockpit offers Rockwell Collins Pro Line Fusion avionics. The four large active-matrix LCDs in the panel connect the pilots with synthetic enhanced vision with an optional head-up display; elec-tronic charts, maps, graphical weather depiction from an intuitive MultiScan weather radar system that sees up to 300 miles out; and an airport surface-management system that minimizes the chances of ground mishaps. Fusion can grow to accommodate future technology add-ons such as voice recognition, sur-face guidance and automatic dependent surveillance-broadcast, the future of air traffic control.

Pilatus PC-24: Pilatus’s dramatic entry into the jet market last year, the PC-24, combines light-jet operating eco-nomics with super-midsize-jet capabil-ities and comfort and is aimed at more conventional offerings from Cessna and Embraer. Like the company’s iconic PC-12 single-engine turboprop, the PC-24 retains an aft cargo door and

the capability to operate from short, unpaved and unimproved fields. The new Williams engines have unique features, including automatic thrust reverse, pas-sive thrust vectoring nozzles, quiet power mode in place of an auxiliary power unit to provide ground power, integral pre-cooler to condition bleed air and reduce drag losses and an anti-ice and noise-suppressing engine inlet.

Up front, the customized avionics suite dubbed Pace–Pilatus Advanced Cockpit Environment–is based on the Honeywell Primus Apex and Epic sys-tems and features all the latest advances. The voluminous passenger cabin pro-vides more overall space than either the Cessna XLS+ or the Embraer Phenom 300 and has a flat floor, which means less headroom in the aisle. The aircraft will come with seven interior alternatives for layouts that include executive, commuter, combi and quick-change configurations as well as options for an externally ser-viced lavatory, either forward or aft, and galleys. Pilatus expects first flight early next year and certification in 2017.

MIDSIZEBombardier Learjet 85: Bombardier’s

new transcontinental, all-composite light super-midsize model made its first flight in April. Thanks to composite construc-tion, the 85 weighs only one third more than the considerably smaller Learjet 60XR and needs just 20 percent more thrust, can fly 495 nautical miles farther on a comparable load of fuel and has a slightly higher top cruise speed.

Several configurations will be avail-able, including one with eight single executive seats in a double-club layout and one with six single seats and a three-place divan. The single seats are pitched at 30 inches and recline into full-berth-ing positions. This longer-legged Learjet also features a full galley and an aft cabin lavatory. Like several other contempo-rary cabins, the one in the 85 incorpo-rates larger passenger cabin windows, 12 by 16 inches each, and more mono-lithic, streamlined headliners and side-walls. Bombardier has tapped Lufthansa Technik to provide the cabin-manage-ment system; Rockwell Collins for a three-screen Pro Line Fusion avionics system with synthetic vision; and Pratt & Whitney Canada for new PW307B turbofan engines.

Cessna Citation Longitude: The big-gest Citation yet is a stretched and

CESSNA CITATION LATITUDE

PILATUS PC-24


continua na página 20 u

Novos jatos executivosucontinuação da página 16

New business jetsuContinued from page 16

It has been 25 years since we at Jet Support Services, Inc. opened our doors and became the business aviation industry’s first independent provider of hourly cost maintenance programs. Since that day, we have enrolled more than 10,000 engines, airframes and APUs on our broad offering of programs. Today, JSSI enhances resale value and provides cost predictability and world class service to owners and operators of over 340 makes and models of business jets, turboprops and helicopters. As we continue to expand our business, it is important for us not to lose sight of those who have supported us along the way and made our 25-year anniversary possible.

WWe want to thank Boise Cascade for being the initial customer to take that leap of faith to enroll on a JSSI program. It required foresight, an open mind and the willingness to take a chance on a new concept and a young company. We thank you, our loyal customers, who have entrusted us with your aircraft over the years. Thank you to the OEMs, who have worked hand-in-hand with us as we developed innovative programs like Tip-To-Tail®, the industry’s only single-source maintenance plan. And thank you to all of the maintenance providers that have worked alongside our technical advisors to deliver outstanding service.

AllAll of this begs the question, “Where do we go from here?” Stay with us throughout this, our 25th anniversary year, and we’ll share some of our future plans. Because, thanks to you, even after 25 years, we’re just getting started.

longer-legged variant of the Citation Lat-itude. Scheduled to enter service in 2017, it shares the Latitude’s avionics, cabin-management system, seats, windows and fuselage cross-section, but is nine feet lon-ger and turns to Snecma’s new Silvercrest engines for power. Cessna has selected the Garmin G5000 for the Longitude, employing the same three-screen “touch control” avionics architecture that the company is using on the Latitude. The cabin-management system will build on the Clairity equipment.

The aircraft seats eight passengers in a cabin featuring a large forward galley and an aft lavatory with vacuum-flush-ing toilet. The forward cabin may include a crew lavatory as well as a third crew/flight-attendant seat. Like the Latitude’s

interior cross-section, the Longitude’s is 72 inches tall and 77 inches wide. The forward club-four configuration is capa-cious and the single executive seats are full berthing. There is room for another club-four in the aft cabin or a three-place divan, certified for takeoff and landing, opposite an entertainment center with large flat-screen monitor.

The Longitude has limited, comput-erized fly-by-wire capabilities for con-trolling the rudder, spoilers and brakes (“brake-by-wire”). Its 30-degree swept wing incorporates leading-edge slats, winglets, centrifugal ailerons and five speed-brake/spoiler panels per side. All this combines to give the aircraft good short-field capabilities under most load conditions.

Embraer Legacy 500: This is the larger companion to the Legacy 450. Entry into service is expected later this year. Com-pared with the 450, the 500’s fuselage

is six feet longer, and range with IFR reserves increases to 2,800 nautical miles with eight passengers. The 500 will carry up to 12 passengers in a cabin that is near super-midsize, measuring 26 feet, 10 inches long; six feet, 10 inches wide; and six feet tall.

Customers can choose between a large, well-appointed forward galley and oppo-site storage or a single, side-facing seat ideal for a cabin attendant. Or they can have a side-facing, two-place divan oppo-site a small refreshment center. The wet galley features hot and cold water, four gallons of potable water, crystal stor-age and an ice drawer, compartments for china and silverware, 110V power outlet and optional video monitor and espresso maker. Passengers will be able to bring more luggage, skis and golf clubs than they could fit in almost any other mid-size or super-midsize jet: the 500 offers 150 cubic feet of baggage space–110 in the external compartment and another 40 in the closet that can be accessed through the lavatory.

LARGEDassault Falcon 5X: Dassault launched

its long-anticipated large twinjet last year and expects it to enter service in 2017. The 5X features an expanded fuselage diame-ter of nearly 8.9 feet–the widest ever for a Falcon–plus fly-by-wire controls, new Snecma Silvercrest engines and advanced flight-control surfaces on the wings. It has a range of 5,200 nautical miles with eight passengers. Dassault claims that it is 50 percent more fuel efficient than current, comparable aircraft on a 1,500-nautical-mile mission.

Dassault Falcon 8X: Dassault Avia-tion has unveiled its Falcon 8X trijet, a significant step up from the popular 7X. A longer cabin offers more layout pos-sibilities, including the option to install a large aft lavatory with a shower and a crew rest area in the front section and still have a comfortable three-lounge cabin in between. The 8X also offers greater range–6,450 nautical miles. From Los Angeles, Beijing is within reach. From New York, the 8X can travel non-stop to Dubai. The first flight is planned for early next year, with deliveries begin-ning in the second half of 2016. The model will reportedly sell for about 10 percent more than the 7X, which would put the price in the neighborhood of $58 million. Direct operating costs are esti-mated at $4,075 per hour. o


aviônica de três telas Pro Line Fusion com visão sintética; e à Pratt & Whitney Canada para os novos motores turbo propulsores PW307B.

Cessna Citation Longitude: O maior Citation até o momento é a variação alongada e com pernas longas do Citation Latitude. Programado para entrar em operação em 2017, ele compartilha a aviônica do Latitude, sistema de gerenciamento de cabine, assen-tos, janelas e fuselagem cross-section, mas é 2,7 metros pés mais longo e usa a potência dos novos motores Silvrecrest, da Snecma. A Cessna selecionou o Garmin G500 pelo Lon-gitude, empregando o mesmo “touch con-trol” de três telas, a arquitetura de aviônica que a empresa está utilizando no Latidude. No sistema de gerenciamento de cabine será utilizado equipamento Clairity.

A aeronave tem capacidade para oito pas-sageiros numa cabine que inclui uma ampla cozinha dianteira e um lavatório traseiro com privada de descarga a vácuo. A cabine dian-teira pode incluir um lavatório para a tripulação assim como um terceiro assento para tripulação/comissário de bordo. Assim como o diâmetro de fuselagem interior do Latitude, o Longitude tem 72 polegadas de altura e 77 polegadas de largura. A configuração dianteira com quatro assentos frente a frente tem grande capacidade e os assentos executivos avulsos deitam com-pletamente. Há espaço para mais um conjunto de quatro assentos frente a frente na cabine tra-seira ou um divã de três lugares certificado para decolagem e aterrissagem, de frente a um cen-tro de entretenimento com monitor tela plana de tamanho grande.

O Longitude tem capacidade limitada, computadorizada fly-by-wire para contro-lar o leme, spoiler e freio (“brake-by-wire”). Sua asa em flecha de 30 graus incorpora ripas inovadoras, winglets, ailerons centrifu-gais e cinco painéis de velocidade/freio/spoiler de cada lado. Tudo isso combinado para dar a cada aeronave boa capacidade em campos curtos sob a maioria das condições de carga.

Embraer Legacy 500: Este é o maior com-panheiro para o Legacy 450. A entrada em operação é esperada para ainda este ano. Comparado ao 450, a fuselagem do 500 é 1,8 metros mais longa, e a variação com as reservas IFR aumentam para 2.800 milhas náuticas com oito passageiros. O 500 leva até 12 passageiros numa cabine que é quase tamanho médio super, medindo oito metros de comprimento, dois metros de largura e 1,8 metros de altura.

Os clientes podem escolher entre uma coz-inha dianteira ampla e bem posicionada em frente a um depósito ou um assento avulso virado para a lateral ideal para atendimento de cabine. Ou podem ter um divã de dois lugares virado para a lateral em frente a um pequeno

centro de bebidas. A cozinha molhada inclui água quente e fria, quatro galões de água potável, depósito para cristais e gaveta de gelo, compartimento para porcelana e pra-taria, tomadas 110V e um monitor de vídeo opcional e máquina de café expresso. Os pas-sageiros poderão trazer mais bagagem, skis e tacos de golfe do que poderiam fazer caber em qualquer outro jato de tamanho médio ou super médio: o 500 oferece 45 metros cúbicos de espaço para bagagem - 2,8 m no comparti-mento externo e outros 10 m no armário que pode ser acessado pelo lavatório.

GRANDEDassault Falcon 5X: A Dassault lançou

seu muito esperado jato bimotor grande no ano passado e espera que entre em operação em 2017. O 5X inclui diâmetro de fuselagem expandido em quase 2,7 metros–o mais largo até hoje para um Falcon–e mais controles fly-by wire, novos motores Snecma Silvercrest e avan-çadas superfícies de controle de voo nas asas. Tem alcance de 5.200 milhas náuticas com oito passageiros. A Dassault alega que tem 50 por cento mais capacidade de aproveitamento do combustível do que aeronaves atuais com-paráveis numa missão de 1.500 milhas náuticas.

Dassault Falcon 8X: A Dassault Avia-tion revelou seu trijato Falcon 8X, um signif-icativo passo à frente do popular 7X. Uma cabine mais longa oferece maiores possibili-dades de layout, incluindo a opção de insta-lar um amplo lavatório traseiro com ducha e uma área de repouso para a tripulação na área dianteira e ainda ter espaço para uma cabine com três ambientes no meio. O 8X ainda ofe-rece maior alcance–6.450 milhas náuticas.

