LABACEConvention News

DAY 3 August 16, 2018

PUBLICATIONS

TurbopropsA Quest Kodiak é uma boa opção para o Brasil › página 6

TurbopropsQuest Kodiak a good fit for Brazil › page 6

Seguro A Goodwinds prospera na região › página 10

Insurance Goodwinds prospering in region › page 10

RotorcraftRelatório-piloto sobre o novo 505 da Bell › página 18

RotorcraftPilot report on Bell’s new 505 › page 18

A aviação executiva do Brasil olha o futuro com confiançaApesar da feira anual da LABACE no Bra-sil ser relativamente pequena, o evento está comemorando seu 16º ano, embora essa seja a edição número 15. Um grupo dedicado de expositores e participantes lotou mais uma vez a sala de exposições e a rampa de exibição estática.

Os fabricantes trouxeram sua mais nova aeronave para a LABACE 2018, incluindo o G600 fly-by-wire tecnologicamente avançado da Gulfstream, o Citation Lon-gitude da Textron Aviation, o Cirrus Vision Jet monomotor, o HondaJet Elite da Honda Aircraft, o Phenom 300E da Embraer e o turboélice monomotor M600 da Piper.

A Embraer Executive Jets continuará como uma empresa autônoma, juntam-ente com os negócios de defesa e segu-rança da Embraer, depois que ocorrer a compra planejada da Boeing de uma participação de 80% na Embraer. O CEO da Embraer, Paulo César de Souza e Silva, está confiante de que a Embraer Executive Jets continuará desenvolvendo produtos novos e atualizados, além de fornecer um forte suporte ao cliente após a conclusão do negócio com a Boeing.

Flavio Pires, CEO da Associação Brasileira de Aviação Executiva ABAG, recebeu este ano os novos expositores da LABACE e os mais de 2.000 participantes no primeiro dia. Uma grande preocupação neste ano para a aviação executiva brasile-ira tem sido a pirataria, onde entidades não aprovadas estão oferecendo vôos fre-tados, manutenção e peças, e a ABAG lid-era a luta contra operadores do mercado paralelo, assim como outras associações e a autoridade em aviação civil —ANAC.

A Pratt & Whitney Canada, expositora na LABACE, que fabrica motores de tur-bina que impulsionam muitos aviões executivos e helicópteros no Brasil, está prevendo um crescimento de 44% na frota de aeronaves executivas de asa fixa na América Latina até 2027, superando mundialmente o crescimento projetado em mais de 15% para esse período. Em 2017, disse Satheeshkumar Kumarasin-gam, o serviço de atendimento ao cli-ente da P&WC, os OEM de relatórios da GAMA entregarão 80 aeronaves executi-vas de asa fixa à América Latina em 2027, em comparação a 41 em 2017. M.T.

Brazil’s bizav looks ahead, confidentlyby Matt Thurber

Although the annual Brazilian LABACE show is relatively small, it is celebrating its 16th year (although it’s the 15th show as one was skipped), and a dedicated group of exhib-itors and attendees once again filled the exhibit hall and static display ramp.

Aircraft manufacturers and local service providers remain optimistic about the business aviation market in Brazil, although most are awaiting the results of the presidential election in October in the hope that this will stabilize the economy and encourage increased spending.

Manufacturers brought their newest aircraft to LABACE 2018, including Gulfstream’s technologically advanced fly-by-wire G600, Textron Aviation’s Citation Longitude, the single-engine Cirrus Vision Jet, Honda Aircraft’s HondaJet Elite, the Embraer Phenom 300E, and Piper’s M600 single-engine turboprop.

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« Quando o sol se for na 15ª edição da LABACE esta noite, os participantes, expositores e organizadores estarão ansiosos, não apenas pelas festividades noturnas pós evento, mas também pelo futuro da aviação executiva na região. O otimismo do crescimento da indústria acompanhou grande parte da discussão durante a feira, e será interessante ver os meses passarem até as portas se abrirem novamente em agosto do próximo ano para a LABACE 2019.

« When the sun sets on the 15th edition of LABACE this evening, attendees, exhibitors, and organizers will be looking forward, not just to tonight’s after-hours festivities, but to the future of business aviation in the region. Optimism for industry growth has punctuated much of the discussion during the show, and it will be interesting to see how the months play out until the doors open next August for LABACE 2019.

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AIN CONVENTION NEWS DAY — AUGUST 14 AND 16 INSERTIONS

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VIP AW169 lands at LABACEby David Donald

Having launched the AW169 medi-um-twin helicopter in 2010, Leonardo (formerly AgustaWestland) has expe-rienced healthy sales for the aircraft, including in Brazil, where it has sold approximately 20 of the model. The type is making its LABACE show debut this year, with the company’s AW169 VIP demonstrator visiting as part of an Amer-icas sales tour.

As the first new design to be offered in its class for around three decades, the 4.6/4.8-tonne AW169 brings a wealth of modern features and a versatility that allows it to undertake a range of civilian and government tasks. These include VIP transport, offshore support, EMS (emergency medical services), and police duties. There is also an AW169M militarized version.

Aimed at the sector previously domi-nated by the Sikorsky S-76, the AW169 typi-cally accommodates seven to 11 passengers or can be outfitted for special missions. In the air ambulance role it can accommo-date two stretchers with up to five medical attendants. The VIP version on show has facing rows of four seats in the cabin.

Powering the AW169 is a pair of Fadec-equipped 1,000-shp Pratt & Whitney Canada PW210A turbines that drive a variable-speed main rotor, which improves efficiency and reduces the

external noise footprint. The open-archi-tecture avionics include three active-ma-trix liquid crystal touchscreen displays from Rockwell Collins, four-axis digital automatic flight control system, and dual flight management systems.

EASA certification was received in July 2015, followed by FAA approval in Feb-ruary 2017. The AW169 was originally to have been built at two sites, Vergiate in Italy and Philadelphia in Pennsylvania, but for now the U.S. factory is concen-trating on the AW119Kx and AW139. n

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Leonardo brought the VIP-configured demonstrator of its AW169 to Brazil for LABACE.

Leonardo and Icon partner on TrekkerLeonardo Helicopters announced a partnership with Icon Aviation to dis-tribute the A109 Trekker helicopter in Brazil. “We expect to continually increase the number of Leonardos in Brazil,” said Icon founder Michel Klein.

Robert Brant, Leonardo vice pres-ident of global sales, Americas, said Leonardo picked Icon because it is

“very reputable. They’ve worked with the Agusta family for 20 years. Mr. Klein continues to invest in the future of aviation, even in a downturn in the economy. This is the kind of organiza-tion we want representing Leonardo.”

Icon executive director Décio Gal-vão told AIN about other Icon invest-ments. “We now have five hangars at Congonhas airport, and on August 22 we’re opening a new hangar in Brasilia. We’re also buying new aircraft.” These include an Embraer Phenom 300 and two helicopters. The Phenom 300 will be based at Santos Dumont airport for Rio de Janeiro customers. R.P.

Diamond sparkles at LABACELocal Diamond Aircraft dealer