De Los Angeles, Pequim está dentro da área de alcance. De Nova Iorque, o 8X pode via-jar sem parar até Dubai. O primeiro voo está planejado para o início do próximo ano, com as entregas começando na segunda metade de 2016. O modelo está programado para ser vendido por 10 por cento a mais que o 7X, o que colocaria o preço em torno de $58 mil-hões de dólares. Os custos operacionais dire-tos são estimados em $4.075 por hora. o

Novos jatos executivosucontinuação da página 18

LEARJET 85

EMBRAER LEGACY 450

New business jetsuContinued from page 18

DASSAULT FALCON 5X

A AERONAVE QUE OPERA EM QUALQUER LUGAR.Aonde o Pilatus PC-12 NG se encaixa em seu departamento de voo? Em qualquer lugar que precise. Sua economia é convincente

e a performance vai além da versatilidade. Com custos de aquisição e operacionais consideravelmente mais baixos que seus

concorrentes biturbina, você terá velocidade, alcance, cabine para nove passageiros e a vantagem de operar em pistas curtas

e não pavimentadas, transformando suas preocupações em soluções.

Pilatus Business Aircraft Ltd • +1.303.465.9099 • www.pilatus-aircraft.com

Guia de aeronaves Dados a respeito de centenas de jato e turbo propulsores*

Assim que seu primeiro proprie-tário decola do centro de entregas do fabricante, um novo avião tec-nicamente se torna usado (ou sem-inovo). Por várias razões, porém, 10 anos após a data final da produção de uma aeronave é geralmente con-siderado o marco que separa as aeronaves mais “novas” sendo uti-lizadas das mais “velhas”.

Decidindo quais aeronaves cobrir, nós passamos bem longe dessa marca dos 10 anos para for-necer informações sobre todos os aviões executivos fabricados desde 1997. Isso significa que a nossa lista inclui alguns modelos anteri-ores àquele ano, desde que ainda fossem produzidos em 1997. Via de regra, o fato de uma aeronave ser produzida por um longo período de tempo, é um indicativo de sucesso.

Não listamos modelos novos que, até o fechamento da edição, não haviam recebido certificação final. o

Aircraft Guide Data about hundreds of jets and turboprops*

As soon as its first owner departs from the manufactur-er’s delivery center, a new airplane technically becomes used (or pre-owned). For various reasons, how-ever, 10 years after an aircraft’s final production date is generally considered the milestone separat-ing “newer” used business aircraft from “older” ones.

In deciding which aircraft to cover, we went well past this 10-year mark to provide information on all business air-planes manufactured since 1997. This means our list includes some models manufactured before that year, as long as they were still being produced as recently as 1997. As a rule, a long produc-tion run is indicative of a success-ful aircraft.

We have not listed new mod-els that, at press time, had yet to receive final certification. o


Cessna Citation Mustang Dassault Falcon 7X

Nome da AeronaveAircraft Name

Número do ModeloModel Number

Preços ($ milhões):Prices ($ millions):

Assentos:Seats:

Cabine:Cabin: Peso máx. na

decolagem (quilos)

Max Takeoff Weight

Capacidade de combustível

(litros) Fuel Capacity

(liters)

Carga Máx./ combustível cheio

(quilos)Max Payload

(full fuel)

Alcance (quilômetros)

Range (Km)

Alcance Específico (quilômetros por quilos):

Specific Range Alta Velocidade de Cruzeiro (quilômetros

por hora)High-Speed

Cruise (Km/hr)

Teto de serviço

(metros)Service

Ceiling (M)BFL (Mtow)

(Mtow)

Landing Distance

(M)Service

Produção:Production

Número Inscrito Number Built

Nome da Aeronave Aircraft Name

Em percurso de Longo Alcance At Long-Range

Cruise

Em percurso de Alta Velocidade

At High-Speed Cruise

Ano Início Year Started

Ano Encerramento Year Ended

Novo New

Usado (mínimo) Used (min)

Usado (máximo) Used (max)

Passageiros (padrão)

Passengers(typical)

Passageiros (máximo) Passengers

(max)Pilotos

Pilots (typical)

Volume (met-ros cúbicos) Volume (M3)

Largura (metros) Width (M)

Altura (metros)

Height (M)

Comprimento (metros)

Length (M)

AirbusA318 Elite A318-112 $72.0 $21.3 $67.0 19 132 2 150.08 3.68 2.23 21.62 65,999 20,757 3,134 7,038 0.105 0.088 N/A 12,497 N/A N/A 2005 In Production 18 A318 EliteACJ319 (ACJ) A319-133 $87.0 $18.1 $82.0 19 156 2 167.07 3.68 2.23 24.00 76,498 32,627 776 11,297 0.095 0.081 900 12,497 2,057 1,219 1998 In Production 71 ACJ319 (ACJ)ACJ320 A320-100 $95.0 $12.1 $90.0 19 179 2 193.26 3.68 2.23 27.74 77,013 23,963 9,125 9,167 0.095 0.081 900 11,887 N/A N/A 1989 In Production N/A ACJ320ACJ321 A321-200 $110.0 $20.3 $105.0 19 220 2 242.02 3.68 2.23 34.67 88,999 23,746 16,357 8,501 N/A N/A 865 11,887 2,341 1,577 1997 In Production N/A ACJ321ACJ340 A340-200 $255.0 $25.4 $230.0 19 420 2 0.00 5.28 2.41 50.80 258,044 112,923 16,181 12,964 N/A N/A N/A 12,497 N/A N/A 1992 2011 13 ACJ340

Beechcraft*Beechjet 400A Beechjet 400A $6.7 $0.6 $1.4 7 9 2 8.64 1.49 1.46 4.75 7,303 2,228 215 2,185 0.453 0.386 848 13,244 1,402 1,549 1990 2003 351 Beechjet 400AHawker 4000 Hawker 4000 $22.9 $6.0 $9.0 8 14 2 21.58 1.97 1.83 7.62 17,917 6,622 635 6,080 0.27 0.254 906 12,497 1,664 1,333 2008 2012 79 Hawker 4000Hawker 400XP Hawker 400XP $7.8 $1.5 $3.7 8 9 2 8.64 1.49 1.46 4.75 7,394 2,228 274 2,185 0.441 0.359 833 13,244 1,402 1,532 2004 2010 252 Hawker 400XPHawker 400XPR Hawker 400XP N/A $2.9 $3.7 8 9 2 8.64 1.49 1.46 4.75 7,394 2,228 312 2,302 0.558 0.478 833 13,716 1,228 1,596 1986 2003 N/A Hawker 400XPRHawker 750 Hawker 750 $13.3 $5.4 $8.5 8 15 2 17.10 1.83 1.75 6.49 12,247 3,856 998 3,797 0.331 0.245 828 11,887 1,494 1,159 2008 2012 49 Hawker 750Hawker 800XP Hawker 800XP $13.2 $2.0 $4.2 8 15 2 17.10 1.83 1.75 6.49 12,428 4,536 689 4,426 0.333 0.268 819 11,887 1,920 1,154 1995 2005 474 Hawker 800XPHawker 800XPi Hawker 800XP $13.2 $4.2 $4.2 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 794 4,574 0.333 0.245 832 11,887 1,719 1,159 2005 2005 N/A Hawker 800XPiHawker 800XPR Hawker 800XP N/A $5.8 $8.0 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 735 5,062 0.358 0.256 837 12,497 1,603 1,160 1995 2005 N/A Hawker 800XPRHawker 850XP Hawker 850XP $14.1 $4.9 $6.4 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 812 4,676 0.344 0.245 837 11,887 1,719 1,161 2006 2009 121 Hawker 850XPHawker 900XP Hawker 900XP $16.1 $6.5 $12.0 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 735 5,062 0.358 0.256 837 12,497 1,603 1,160 2007 2012 196 Hawker 900XPPremier I Premier I $5.7 $1.1 $1.5 6 7 2 8.92 1.68 1.65 4.15 5,670 1,638 188 1,574 0.557 0.375 854 12,497 1,417 1,587 2001 2005 133 Premier IPremier IA Premier IA $7.1 $1.8 $5.7 6 7 2 8.92 1.68 1.65 4.15 5,670 1,665 145 1,574 0.557 0.375 841 12,497 1,417 1,587 2006 2012 165 Premier IA

BoeingBBJ B737-700IGW $71.4 $68.0 $68.0 19 149 2 152.63 3.51 2.13 24.14 77,564 32,539 2,142 11,373 0.096 0.084 900 11,278 1,872 1,170 1998 In Production 118 BBJBBJ 2 B737-800 $88.8 $82.0 $82.0 19 189 2 189.58 3.51 2.13 30.02 79,016 31,743 1,188 10,453 0.09 0.082 876 11,278 2,198 1,255 2001 In Production 17 BBJ 2BBJ 3 B737-900ER $96.5 $93.0 $93.0 19 215 2 206.43 3.51 2.13 32.69 85,139 28,579 496 8,871 0.082 0.075 876 10,668 2,210 1,250 2006 In Production 4 BBJ 3

BombardierChallenger 300 BD-100-1A10 $24.9 $10.8 $22.0 8 16 2 24.35 2.19 1.85 8.72 17,622 6,371 501 5,676 0.292 0.261 882 13,411 1,466 1,168 2003 In Production 451 Challenger 300

Challenger 350 BD-100-1A10 $25.9 N/A N/A 8 16 2 24.35 2.19 1.85 8.72 18,416 6,371 816 5,926 N/A N/A 882 13,411 1,479 1,173 2014 In Production N/A Challenger 350

Challenger 604 CL-600-2B16 $26.8 $5.9 $13.1 10 19 2 32.56 2.49 1.85 8.66 21,863 9,004 573 6,956 0.23 0.198 904 11,430 1,757 1,168 1996 2007 366 Challenger 604

Challenger 605 CL-600-2B16 $31.0 $15.8 $27.0 10 19 2 32.56 2.49 1.85 8.66 21,863 9,005 589 6,956 0.24 0.193 904 11,659 1,780 1,168 2007 In Production 275 Challenger 605


Global 5000 BD-700-1A11 $49.0 $22.5 $45.0 13 19 2 57.26 2.49 1.91 12.94 41,957 17,671 1,329 9,630 0.164 0.142 946 13,594 1,689 1,118 2004 In Production 146 Global 5000

Global 6000 BD-700-1A10 $60.5 $52.0 $56.0 13 2 N/A 60.60 2.49 1.91 14.74 45,132 20,283 1,272 10,908 0.164 0.142 946 12,924 1,974 1,118 2011 In Production 162 Global 6000

Global Express BD-700-1A10 $45.5 $17.5 $26.0 13 10 2 60.60 2.49 1.91 14.74 43,091 19,576 813 11,001 0.166 0.146 935 13,106 1,881 1,118 1999 2005 148 Global Express

Global Express XRS BD-700-1A10 $58.5 $29.0 $49.0 13 19 2 60.60 2.49 1.91 14.74 44,452 20,249 1,092 11,214 0.159 0.133 946 12,924 1,881 1,118 2005 2012 171 Global Express XRS

Learjet 31A LJ 31 $6.5 $0.9 $1.9 6 10 2 7.67 1.51 1.33 3.93 7,802 1,871 850 2,243 0.494 0.408 856 14,082 1,158 1,280 1991 2003 209 Learjet 31A

Learjet 40 LJ 40 $8.0 $2.5 $3.4 6 7 2 10.42 1.56 1.50 5.39 9,231 2,438 684 2,913 0.457 0.372 861 13,716 1,320 1,229 2004 2007 40 Learjet 40

Learjet 40XR LJ 40XR $10.8 $3.1 $9.5 6 7 2 10.28 1.56 1.50 5.39 9,525 2,750 562 3,293 0.451 0.419 861 13,777 1,426 1,237 2005 In Production 94 Learjet 40XR




Learjet 60XR LJ 60XR $14.7 $5.5 $12.0 7 10 2 12.83 1.80 1.74 5.39 10,659 3,588 428 3,785 0.375 0.345 861 12,924 1,661 1,621 2006 2012 114 Learjet 60XR

Learjet 70 LJ 70 $11.3 N/A N/A 7 10 2 10.45 1.56 1.50 5.39 9,752 2,750 895 3,556 0.455 0.419 861 13,777 1,327 1,351 2013 In Production 6 Learjet 70


Cessna Aircraft*Citation Bravo CE-550B $6.2 $1.6 $3.0 7 11 2 7.87 1.46 1.43 4.80 6,713 2,188 363 2,389 0.563 0.352 750 13,106 1,268 1,309 1997 2006 337 Citation BravoCitation CJ1 CE-525 $4.1 $1.5 $2.0 5 6 2 5.61 1.47 1.45 3.35 4,808 1,461 195 1,435 0.563 0.457 706 12,497 1,286 1,343 2000 2005 199 Citation CJ1Citation CJ1+ CE-525 $5.2 $2.4 $4.5 5 6 2 5.61 1.47 1.45 3.35 4,853 1,461 247 1,658 0.606 0.446 720 12,497 1,216 1,260 2005 2011 103 Citation CJ1+Citation CJ2 CE-525A $5.7 $2.5 $3.1 6 8 2 7.02 1.47 1.45 4.14 5,613 1,784 303 1,991 0.596 0.381 765 13,716 1,164 1,411 2000 2006 243 Citation CJ2Citation CJ2+ CE-525A $7.2 $3.4 $6.4 6 8 2 7.02 1.47 1.45 4.14 5,670 1,783 324 2,211 0.603 0.377 765 13,716 1,161 1,416 2005 In Production 225 Citation CJ2+Citation CJ3 CE-525B $8.3 $4.1 $7.2 6 8 2 8.01 1.47 1.45 4.78 6,291 2,136 352 2,545 0.567 0.346 772 13,716 1,049 1,281 2004 In Production 413 Citation CJ3Citation CJ4 CE-525C $9.3 $6.8 $8.2 7 9 2 8.81 1.47 1.45 5.27 7,761 2,644 477 3,087 0.486 0.311 841 13,716 1,067 1,212 2010 In Production 150 Citation CJ4Citation Encore CE-560 $8.1 $2.7 $4.0 7 11 2 8.69 1.47 1.45 5.28 7,543 2,449 411 2,611 0.468 0.319 796 13,716 1,195 1,279 2000 2006 169 Citation EncoreCitation Encore+ CE-560 $9.2 $4.3 $5.5 7 11 2 8.69 1.47 1.45 5.28 7,634 2,449 531 2,767 0.471 0.322 796 13,716 1,195 1,275 2006 2011 66 Citation Encore+Citation Excel CE-560XL $10.3 $2.5 $4.1 7 12 2 13.05 1.68 1.74 5.64 9,072 3,057 435 2,684 0.405 0.313 802 13,411 1,237 1,499 1998 2004 373 Citation ExcelCitation Jet CE-525 $3.7 $0.9 $1.4 5 6 2 5.27 1.47 1.46 3.35 4,717 1,461 150 1,389 0.604 0.461 698 12,497 1,222 1,321 1993 1999 359 Citation JetCitation Mustang CE-510 $3.4 $1.8 $2.8 4 5 1 4.08 1.40 1.37 2.99 3,921 1,170 272 1,330 0.638 0.557 630 12,497 1,030 1,123 2006 In Production 442 Citation MustangCitation M2 CE-525 $4.5 N/A N/A 7 6 2 5.61 1.47 1.45 3.35 4,899 1,501 227 1,422 0.633 0.422 737 12,497 1,143 1,366 2014 In Production 36 Citation M2Citation Sovereign CE-680 $17.8 $7.5 $15.7 9 12 2 17.56 1.68 1.74 7.70 13,744 5,091 534 4,852 0.332 0.256 850 13,106 1,161 1,179 2004 2013 373 Citation SovereignCitation Sovereign+ CE-680 $18.2 N/A N/A 9 12 2 17.56 1.68 1.74 7.70 13,950 5,166 692 5,556 0.339 0.254 850 13,716 1,164 1,194 2013 In Production N/A Citation Sovereign+Citation Ultra CE-560 $7.4 $1.5 $2.0 7 11 2 8.27 1.47 1.46 5.28 7,394 2,618 353 2,332 0.448 0.295 741 13,716 1,070 1,168 1994 1999 279 Citation UltraCitation VII CE-650 $11.4 $1.6 $2.9 7 13 2 12.40 1.68 1.74 5.61 10,433 3,325 735 3,135 0.372 0.297 837 13,106 1,576 1,372 1992 2000 119 Citation VIICitation X CE-750 $23.1 $4.3 $20.0 8 12 2 16.79 1.68 1.74 7.29 16,375 5,865 655 5,352 0.312 0.23 972 13,106 1,670 1,430 1996 In Production 321 Citation XCitation XLS CE-560XL $11.3 $4.5 $6.4 8 12 2 13.05 1.68 1.74 5.64 9,163 3,057 390 2,850 0.411 0.349 802 13,716 1,192 1,444 2004 2008 331 Citation XLSCitation XLS+ CE-560XL $13.1 $7.4 $11.5 8 12 2 13.05 1.68 1.74 5.64 9,163 3,057 390 2,830 0.41 0.349 815 13,716 1,192 1,444 2008 In Production 119 Citation XLS+New Citation X CE-750 $23.1 N/A N/A 8 12 2 17.56 1.68 1.74 7.68 16,601 5,865 683 5,980 0.329 0.222 976 13,716 1,622 1,433 2013 In Production N/A New Citation X

DassaultFalcon 2000 Falcon 2000 $24.6 $5.6 $11.8 8 19 2 29.00 2.35 1.89 9.45 16,239 5,513 497 5,262 0.318 0.237 880 13,564 1,658 1,321 1995 2007 231 Falcon 2000Falcon 2000DX Falcon 2000EX $29.5 $15.0 $18.5 8 19 2 29.00 2.35 1.89 9.45 18,597 6,622 1,547 6,256 0.277 0.205 893 13,106 1,615 1,321 2007 2011 4 Falcon 2000DXFalcon 2000EX EASy Falcon 2000EX $30.2 $14.3 $19.5 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 1,157 7,182 0.282 0.205 893 13,106 1,702 1,321 2004 2009 136 Falcon 2000EX EASy

Falcon 2000LX Falcon 2000EX $32.4 $17.7 $28.0 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 590 7,069 0.292 0.21 893 13,106 1,783 1,356 2007 In Production 126 Falcon 2000LX

Falcon 2000LXS Falcon 2000EX $33.0 N/A N/A 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 590 7,069 0.292 0.21 893 13,106 1,783 1,356 2013 In Production 9 Falcon 2000LXS

Falcon 2000S Falcon 2000S $27.1 N/A N/A 8 N/A 2 29.00 2.35 1.89 9.45 18,597 6,622 839 6,691 0.292 0.21 893 13,716 1,418 1,356 2013 In Production 17 Falcon 2000S

Falcon 50EX Mystère-Falcon 50 $21.4 $5.0 $8.8 9 19 2 19.82 1.86 1.80 7.16 18,008 7,040 966 5,969 0.263 0.19 889 12,771 1,524 1,067 1997 2007 100 Falcon 50EX

Falcon 7X Falcon 7X $52.3 $34.0 $47.0 12 19 2 43.95 2.35 1.89 11.92 31,751 14,488 753 10,167 0.206 0.155 889 12,607 1,707 1,092 2007 In Production 223 Falcon 7X

Falcon 900B Mystère-Falcon 900 $26.2 $5.2 $13.0 12 19 2 35.79 2.35 1.89 10.12 20,638 8,693 572 6,389 0.233 0.199 926 12,070 1,568 1,107 1986 2000 149 Falcon 900B

JETS | JATOS

Source: Conklin & de Decker. *Textron acquired Beechcraft in March 2014, merging it with Cessna Aircraft to create Textron Aviation. N/A = not available

Boeing BBJ Bombardier Global 6000

ExcluSIVE:De Business Jet Traveler

BUYERS’GUIDE

ExcluSIVo:De Business Jet Traveler

GUIa DoCompRaDoR

* For an online version of all aircraft data go to www.ainonline.com/labace14/aircraft_guide

*Para uma versão online de todos os dados das aeronaves, incluindo helicópteros, vá para www.ainonline.com/labace14/aircraft_guide.





Assentos:Seats:


decolagem (quilos)

Max Takeoff Weight



(liters)

Carga Máx./ combustível cheio

(quilos)Max Payload

(full fuel)


Range (Km)



por hora)High-Speed

Cruise (Km/hr)

Teto de serviço

(metros)Service


(Mtow)

Landing Distance

(M)Service


Número Inscrito Number Built

Nome da Aeronave Aircraft Name


Cruise





Novo New




Passengers(typical)


(max)Pilotos

Pilots (typical)



Altura (metros)

Height (M)


Length (M)

AirbusA318 Elite A318-112 $72.0 $21.3 $67.0 19 132 2 150.08 3.68 2.23 21.62 65,999 20,757 3,134 7,038 0.105 0.088 N/A 12,497 N/A N/A 2005 In Production 18 A318 EliteACJ319 (ACJ) A319-133 $87.0 $18.1 $82.0 19 156 2 167.07 3.68 2.23 24.00 76,498 32,627 776 11,297 0.095 0.081 900 12,497 2,057 1,219 1998 In Production 71 ACJ319 (ACJ)ACJ320 A320-100 $95.0 $12.1 $90.0 19 179 2 193.26 3.68 2.23 27.74 77,013 23,963 9,125 9,167 0.095 0.081 900 11,887 N/A N/A 1989 In Production N/A ACJ320ACJ321 A321-200 $110.0 $20.3 $105.0 19 220 2 242.02 3.68 2.23 34.67 88,999 23,746 16,357 8,501 N/A N/A 865 11,887 2,341 1,577 1997 In Production N/A ACJ321ACJ340 A340-200 $255.0 $25.4 $230.0 19 420 2 0.00 5.28 2.41 50.80 258,044 112,923 16,181 12,964 N/A N/A N/A 12,497 N/A N/A 1992 2011 13 ACJ340

Beechcraft*Beechjet 400A Beechjet 400A $6.7 $0.6 $1.4 7 9 2 8.64 1.49 1.46 4.75 7,303 2,228 215 2,185 0.453 0.386 848 13,244 1,402 1,549 1990 2003 351 Beechjet 400AHawker 4000 Hawker 4000 $22.9 $6.0 $9.0 8 14 2 21.58 1.97 1.83 7.62 17,917 6,622 635 6,080 0.27 0.254 906 12,497 1,664 1,333 2008 2012 79 Hawker 4000Hawker 400XP Hawker 400XP $7.8 $1.5 $3.7 8 9 2 8.64 1.49 1.46 4.75 7,394 2,228 274 2,185 0.441 0.359 833 13,244 1,402 1,532 2004 2010 252 Hawker 400XPHawker 400XPR Hawker 400XP N/A $2.9 $3.7 8 9 2 8.64 1.49 1.46 4.75 7,394 2,228 312 2,302 0.558 0.478 833 13,716 1,228 1,596 1986 2003 N/A Hawker 400XPRHawker 750 Hawker 750 $13.3 $5.4 $8.5 8 15 2 17.10 1.83 1.75 6.49 12,247 3,856 998 3,797 0.331 0.245 828 11,887 1,494 1,159 2008 2012 49 Hawker 750Hawker 800XP Hawker 800XP $13.2 $2.0 $4.2 8 15 2 17.10 1.83 1.75 6.49 12,428 4,536 689 4,426 0.333 0.268 819 11,887 1,920 1,154 1995 2005 474 Hawker 800XPHawker 800XPi Hawker 800XP $13.2 $4.2 $4.2 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 794 4,574 0.333 0.245 832 11,887 1,719 1,159 2005 2005 N/A Hawker 800XPiHawker 800XPR Hawker 800XP N/A $5.8 $8.0 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 735 5,062 0.358 0.256 837 12,497 1,603 1,160 1995 2005 N/A Hawker 800XPRHawker 850XP Hawker 850XP $14.1 $4.9 $6.4 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 812 4,676 0.344 0.245 837 11,887 1,719 1,161 2006 2009 121 Hawker 850XPHawker 900XP Hawker 900XP $16.1 $6.5 $12.0 8 15 2 17.10 1.83 1.75 6.49 12,701 4,536 735 5,062 0.358 0.256 837 12,497 1,603 1,160 2007 2012 196 Hawker 900XPPremier I Premier I $5.7 $1.1 $1.5 6 7 2 8.92 1.68 1.65 4.15 5,670 1,638 188 1,574 0.557 0.375 854 12,497 1,417 1,587 2001 2005 133 Premier IPremier IA Premier IA $7.1 $1.8 $5.7 6 7 2 8.92 1.68 1.65 4.15 5,670 1,665 145 1,574 0.557 0.375 841 12,497 1,417 1,587 2006 2012 165 Premier IA

BoeingBBJ B737-700IGW $71.4 $68.0 $68.0 19 149 2 152.63 3.51 2.13 24.14 77,564 32,539 2,142 11,373 0.096 0.084 900 11,278 1,872 1,170 1998 In Production 118 BBJBBJ 2 B737-800 $88.8 $82.0 $82.0 19 189 2 189.58 3.51 2.13 30.02 79,016 31,743 1,188 10,453 0.09 0.082 876 11,278 2,198 1,255 2001 In Production 17 BBJ 2BBJ 3 B737-900ER $96.5 $93.0 $93.0 19 215 2 206.43 3.51 2.13 32.69 85,139 28,579 496 8,871 0.082 0.075 876 10,668 2,210 1,250 2006 In Production 4 BBJ 3

BombardierChallenger 300 BD-100-1A10 $24.9 $10.8 $22.0 8 16 2 24.35 2.19 1.85 8.72 17,622 6,371 501 5,676 0.292 0.261 882 13,411 1,466 1,168 2003 In Production 451 Challenger 300

Challenger 350 BD-100-1A10 $25.9 N/A N/A 8 16 2 24.35 2.19 1.85 8.72 18,416 6,371 816 5,926 N/A N/A 882 13,411 1,479 1,173 2014 In Production N/A Challenger 350

Challenger 604 CL-600-2B16 $26.8 $5.9 $13.1 10 19 2 32.56 2.49 1.85 8.66 21,863 9,004 573 6,956 0.23 0.198 904 11,430 1,757 1,168 1996 2007 366 Challenger 604



Global 5000 BD-700-1A11 $49.0 $22.5 $45.0 13 19 2 57.26 2.49 1.91 12.94 41,957 17,671 1,329 9,630 0.164 0.142 946 13,594 1,689 1,118 2004 In Production 146 Global 5000

Global 6000 BD-700-1A10 $60.5 $52.0 $56.0 13 2 N/A 60.60 2.49 1.91 14.74 45,132 20,283 1,272 10,908 0.164 0.142 946 12,924 1,974 1,118 2011 In Production 162 Global 6000

Global Express BD-700-1A10 $45.5 $17.5 $26.0 13 10 2 60.60 2.49 1.91 14.74 43,091 19,576 813 11,001 0.166 0.146 935 13,106 1,881 1,118 1999 2005 148 Global Express

Global Express XRS BD-700-1A10 $58.5 $29.0 $49.0 13 19 2 60.60 2.49 1.91 14.74 44,452 20,249 1,092 11,214 0.159 0.133 946 12,924 1,881 1,118 2005 2012 171 Global Express XRS

Learjet 31A LJ 31 $6.5 $0.9 $1.9 6 10 2 7.67 1.51 1.33 3.93 7,802 1,871 850 2,243 0.494 0.408 856 14,082 1,158 1,280 1991 2003 209 Learjet 31A






Learjet 60XR LJ 60XR $14.7 $5.5 $12.0 7 10 2 12.83 1.80 1.74 5.39 10,659 3,588 428 3,785 0.375 0.345 861 12,924 1,661 1,621 2006 2012 114 Learjet 60XR



Cessna Aircraft*Citation Bravo CE-550B $6.2 $1.6 $3.0 7 11 2 7.87 1.46 1.43 4.80 6,713 2,188 363 2,389 0.563 0.352 750 13,106 1,268 1,309 1997 2006 337 Citation BravoCitation CJ1 CE-525 $4.1 $1.5 $2.0 5 6 2 5.61 1.47 1.45 3.35 4,808 1,461 195 1,435 0.563 0.457 706 12,497 1,286 1,343 2000 2005 199 Citation CJ1Citation CJ1+ CE-525 $5.2 $2.4 $4.5 5 6 2 5.61 1.47 1.45 3.35 4,853 1,461 247 1,658 0.606 0.446 720 12,497 1,216 1,260 2005 2011 103 Citation CJ1+Citation CJ2 CE-525A $5.7 $2.5 $3.1 6 8 2 7.02 1.47 1.45 4.14 5,613 1,784 303 1,991 0.596 0.381 765 13,716 1,164 1,411 2000 2006 243 Citation CJ2Citation CJ2+ CE-525A $7.2 $3.4 $6.4 6 8 2 7.02 1.47 1.45 4.14 5,670 1,783 324 2,211 0.603 0.377 765 13,716 1,161 1,416 2005 In Production 225 Citation CJ2+Citation CJ3 CE-525B $8.3 $4.1 $7.2 6 8 2 8.01 1.47 1.45 4.78 6,291 2,136 352 2,545 0.567 0.346 772 13,716 1,049 1,281 2004 In Production 413 Citation CJ3Citation CJ4 CE-525C $9.3 $6.8 $8.2 7 9 2 8.81 1.47 1.45 5.27 7,761 2,644 477 3,087 0.486 0.311 841 13,716 1,067 1,212 2010 In Production 150 Citation CJ4Citation Encore CE-560 $8.1 $2.7 $4.0 7 11 2 8.69 1.47 1.45 5.28 7,543 2,449 411 2,611 0.468 0.319 796 13,716 1,195 1,279 2000 2006 169 Citation EncoreCitation Encore+ CE-560 $9.2 $4.3 $5.5 7 11 2 8.69 1.47 1.45 5.28 7,634 2,449 531 2,767 0.471 0.322 796 13,716 1,195 1,275 2006 2011 66 Citation Encore+Citation Excel CE-560XL $10.3 $2.5 $4.1 7 12 2 13.05 1.68 1.74 5.64 9,072 3,057 435 2,684 0.405 0.313 802 13,411 1,237 1,499 1998 2004 373 Citation ExcelCitation Jet CE-525 $3.7 $0.9 $1.4 5 6 2 5.27 1.47 1.46 3.35 4,717 1,461 150 1,389 0.604 0.461 698 12,497 1,222 1,321 1993 1999 359 Citation JetCitation Mustang CE-510 $3.4 $1.8 $2.8 4 5 1 4.08 1.40 1.37 2.99 3,921 1,170 272 1,330 0.638 0.557 630 12,497 1,030 1,123 2006 In Production 442 Citation MustangCitation M2 CE-525 $4.5 N/A N/A 7 6 2 5.61 1.47 1.45 3.35 4,899 1,501 227 1,422 0.633 0.422 737 12,497 1,143 1,366 2014 In Production 36 Citation M2Citation Sovereign CE-680 $17.8 $7.5 $15.7 9 12 2 17.56 1.68 1.74 7.70 13,744 5,091 534 4,852 0.332 0.256 850 13,106 1,161 1,179 2004 2013 373 Citation SovereignCitation Sovereign+ CE-680 $18.2 N/A N/A 9 12 2 17.56 1.68 1.74 7.70 13,950 5,166 692 5,556 0.339 0.254 850 13,716 1,164 1,194 2013 In Production N/A Citation Sovereign+Citation Ultra CE-560 $7.4 $1.5 $2.0 7 11 2 8.27 1.47 1.46 5.28 7,394 2,618 353 2,332 0.448 0.295 741 13,716 1,070 1,168 1994 1999 279 Citation UltraCitation VII CE-650 $11.4 $1.6 $2.9 7 13 2 12.40 1.68 1.74 5.61 10,433 3,325 735 3,135 0.372 0.297 837 13,106 1,576 1,372 1992 2000 119 Citation VIICitation X CE-750 $23.1 $4.3 $20.0 8 12 2 16.79 1.68 1.74 7.29 16,375 5,865 655 5,352 0.312 0.23 972 13,106 1,670 1,430 1996 In Production 321 Citation XCitation XLS CE-560XL $11.3 $4.5 $6.4 8 12 2 13.05 1.68 1.74 5.64 9,163 3,057 390 2,850 0.411 0.349 802 13,716 1,192 1,444 2004 2008 331 Citation XLSCitation XLS+ CE-560XL $13.1 $7.4 $11.5 8 12 2 13.05 1.68 1.74 5.64 9,163 3,057 390 2,830 0.41 0.349 815 13,716 1,192 1,444 2008 In Production 119 Citation XLS+New Citation X CE-750 $23.1 N/A N/A 8 12 2 17.56 1.68 1.74 7.68 16,601 5,865 683 5,980 0.329 0.222 976 13,716 1,622 1,433 2013 In Production N/A New Citation X

DassaultFalcon 2000 Falcon 2000 $24.6 $5.6 $11.8 8 19 2 29.00 2.35 1.89 9.45 16,239 5,513 497 5,262 0.318 0.237 880 13,564 1,658 1,321 1995 2007 231 Falcon 2000Falcon 2000DX Falcon 2000EX $29.5 $15.0 $18.5 8 19 2 29.00 2.35 1.89 9.45 18,597 6,622 1,547 6,256 0.277 0.205 893 13,106 1,615 1,321 2007 2011 4 Falcon 2000DXFalcon 2000EX EASy Falcon 2000EX $30.2 $14.3 $19.5 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 1,157 7,182 0.282 0.205 893 13,106 1,702 1,321 2004 2009 136 Falcon 2000EX EASy

Falcon 2000LX Falcon 2000EX $32.4 $17.7 $28.0 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 590 7,069 0.292 0.21 893 13,106 1,783 1,356 2007 In Production 126 Falcon 2000LX

Falcon 2000LXS Falcon 2000EX $33.0 N/A N/A 8 19 2 29.00 2.35 1.89 9.45 19,142 7,557 590 7,069 0.292 0.21 893 13,106 1,783 1,356 2013 In Production 9 Falcon 2000LXS

Falcon 2000S Falcon 2000S $27.1 N/A N/A 8 N/A 2 29.00 2.35 1.89 9.45 18,597 6,622 839 6,691 0.292 0.21 893 13,716 1,418 1,356 2013 In Production 17 Falcon 2000S

Falcon 50EX Mystère-Falcon 50 $21.4 $5.0 $8.8 9 19 2 19.82 1.86 1.80 7.16 18,008 7,040 966 5,969 0.263 0.19 889 12,771 1,524 1,067 1997 2007 100 Falcon 50EX

Falcon 7X Falcon 7X $52.3 $34.0 $47.0 12 19 2 43.95 2.35 1.89 11.92 31,751 14,488 753 10,167 0.206 0.155 889 12,607 1,707 1,092 2007 In Production 223 Falcon 7X

Falcon 900B Mystère-Falcon 900 $26.2 $5.2 $13.0 12 19 2 35.79 2.35 1.89 10.12 20,638 8,693 572 6,389 0.233 0.199 926 12,070 1,568 1,107 1986 2000 149 Falcon 900B

continued on next page

HondaJet Emivest SJ30

Gulfstream G280

Eclipse 550

Falcon 2000S


Dornier Seastar

Daher-Socata TBM 850 Daher Socata TBM 850


Número do Modelo

Model Number


Assentos:Seats:

Cabine:Cabin:

Peso máx. na decolagem

(quilos)Max Takeoff

Weight



(liters)

Carga Máx./ combustível

cheio (quilos)Max Payload

(full fuel)


Range (Km)


Specific RangeAlta Velocidade

de Cruzeiro (quilômetros

por hora)High-Speed

Teto de serviço

(metros)Service


(Mtow)

Landing Distance

(M)Service


Número Inscrito

Number BuiltNome da Aeronave

Aircraft NameEm percurso de Longo Alcance



Ano Encerramento Year EndedNew Used (min) Used (max)

Passengers(typical)

Passengers (max)

Pilots (typical) Volume (M3) Width (M) Height (M) Length (M)

Beechcraft* Beechcraft*King Air 250 250 $6.0 $4.8 $5.3 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 N/A 1,178 0.595 0.413 541 10,668 1,196 1,410 2011 In Production 82 King Air 250King Air 350 350 $6.4 $1.4 $3.9 8 15 2 10.05 0.14 0.13 0.54 6,804 1,638 728 2,667 0.649 0.404 593 10,668 1,006 1,262 1990 2009 683 King Air 350King Air 350ER 350ER $7.8 $4.5 $4.9 8 15 2 10.05 0.14 0.13 0.54 7,484 2,355 457 3,478 0.592 0.397 561 10,668 1,556 1,451 2008 2009 75 King Air 350ERKing Air 350i 350 $7.3 $4.6 $6.0 8 15 2 10.05 0.14 0.13 0.54 6,804 1,638 675 2,667 0.649 0.404 593 10,668 1,006 1,263 2009 In Production 192 King Air 350iKing Air 350iER 350 $8.4 $4.6 $8.0 8 15 2 10.05 0.14 0.13 0.55 7,484 2,355 373 3,028 0.649 0.404 561 10,058 1,556 1,454 2010 In Production 2 King Air 350iERKing Air B200 B200 $5.3 $0.8 $2.9 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 57 1,704 0.603 0.413 537 10,668 1,615 1,346 1981 2008 1,138 King Air B200King Air B200GT B200GT $5.8 $3.0 $5.0 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 84 1,778 0.595 0.422 565 10,668 1,109 1,352 2008 2013 126 King Air B200GTKing Air C90B C90B $2.8 $1.0 $1.6 5 12 2 6.43 0.14 0.13 0.35 4,581 1,167 171 1,185 0.634 0.416 463 8,809 1,377 1,125 1992 2005 437 King Air C90BKing Air C90GT C90GT $3.0 $1.8 $1.9 5 12 2 6.43 0.14 0.13 0.35 4,581 1,167 176 N/A 0.627 0.441 500 9,144 1,377 1,221 2006 2007 100 King Air C90GTKing Air C90GTi C90GTi $3.4 $2.1 $2.3 5 15 2 6.43 0.14 0.13 0.35 4,581 1,167 176 N/A 0.627 0.441 500 9,144 1,377 1,221 2007 2010 130 King Air C90GTiKing Air C90GTx C90GTx $3.8 $2.6 $3.2 5 5 2 6.43 0.14 0.13 0.35 4,756 1,167 334 1,672 0.627 0.441 507 9,144 1,185 1,220 2010 In Production 111 King Air C90GTxCessna Aircraft*208 Caravan 208-675 $2.1 $0.5 $1.9 9 13 1 7.19 1.37 1.62 3.90 3,629 1,009 395 602 0.557 0.492 344 7,620 626 764 1985 In Production 423 208 Caravan208B Grand Caravan 208B $2.3 $0.7 $2.1 9 13 1 9.63 1.37 1.62 5.00 3,969 1,009 586 980 0.53 0.479 341 7,224 738 800 1990 2013 1,517 208B Grand Caravan208B Grand Caravan EX 208B $2.1 N/A N/A 9 13 1 9.63 1.37 1.62 4.82 3,995 1,019 585 915 0.503 0.445 359 7,620 836 853 2013 In Production 251 208B Grand Caravan EXDaher-Socata Daher-SocataTBM 700C2 TBM 700C2 $2.7 $1.6 $1.7 5 6 1 3.40 1.25 1.22 3.05 3,354 856 297 1,852 0.958 0.808 541 9,449 945 1,143 2003 2006 100 TBM 700C2TBM 850 TBM 850 $3.4 $1.8 $3.1 5 6 1 3.40 1.25 1.22 3.05 3,354 866 422 2,041 0.981 0.734 593 9,449 945 1,143 2006 In Production 335 TBM 850Dornier Seaplane Dornier SeaplaneSeastar CD2 Seastar CD2 $6.2 N/A N/A 6 N/A 2 8.13 1.37 1.65 3.99 4,600 1,271

91 278 N/A N/A 333 4,572 N/A 1,059 2013 In Production N/A Seastar CD2Extra Aircraft Extra AircraftExtra 500 EA-500 $1.8 N/A N/A 5 5 2 N/A 1.24 1.47 4.11 2,130 523 111 1,037 N/A N/A 417 7,620 645 1,118 2010 In Production N/A Extra 500Piaggio PiaggioAvanti P180 P180 $6.4 $1.7 $2.9 6 9 2 10.62 1.77 1.86 4.54 5,239 1,271 362 1,815 0.804 0.502 722 11,278 945 1,387 1990 2005 104 Avanti P180Avanti P180 II P180 $7.2 $3.3 $6.7 6 9 2 10.62 1.77 1.86 5.33 5,488 1,271 385 1,393 0.779 0.505 745 12,009 1,067 1,346 2006 In Production 124 Avanti P180 IIPilatus PilatusPC-12 PC-12/47 $3.4 $1.3 $2.6 7 10 1 9.23 1.45 1.52 5.15 4,740 1,227 556 2,482 0.901 0.632 483 9,144 747 848 1995 2008 789 PC-12PC-12 NG PC-12/47E $4.6 $2.8 $4.0 7 10 1 9.34 1.47 1.52 5.16 4,740 1,227 458 2,424 0.839 0.57 519 9,144 747 848 2008 In Production 465 PC-12 NGPiper PiperMeridian PA-46TP PA46-500T $2.2 $0.7 $1.9 5 5 1 3.40 1.19 1.28 3.75 2,310 517 150 906 1.326 1.066 494 9,144 610 594 2001 In Production 545 Meridian PA-46TPQuest Aircraft Quest AircraftKodiak Kodiak 100 $1.8 $1.3 $1.8 5 9 1 7.02 1.37 1.46 4.72 3,291 957 553 970 0.607 0.525 333 7,620 524 589 2008 In Production N/A KodiakViking Air Viking AirDHC 6-400 Twin Otter DHC-6-400 $5.9 N/A N/A 19 19 2 10.87 1.49 1.62 5.64 5,670 1,139 1,309 200 N/A N/A 343 7,620 732 622 2010 In Production 50 DHC 6-400 Twin Otter

JATOS | JETS

Embraer Lineage 1000 Beechcraft King Air 350i




Assentos:Seats:


decolagem (quilos)

Max Takeoff Weight



(liters)



(full fuel)


Range (Km)



por hora)High-Speed

Cruise (Km/hr)

Teto de serviço

(metros)Service


(Mtow)

Landing Distance

(M)Service


Número Inscrito


Aircraft Name


Cruise





Novo New




Passengers(typical)


(max)

Pilotos Pilots (typi-

cal)



Altura (metros)

Height (M)


Length (M)

Falcon 900C Mystère-Falcon 900 $31.6 $10.0 $16.0 12 19 2 35.79 2.35 1.89 10.12 20,638 8,693 572 6,389 0.239 0.199 926 12,070 1,568 1,107 1998 2005 25 Falcon 900CFalcon 900DX Falcon 900EX $38.0 $16.5 $22.0 12 19 2 35.79 2.35 1.89 10.12 21,183 8,541 1,030 7,593 0.25 0.215 893 12,375 1,490 1,107 2005 2011 24 Falcon 900DXFalcon 900EX EASy Falcon 900EX $41.4 $19.8 $29.0 12 19 2 35.79 2.35 1.89 10.12 22,226 9,525 1,588 8,334 0.241 0.209 893 12,222 1,590 1,143 2003 2011 249 Falcon 900EX EASyFalcon 900LX Falcon 900EX $42.2 $31.0 $37.0 12 19 2 35.79 2.35 1.89 10.12 22,226 9,525 816 8,890 0.256 N/A 893 12,222 1,590 1,168 1997 In Production N/A ACJ321Eclipse Aerospace Eclipse AerospaceEclipse 500 EA 500 N/A $0.7 $0.8 3 4 1 4.53 1.42 1.27 2.32 2,722 770 228 1,063 1.165 0.794 687 12,497 883 1,577 2006 2008 264 Eclipse 500Eclipse 550 EA 500 $2.9 N/A N/A 3 4 1 4.53 1.42 1.27 2.32 2,722 770 228 1,063 1.165 0.794 687 12,497 883 1,577 2013 In Production 8 Eclipse 550Embraer EmbraerLegacy 600 EMB-135BJ $26.0 $8.7 $22.0 13 19 2 46.72 2.10 1.83 15.18 22,500 8,242 684 5,723 0.226 0.179 843 12,466 1,794 1,173 2002 In Production 193 Legacy 600Legacy 650 EMB-135BJ $31.6 $22.0 $26.0 13 19 2 46.72 2.10 1.83 15.18 24,300 9,344 866 6,745 N/A N/A 850 12,497 1,837 1,197 2010 In Production 63 Legacy 650Lineage 1000 ERJ-190-100 ECJ $53.0 $40.0 $46.0 19 19 2 115.67 2.68 2.00 25.70 54,500 21,871 598 7,847 0.108 0.093 870 10,668 1,963 1,070 2008 In Production 9 Lineage 1000Phenom 100 EMB-500 $4.1 $2.4 $3.6 5 6 1 5.89 1.55 1.50 3.35 4,750 1,272

263 1,715 0.635 0.458 722 12,497 1,334 1,244 2008 In Production 332 Phenom 100Phenom 300 EMB-505 $8.8 $6.9 $8.4 7 9 2 9.20 1.55 1.50 5.23 8,150 2,428 427 3,134 0.506 0.338 839 13,716 1,059 1,132 2009 In Production 206 Phenom 300Gulfstream GulfstreamGIV-SP GIV $32.8 $7.5 $13.0 13 19 2 43.18 2.23 1.89 13.75 33,838 13,282 916 7,186 0.166 0.145 926 12,344 1,737 1,359 1992 2002 287 GIV-SPGV GV $43.1 $16.0 $24.0 13 19 2 47.26 2.23 1.89 15.27 41,050 18,597 680 11,575 0.177 0.154 941 12,924 1,890 1,143 1995 2002 194 GVG100 Gulfstream 100 $12.1 $3.1 $4.3 7 9 2 10.62 1.45 1.71 5.21 11,181 4,248 417 4,723 0.376 0.328 878 12,497 1,829 1,330 2001 2006 24 G100G150 G150 $15.7 $6.8 $13.0 7 8 2 13.17 1.75 1.75 5.39 11,839 4,672 386 5,112 0.363 0.245 870 12,497 1,719 1,234 2005 In Production 112 G150G200 1126 $23.3 $5.2 $14.0 8 18 2 24.58 2.19 1.91 7.47 16,080 6,804 295 5,797 0.277 0.228 870 11,887 2,012 1,326 1999 2011 248 G200G280 G280 $24.0 $21.0 $21.0 8 N/A 2 26.48 2.19 1.91 9.83 17,962 6,622 454 6,273 0.311 0.252 893 12,497 1,448 1,549 2012 In Production 46 G280G300 GIV $25.5 $11.0 $12.0 13 19 2 43.18 2.23 1.89 13.75 32,659 12,111 907 6,456 0.173 0.146 926 12,497 1,433 1,346 2003 2004 13 G300G350 GIV-X $36.0 $14.0 $29.0 14 19 2 43.18 2.23 1.89 13.75 32,160 11,706 1,131 6,815 0.183 0.16 926 12,497 1,544 1,346 2004 In Production 11 G350G400 GIV $32.5 $15.0 $16.0 13 19 2 43.18 2.23 1.89 13.75 33,838 13,282 916 7,186 0.165 0.145 926 12,497 1,737 1,346 2003 2004 23 G400G450 GIV-X $41.0 $18.0 $35.0 14 19 2 43.18 2.23 1.89 13.75 33,838 13,282 1,143 7,593 0.179 0.156 926 12,497 1,759 1,346 2004 In Production 311 G450G500 GV-SP $50.5 $22.0 $40.0 18 19 2 47.26 2.23 1.89 15.27 38,601 15,849 1,207 10,408 0.189 0.162 941 13,106 1,641 1,118 2003 In Production 9 G500G550 GV-SP $58.5 $29.0 $49.0 18 19 2 47.26 2.23 1.89 15.27 41,277 18,597 1,134 12,019 0.179 0.151 941 12,497 1,890 1,118 2003 In Production 476 G550G650 G650 $64.5 $62.0 $62.0 18 19 2 67.20 2.59 1.95 16.34 45,178 20,049 816 12,964 0.182 0.153 956 15,545 1,821 1,270 2012 In Production 110 G650Honda Aircraft Honda AircraftFalcon 2000 Falcon 2000 $24.6 $5.6 $11.8 8 19 2 N/A 1.52 1.51 3.66 4,519 N/A 497 5,262 0.318 0.237 880 13,564 1,658 1,321 1995 2007 231 Falcon 2000Nextant Aerospace Nextant AerospaceNextant 400XT Beechjet 400A N/A $3.6 $4.8 7 9 2 8.64 1.49 1.46 4.75 7,394 2,228 1,057 1,852 N/A N/A 471 43,000 4,600 4,045 1986 2002 43 Nextant 400XTNextant 400XTi Beechjet 400A $5.0 $5.0 $5.0 7 9 2 8.64 1.49 1.46 4.75 7,394 2,228 1,057 1,852 N/A N/A 471 43,000 4,600 4,045 1986 2002 N/A Nextant 400XTiSyberJet SyberJetSJ30 SL30-2 $7.3 $2.0 $3.0 5 6 2 5.41 1.43 1.31 3.81 6,328 2,200 200 1,786 0.637 0.4 476 43,000 6,117 4,583 2006 2010 9 SJ30

ESPECIFICAÇÕES

GERAIS

PREÇOS DE USADOSPreços de venda de aviões e de alguns helicópteros são basea-dos na mais recente edição do Aircraft Bluebook Price Digest (lista oficial de resumo de preços de aeronaves). Dados adicio-nais com relação a preços de helicópteros vêm dos avaliadores de helicópteros HeliValues.

ASSENTO DE PASSAGEIRO PILOTOA típica organização de assentos na aeronave não é o máximo de assentos certificado. Os números podem variar para diferentes operações (corporativa, comer-cial, SEM, etc.). O número máx-imo de passageiros é como está certificado. O assento do piloto é padrão (ou seja, dois pilotos podem ser indicados mesmo se a aeronave for certificada para ape-nas um piloto).

DIMENSÕES DE CABINE Volume de cabine é o volume interior, com o revestimento de teto no lugar, sem assentos ou qualquer mobília. Largura da cabine, altura e comprimento são baseados no interior completo. Largura e altura são o máximo dentro deste espaço de cabine. Em aeronaves de “classe de cab-ine”, o comprimento é medido a partir do divisor da cabine de comando até a antepara de pres-surização posterior (ou antepara posterior de cabine, se for des-pressurizada). Para aeronaves de cabine pequena, a distância é da barreira da cabine de comando até a antepara posterior.

PESOSO peso máximo durante a deco-lagem (mtow, na sigla em inglês) é especificada durante a certifi-cação da aeronave. A capacid-ade de combustível é em galões com base em 6,7 libras por galão (combustível de jato). A máx-ima carga com tanque de com-bustível cheio é igual à carga útil menos combustível útil. A carga útil é baseada no peso máximo de rampa menos o peso operacio-nal básico.

INICIOU/ENCERROU A PRODUÇÃOAno da primeira entrega até o ano do número de série da última entrega.

NÚMERO INSCRITOQuantidade total produzida, que pode incluir aeronaves convertidas.

TURBO PROPULSORES | TURBOPROPS

Source: Conklin & de Decker. *Textron acquired Beechcraft in March 2014, merging it with Cessna Aircraft to create Textron Aviation. N/A = not available



Número do Modelo

Model Number


Assentos:Seats:

Cabine:Cabin:

Peso máx. na decolagem

(quilos)Max Takeoff

Weight



(liters)



(full fuel)


Range (Km)


Specific RangeAlta Velocidade

de Cruzeiro (quilômetros

por hora)High-Speed

Teto de serviço

(metros)Service


(Mtow)

Landing Distance

(M)Service


Número Inscrito


Aircraft NameEm percurso de Longo Alcance



Ano Encerramento Year EndedNew Used (min) Used (max)

Passengers(typical)

Passengers (max)

Pilots (typical) Volume (M3) Width (M) Height (M) Length (M)

Beechcraft* Beechcraft*King Air 250 250 $6.0 $4.8 $5.3 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 N/A 1,178 0.595 0.413 541 10,668 1,196 1,410 2011 In Production 82 King Air 250King Air 350 350 $6.4 $1.4 $3.9 8 15 2 10.05 0.14 0.13 0.54 6,804 1,638 728 2,667 0.649 0.404 593 10,668 1,006 1,262 1990 2009 683 King Air 350King Air 350ER 350ER $7.8 $4.5 $4.9 8 15 2 10.05 0.14 0.13 0.54 7,484 2,355 457 3,478 0.592 0.397 561 10,668 1,556 1,451 2008 2009 75 King Air 350ERKing Air 350i 350 $7.3 $4.6 $6.0 8 15 2 10.05 0.14 0.13 0.54 6,804 1,638 675 2,667 0.649 0.404 593 10,668 1,006 1,263 2009 In Production 192 King Air 350iKing Air 350iER 350 $8.4 $4.6 $8.0 8 15 2 10.05 0.14 0.13 0.55 7,484 2,355 373 3,028 0.649 0.404 561 10,058 1,556 1,454 2010 In Production 2 King Air 350iERKing Air B200 B200 $5.3 $0.8 $2.9 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 57 1,704 0.603 0.413 537 10,668 1,615 1,346 1981 2008 1,138 King Air B200King Air B200GT B200GT $5.8 $3.0 $5.0 6 15 2 8.58 0.14 0.13 0.47 5,670 1,653 84 1,778 0.595 0.422 565 10,668 1,109 1,352 2008 2013 126 King Air B200GTKing Air C90B C90B $2.8 $1.0 $1.6 5 12 2 6.43 0.14 0.13 0.35 4,581 1,167 171 1,185 0.634 0.416 463 8,809 1,377 1,125 1992 2005 437 King Air C90BKing Air C90GT C90GT $3.0 $1.8 $1.9 5 12 2 6.43 0.14 0.13 0.35 4,581 1,167 176 N/A 0.627 0.441 500 9,144 1,377 1,221 2006 2007 100 King Air C90GTKing Air C90GTi C90GTi $3.4 $2.1 $2.3 5 15 2 6.43 0.14 0.13 0.35 4,581 1,167 176 N/A 0.627 0.441 500 9,144 1,377 1,221 2007 2010 130 King Air C90GTiKing Air C90GTx C90GTx $3.8 $2.6 $3.2 5 5 2 6.43 0.14 0.13 0.35 4,756 1,167 334 1,672 0.627 0.441 507 9,144 1,185 1,220 2010 In Production 111 King Air C90GTxCessna Aircraft*208 Caravan 208-675 $2.1 $0.5 $1.9 9 13 1 7.19 1.37 1.62 3.90 3,629 1,009 395 602 0.557 0.492 344 7,620 626 764 1985 In Production 423 208 Caravan208B Grand Caravan 208B $2.3 $0.7 $2.1 9 13 1 9.63 1.37 1.62 5.00 3,969 1,009 586 980 0.53 0.479 341 7,224 738 800 1990 2013 1,517 208B Grand Caravan208B Grand Caravan EX 208B $2.1 N/A N/A 9 13 1 9.63 1.37 1.62 4.82 3,995 1,019 585 915 0.503 0.445 359 7,620 836 853 2013 In Production 251 208B Grand Caravan EXDaher-Socata Daher-SocataTBM 700C2 TBM 700C2 $2.7 $1.6 $1.7 5 6 1 3.40 1.25 1.22 3.05 3,354 856 297 1,852 0.958 0.808 541 9,449 945 1,143 2003 2006 100 TBM 700C2TBM 850 TBM 850 $3.4 $1.8 $3.1 5 6 1 3.40 1.25 1.22 3.05 3,354 866 422 2,041 0.981 0.734 593 9,449 945 1,143 2006 In Production 335 TBM 850Dornier Seaplane Dornier SeaplaneSeastar CD2 Seastar CD2 $6.2 N/A N/A 6 N/A 2 8.13 1.37 1.65 3.99 4,600 1,271

91 278 N/A N/A 333 4,572 N/A 1,059 2013 In Production N/A Seastar CD2Extra Aircraft Extra AircraftExtra 500 EA-500 $1.8 N/A N/A 5 5 2 N/A 1.24 1.47 4.11 2,130 523 111 1,037 N/A N/A 417 7,620 645 1,118 2010 In Production N/A Extra 500Piaggio PiaggioAvanti P180 P180 $6.4 $1.7 $2.9 6 9 2 10.62 1.77 1.86 4.54 5,239 1,271 362 1,815 0.804 0.502 722 11,278 945 1,387 1990 2005 104 Avanti P180Avanti P180 II P180 $7.2 $3.3 $6.7 6 9 2 10.62 1.77 1.86 5.33 5,488 1,271 385 1,393 0.779 0.505 745 12,009 1,067 1,346 2006 In Production 124 Avanti P180 IIPilatus PilatusPC-12 PC-12/47 $3.4 $1.3 $2.6 7 10 1 9.23 1.45 1.52 5.15 4,740 1,227 556 2,482 0.901 0.632 483 9,144 747 848 1995 2008 789 PC-12PC-12 NG PC-12/47E $4.6 $2.8 $4.0 7 10 1 9.34 1.47 1.52 5.16 4,740 1,227 458 2,424 0.839 0.57 519 9,144 747 848 2008 In Production 465 PC-12 NGPiper PiperMeridian PA-46TP PA46-500T $2.2 $0.7 $1.9 5 5 1 3.40 1.19 1.28 3.75 2,310 517 150 906 1.326 1.066 494 9,144 610 594 2001 In Production 545 Meridian PA-46TPQuest Aircraft Quest AircraftKodiak Kodiak 100 $1.8 $1.3 $1.8 5 9 1 7.02 1.37 1.46 4.72 3,291 957 553 970 0.607 0.525 333 7,620 524 589 2008 In Production N/A KodiakViking Air Viking AirDHC 6-400 Twin Otter DHC-6-400 $5.9 N/A N/A 19 19 2 10.87 1.49 1.62 5.64 5,670 1,139 1,309 200 N/A N/A 343 7,620 732 622 2010 In Production 50 DHC 6-400 Twin Otter

Piaggio Avanti P180

Bombardier Challenger 300

Viking Twin Otter

Quest Kodiak

Pilatus PC-12

Cessna Caravan

Extra 500




Assentos:Seats:


decolagem (quilos)

Max Takeoff Weight



(liters)



(full fuel)


Range (Km)



por hora)High-Speed

Cruise (Km/hr)

Teto de serviço

(metros)Service


(Mtow)

Landing Distance

(M)Service


Número Inscrito


Aircraft Name


Cruise





Novo New




Passengers(typical)


(max)

Pilotos Pilots (typi-

cal)



Altura (metros)

Height (M)


Length (M)

Falcon 900C Mystère-Falcon 900 $31.6 $10.0 $16.0 12 19 2 35.79 2.35 1.89 10.12 20,638 8,693 572 6,389 0.239 0.199 926 12,070 1,568 1,107 1998 2005 25 Falcon 900CFalcon 900DX Falcon 900EX $38.0 $16.5 $22.0 12 19 2 35.79 2.35 1.89 10.12 21,183 8,541 1,030 7,593 0.25 0.215 893 12,375 1,490 1,107 2005 2011 24 Falcon 900DXFalcon 900EX EASy Falcon 900EX $41.4 $19.8 $29.0 12 19 2 35.79 2.35 1.89 10.12 22,226 9,525 1,588 8,334 0.241 0.209 893 12,222 1,590 1,143 2003 2011 249 Falcon 900EX EASyFalcon 900LX Falcon 900EX $42.2 $31.0 $37.0 12 19 2 35.79 2.35 1.89 10.12 22,226 9,525 816 8,890 0.256 N/A 893 12,222 1,590 1,168 1997 In Production N/A ACJ321Eclipse Aerospace Eclipse AerospaceEclipse 500 EA 500 N/A $0.7 $0.8 3 4 1 4.53 1.42 1.27 2.32 2,722 770 228 1,063 1.165 0.794 687 12,497 883 1,577 2006 2008 264 Eclipse 500Eclipse 550 EA 500 $2.9 N/A N/A 3 4 1 4.53 1.42 1.27 2.32 2,722 770 228 1,063 1.165 0.794 687 12,497 883 1,577 2013 In Production 8 Eclipse 550Embraer EmbraerLegacy 600 EMB-135BJ $26.0 $8.7 $22.0 13 19 2 46.72 2.10 1.83 15.18 22,500 8,242 684 5,723 0.226 0.179 843 12,466 1,794 1,173 2002 In Production 193 Legacy 600Legacy 650 EMB-135BJ $31.6 $22.0 $26.0 13 19 2 46.72 2.10 1.83 15.18 24,300 9,344 866 6,745 N/A N/A 850 12,497 1,837 1,197 2010 In Production 63 Legacy 650Lineage 1000 ERJ-190-100 ECJ $53.0 $40.0 $46.0 19 19 2 115.67 2.68 2.00 25.70 54,500 21,871 598 7,847 0.108 0.093 870 10,668 1,963 1,070 2008 In Production 9 Lineage 1000Phenom 100 EMB-500 $4.1 $2.4 $3.6 5 6 1 5.89 1.55 1.50 3.35 4,750 1,272

263 1,715 0.635 0.458 722 12,497 1,334 1,244 2008 In Production 332 Phenom 100Phenom 300 EMB-505 $8.8 $6.9 $8.4 7 9 2 9.20 1.55 1.50 5.23 8,150 2,428 427 3,134 0.506 0.338 839 13,716 1,059 1,132 2009 In Production 206 Phenom 300Gulfstream GulfstreamGIV-SP GIV $32.8 $7.5 $13.0 13 19 2 43.18 2.23 1.89 13.75 33,838 13,282 916 7,186 0.166 0.145 926 12,344 1,737 1,359 1992 2002 287 GIV-SPGV GV $43.1 $16.0 $24.0 13 19 2 47.26 2.23 1.89 15.27 41,050 18,597 680 11,575 0.177 0.154 941 12,924 1,890 1,143 1995 2002 194 GVG100 Gulfstream 100 $12.1 $3.1 $4.3 7 9 2 10.62 1.45 1.71 5.21 11,181 4,248 417 4,723 0.376 0.328 878 12,497 1,829 1,330 2001 2006 24 G100G150 G150 $15.7 $6.8 $13.0 7 8 2 13.17 1.75 1.75 5.39 11,839 4,672 386 5,112 0.363 0.245 870 12,497 1,719 1,234 2005 In Production 112 G150G200 1126 $23.3 $5.2 $14.0 8 18 2 24.58 2.19 1.91 7.47 16,080 6,804 295 5,797 0.277 0.228 870 11,887 2,012 1,326 1999 2011 248 G200G280 G280 $24.0 $21.0 $21.0 8 N/A 2 26.48 2.19 1.91 9.83 17,962 6,622 454 6,273 0.311 0.252 893 12,497 1,448 1,549 2012 In Production 46 G280G300 GIV $25.5 $11.0 $12.0 13 19 2 43.18 2.23 1.89 13.75 32,659 12,111 907 6,456 0.173 0.146 926 12,497 1,433 1,346 2003 2004 13 G300G350 GIV-X $36.0 $14.0 $29.0 14 19 2 43.18 2.23 1.89 13.75 32,160 11,706 1,131 6,815 0.183 0.16 926 12,497 1,544 1,346 2004 In Production 11 G350G400 GIV $32.5 $15.0 $16.0 13 19 2 43.18 2.23 1.89 13.75 33,838 13,282 916 7,186 0.165 0.145 926 12,497 1,737 1,346 2003 2004 23 G400G450 GIV-X $41.0 $18.0 $35.0 14 19 2 43.18 2.23 1.89 13.75 33,838 13,282 1,143 7,593 0.179 0.156 926 12,497 1,759 1,346 2004 In Production 311 G450G500 GV-SP $50.5 $22.0 $40.0 18 19 2 47.26 2.23 1.89 15.27 38,601 15,849 1,207 10,408 0.189 0.162 941 13,106 1,641 1,118 2003 In Production 9 G500G550 GV-SP $58.5 $29.0 $49.0 18 19 2 47.26 2.23 1.89 15.27 41,277 18,597 1,134 12,019 0.179 0.151 941 12,497 1,890 1,118 2003 In Production 476 G550G650 G650 $64.5 $62.0 $62.0 18 19 2 67.20 2.59 1.95 16.34 45,178 20,049 816 12,964 0.182 0.153 956 15,545 1,821 1,270 2012 In Production 110 G650Honda Aircraft Honda AircraftFalcon 2000 Falcon 2000 $24.6 $5.6 $11.8 8 19 2 N/A 1.52 1.51 3.66 4,519 N/A 497 5,262 0.318 0.237 880 13,564 1,658 1,321 1995 2007 231 Falcon 2000Nextant Aerospace Nextant AerospaceNextant 400XT Beechjet 400A N/A $3.6 $4.8 7 9 2 8.64 1.49 1.46 4.75 7,394 2,228 1,057 1,852 N/A N/A 471 43,000 4,600 4,045 1986 2002 43 Nextant 400XTNextant 400XTi Beechjet 400A $5.0 $5.0 $5.0 7 9 2 8.64 1.49 1.46 4.75 7,394 2,228 1,057 1,852 N/A N/A 471 43,000 4,600 4,045 1986 2002 N/A Nextant 400XTiSyberJet SyberJetSJ30 SL30-2 $7.3 $2.0 $3.0 5 6 2 5.41 1.43 1.31 3.81 6,328 2,200 200 1,786 0.637 0.4 476 43,000 6,117 4,583 2006 2010 9 SJ30

GENERAL SPECS

USED PRICESAirplane and some helicopter selling prices are based on the latest edition of the Aircraft Blue-book Price Digest. Additional helicopter pricing data is from helicopter appraisers HeliValues.

PASSENGER/PILOT SEATINGThe typical passenger seating on the aircraft is not the maximum certified seats. These numbers may vary for different operations (corporate, commercial, EMS, etc.). Maximum number of pas-sengers is as certified. Pilot seat-ing is typical (i.e., two pilots may be indicated even if aircraft is single-pilot certified).

CABIN DIMENSIONS Cabin volume is the interior volume, with headliner in place, without seats or other furnish-ings. Cabin width, height and length are based on a com-pleted interior. Width and height are the maximum within that cabin space. In “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead, if unpressurized). For small-cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead.

WEIGHTSMax takeoff weight (mtow)is spec-ified during aircraft certification. Fuel capacity is in gallons based on 6.7 pounds per gallon (jet fuel). Max payload with full fuel is the useful load minus the usable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

PRODUCTION STARTED/ENDEDYear of the first delivery to the year of the last serial-number delivery.

NUMBER BUILTTotal number produced, which may include converted aircraft.

O Prodigy Touch moderniza os cockpits do Phenon 300 da Embraerpor Chad Trautvetter

O conjunto de aviônica Prod-igy Touch para o Phenon 300 da Embraer é mais que apenas um upgrade opcional que traz um

sistema de gerenciamento de voo touchscreen ao cockpit de um jato leve. Baseado no sistema Garmin G3000, o Prodigy Touch também

traz mostradores maiores e mais funcionalidade do que o flight deck padrão baseado no G1000 Prodigy do Phenom 300.

O Prodigy Touch foi certificado no ano passado pela FAA ameri-cana e pela ANAC brasileira e está disponível como opção desde o último trimestre do ano passado. Porém, o Phenom 300 “Signa-ture Series” da NetJet–o 25º deles foi entregue em 25 de julho–foi equipado com o Prodigy Touch desde que a firma de propriedade fracionada de aeronaves pegou o seu primeiro em maio de 2013.

De acordo com a Embraer Jatos Executivos, a nova aviônica “revolu-ciona” a interface homem-máquina e dá aos pilotos o primeiro flight deck de vidro controlado por toque desen-hado para aeronaves leves de turbina. O Prodigy Touch incorpora as mais recentes tecnologias em um design altamente integrado e automatizado.

O sistema tem três mostradores de 14,1 polegadas–dois mostra-dores principais (PFD, na sigla em inglês) e um multifuncional (MFD)–que são quase duas polegadas maiores que aqueles no conjunto Prodigy padrão. Além disso, são capazes de funcionalidades como tela dividida para mostrar infor-mações adicionais como mapas, gráficos, documentos eletrônicos, sistema sinótico e informações de plano de voo, junto com a infor-mação principal de cada mostra-dor. O sistema padrão Prodigy com base no G1000 não possui a potência de processador para mostrar gráficos eletrônicos, nem mesmo o tamanho de tela para mostrar essa informação no for-mato de tela dividida.

O Prodigy Touch inclui dois con-troladores touchscreen de 5,7 pole-gadas no topo do pedestal que integram várias interfaces. Esses controladores, que funcionam como pontos de entrada de dados princi-pais, têm uma interface coman-dada por ícones colocada sobre uma estrutura de menu fácil de navegar, permitindo acesso a siste-mas e sensores com menos toques ou sequências de páginas. Numa demonstração no mês passado, a AIN considerou o menu de controle por ícones do Prodigy Touch fácil de utilizar e navegar, e e a sensibilidade da tela muito precisa. o


Ch

ad

Tr

au

Tve

TTe

r

O conjunto de aviônica opcional do Phenom 300, Prodigy Touch, baseado no Garmin G300 inclui um par de controladores touchscreen FMS no pedestal e três mostradores de 14,1 polegadas no painel.

Prodigy Touch upgrades Phenom 300 cockpitsby Chad Trautvetter

The Prodigy Touch avi-onics suite for the Embraer Phenom 300 is more than just

an optional upgrade that brings a touchscreen flight manage-ment system to the light jet’s

cockpit. Based on the Garmin G3000 system, Prodigy Touch also brings larger displays and more functionality over the Phenom 300’s standard G1000-based Prodigy flight deck.

Prodigy Touch was certi-fied last year by the U.S. FAA and Brazil’s ANAC and has been available as an option since the fourth quarter of last

year. However, NetJets’ “Signa-ture Series” Phenom 300s–the 25th of which was delivered on July 25–have been outfitted with Prodigy Touch since the frac-tional aircraft ownership firm took its first one in May 2013.

According to Embraer Exec-utive Jets, the new avionics “rev-olutionize” the man-machine interface and give pilots the first touchscreen-controlled glass flight deck designed for light turbine aircraft. Prodigy Touch incorporates the latest technol-ogies in a highly integrated and automated architecture.

The system has three 14.1-inch displays–two primary flight dis-plays (PFDs) and a multifunction display (MFD)–that are nearly two inches larger than those on the standard Prodigy suite.

Split-screen CapabilityIn addition, they are capa-

ble of split-screen functionality to show additional information, such as moving maps, charts, electronic documents, system synoptics and flight-plan infor-mation, alongside the core infor-mation of each display.

The standard G1000-based Prodigy system lacks the proces-sor power to display electronic charts, as well as the screen size to show this information in a split-screen format.

Prodigy Touch features two 5.7-inch touchscreen controllers at the top of the pedestal that consolidate several interfaces. These controllers, which serve as primary data-entry points, have an icon-driven interface built on an easy-to-navigate menu struc-ture, enabling access to systems and sensors with fewer key-strokes or page sequences.

In a recent demonstration, AIN found the Prodigy Touch controllers icon menu easy to use and navigate, and the touchscreen inputs were very accurate. o


The Phenom 300’s optional Garmin G3000-based Prodigy Touch avionics suite features a pair of touchscreen FMS controllers in the pedestal and three 14.1-inch displays on the panel.

Ch

ad

Tr

au

Tve

TTe

r

Referring to government plans to greatly expand the number of regional airports in the country, Nogueira noted that, “We don’t see [the planned] 270 airports. And don’t even ask me about 800 [a number floated by the govern-ment last year].”

Despite the challenges faced by the industry, its general health can be gauged by the fact that the LABACE show con-tinues to grow. ABAG claims exhibitor numbers are up 2 per-cent and that the exhibition area has increased by 10 percent. While the number of expected aircraft is slightly down, at 65, there are a greater number of larger aircraft on show. Visitor numbers are expected to at least match previous years, and anal-ysis shows that a healthy 32 per-cent of them will be from upper management levels.

This year has also seen a rise in the number of custom-built stands, while some OEMs that have traditionally only exhibited through representation by local

partners are attending in their own right. Among those compa-nies are Textron Bell Helicopter, and Russian Helicopters, which is making its LABACE debut.

One question that remains unanswered is the exact location of the LABACE event in 2015, but Nogueira is hopeful that it will remain at Congonhas, if the site is available. “It’s a large airshow in attendance because it’s at Con-gonhas, inside São Paulo city,” he said, adding that other cit-ies such as Belo Horizonte would not attract the same attendance. “If you look back at the public-ity for LABACE 2014, it says ‘São Paulo’ but it doesn’t say ‘Con-gonhas,’ and the 2015 publicity says the same.”

If Congonhas is not avail-able, Campo de Marte seems to be the second choice option. However, there are some restric-tions on aircraft operations. “For the larger jets, it would require insurance waivers and such,” explained Nogueira, “but we’re looking into it.” o


Brazilian bizav still optimisticuContinued from page 1

ConferênCia foCa na aviação exeCutiva da amériCa Latina

A sexta cúpula anual da Aviação Executiva na América Latina (BALA, na sigla em inglês) acon-tecerá aqui na LABACE no Aeroporto de Congonhas em São Paulo na quarta-feira de manhã, no dia 13 de Agosto. Os representantes da LABACE têm partici-pação gratuita e devem, de preferência, fazer suas inscrições antecipadamente através do site: www.aeropodium.com.

Um painel de conferencistas internacionais inclu-irá o diretor de marketing para a Airbus Corporate Jets, David Velupillai, que responderá à questão “Como bilionários compram, e o que querem de seus jatos corporativos.” Tom Low, parceiro gerente

da AirFrance Leasing dará orientações detalhadas sobre como financiar jatos executivos e helicópteros através do programa Qualified Advisor do Banco de Importação e Exportação dos EUA

A pauta da BALA também inclui contribuições de Eno Siewerdt, diretor de gerenciamento de controle de voo para o grupo brasileiro Atech; Omar Mourad Majzoub, presidente da Academia Brasileira de Avia-ção; David Chamberlain da firma de advocacia para a aviação Kennedys, com base em Londres; Capt. Tilmann Gabriel, parceiro gerente dos consultores Tiansalo; e Robert Mraz, vice-presidente de vendas e marketing da TW Metals. –C.A.

ConferenCe foCuses on Latin ameriCan business aviation

The sixth annual Business Aviation in Latin Amer-ica (BALA) conference will be held here at the LABACE show site at São Paolo’s Congonhas Air-port on Wednesday morning, August 13. LABACE delegates can attend for free and are encouraged to register in advance at www.aeropodium.com.

A panel of international speakers will include Airbus Corporate Jets marketing director David Velupillai, who will address the question, “How do billionaires buy things, and what do they want from their corporate jets.” Tom Low, man-aging partner with AirFinance Leasing will give

detailed guidance on how to finance business jets and helicopters through the U.S. Export-Import Bank’s Qualified Advisor Program.

The BALA agenda also includes contribu-tions by Eno Siewerdt, air traffic management director with Brazilian group Atech; Omar Mou-rad Majzoub, president of the Brazilian Aviation Academy; David Chamberlain from London-based aviation law firm Kennedys; Capt. Tilmann Gabriel, managing partner with Tiansalo consultants; and Robert Mraz, sales and marketing vice president with TW Metals. –C.A.

With GlobalParts.aero, every aircraft transparency presents you with a window of opportunity. As an exclusive distributor of GKN King Air windscreens, we offer the world’s most reliable aftermarket King Air windscreens – at prices much lower than the OEM. Produced with technical improvements and design upgrades, GKN windscreens from GlobalParts.aero are the clear choice from any point of view.

KING AIRWINDSCREEN

A GlobalParts Group Company

distributed by

www.GlobalParts.aero | [email protected] | 24-Hour aoG line: +1.316.351.5511

MANUFACTURINGREPAIR & OVERHAUL Parts DIstrIbUtIoN

Come see us at LaBaCe Booth #4020

GlobalParts_AIN_1/2 Pg Ad_LABACE.indd 2 7/25/14 2:39 PM

Citation M2 achieves certification in Brazilby Ian Sheppard

Textron Aviation announced that its Cessna Citation M2, which is making its LABACE show debut here this week, has gained certification in Brazil and Argentina, “paving the way for deliveries to begin.” The new M2 jet received its U.S. FAA type certificate in December 2013 and the equivalent approval from Europe’s EASA in June. So far this year, Textron has delivered 31 of the type.

“The market in Latin Amer-ica has shown tremendous inter-est in the Citation M2 due to

its competitive acquisition and operating costs, its airport perfor-mance and its advanced onboard systems,” said Textron Aviation’s Latin America and Caribbean sales vice president Robert Gibbs. The seven-passenger, Williams FJ44-powered M2 has a maxi-mum cruise speed of 404 kts (748 km/h) and range of 1,580 nm (2,924 km). Its Cessna Intrinzic flight deck is built around Garmin G3000 avionics, with high-resolution, touch-screen multifunction displays and split- screen capability.

Meanwhile, the Citation Sov-ereign+, which can seat up to 12 passengers, is being prepared to start Brazilian deliveries in Sep-tember. Textron Aviation said it expects certification “soon” for the type by Brazil’s ANAC agency. The aircraft received FAA certification in December 2013 and EASA certification in June. It has also gained certifi-cation in Mexico, Argentina and Chile. A total of 24 had been delivered by the end of the sec-ond quarter of this year.

Sovereign Performance“Customers in São Paulo

or Buenos Aires can reach the whole of South America non-stop, while a large portion of the U.S. is one flight away for cus-tomers leaving Manaus or Cara-cas,” said Textron’s senior sales and marketing vice president Kriya Shortt. She continued: “One of the best attributes of the Sovereign+ for Latin America is its ability to operate from smaller airfields, with a take-off dis-tance of 3,530 feet.” The aircraft is powered by Pratt & Whitney Canada PW306D engines and has a range of 3,188 nm, and a

Cessna Intrinzic cockpit based on Garmin G5000 avionics.

Textron Aviation, which earlier this year acquired Beech Hold-ings, has a large and prominent position in the LABACE show static display, combining Cessna and Beechcraft aircraft and heli-copters from the company’s Bell Helicopter subsidiary adjacent to it. On display in São Paulo are 13 fixed-wing Textron aircraft: one each Beechcraft King Air 350ER, 350, 250 and C90GTx; a Baron G58 twin and Bonanza G36 sin-gle, both piston-engined aircraft; a Cessna Citation Sovereign+, XLS+, CJ4 and M2; a Cessna Grand Caravan EX; and also a Cessna Stationair 206 and TTx.

The U.S. airframer says that it “remains bullish” on the Latin American market, which it says “takes on an even greater level of importance” now that Cessna and Beechcraft have come together under a single ban-ner. The Textron companies are also joined by their regional dis-tribution and customer support

partners, TAM Aviação Execu-tiva and Lider Aviação.

Gibbs noted that busi-ness aviation in the region had grown more than 4 percent in the last year to include more than 5,000 business turbine air-craft. “The three largest markets in the region for Textron Avia-tion products are Brazil, Mexico and Venezuela,” he said. These countries, he pointed out, “also produce nearly 80 percent of Latin America’s oil, which cor-responds to their reliance on business aviation to manage far-flung oilfields.”

Textron Aviation is keen to promote its product line not only for business aviation applica-tions, but also as special mission platforms. “All 20 current pro-duction aircraft–including a Spe-cial Mission Beechcraft King Air 350ER on display this week in São Paulo–fit numerous mission profiles, such as air ambulance, flight inspection, aerial surveil-lance, training and utility trans-port,” said the company. o


DAV

ID M

cIN

TOS

H

Cessna’s new Citation M2 has just achieved certification in Brazil and Argentina.

Cessna’s Citation Sovereign+ is part of a large LABACE presence for the Textron Aviation group, which now includes Beechcraft as well as Bell Helicopter.

JSSI appoints a new v-p to cover South America

Hourly cost maintenance provider Jet Support Servic-es, Inc. (JSSI) has named To-ny Gilbert as the U.S. company’s new vice president of business development for South America. Most recently he served with global helicopter main-tenance, repair and overhaul (MRO) pro-vider HeliOne as vice president of partner-ships and network.

Gilbert is a graduate of the Brazilian Air Force Acad-emy with a degree in aeronauti-cal sciences, who then served as an air force officer before join-ing VASP as a Boeing 737 airline pilot. He subsequently moved to the U.S. where he led Dun-can Aviation’s global MRO sales force for more than 12 years.

“As we continue to invest in the growth of our business in Latin America, we are excited to have

Tony on board to help us expand our business here,” said JSSI pres-ident and CEO Neil Book. “Tony’s valu-able cross section of experience in South America, coupled with his strong network and leadership skills, will enable him to lead or team efforts in South America to pro-

vide aircraft owners and oper-ators with the very best JSSI has to offer.”

Gilbert will welcome LA BACE visitors to Booth 3004 for a reception on Wednesday from 4 p.m. to 7 p.m to celebrate of the Chicago-based company’s 25th anniversary. –C.E.

Tony Gilbert

DAV

ID M

cIN

TOS

H

King Airs Get ProAdvantage Support

Textron Aviation subsidiary Beechcraft announced that it will be offering its ProAdvantage customer support program for the global fleet of King Air twin turboprops, seen here at LABAce. ProAdvantage is a legacy support solution, previously exclusively available for cessna citation customers. It provides life-cycle maintenance and spare parts support for aircraft airframes and avionics, engines and, when applicable, auxiliary power units. ProAdvan-tage also includes ProParts, ProTech and ProPropeller.

ProParts, the cornerstone element of the ProAdvantage package, pro-vides coverage for line, scheduled and unscheduled maintenance and parts such as wheels and tires, avionics, brakes, motors, actuators, gauges and light bulbs. –I.S.

DAV

ID M

cIN

TOS

H

C

M

Y

CM

MY

CY

CMY

K

pense Business 27,5X35,2.pdf 1 07/08/2014 12:27:08

AINTrim Size: 10.812 in x 13.875 in

Bleed: 0.125

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

APRESENTANDO O FALCON 8X.

MAIOR AUTONOMIA, MAIS ESPAÇO NA CABINE,

MAIOR CAPACIDADE.

A MESMA EFICIÊNCIA LENDÁRIA.

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

Venha nos visitarLABACE 201412 a 14 de agosto

Aeroporto de Congonhas - SP

Dassault Falcon Jet Corp dfj c009419a Proof 1

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

labace convention news 08-12-14

Documents

ain traz para voc

voc todas

new business aircraft

zilian business aviation

textron aviation

ain comea na pgina

director general of

melhores notcias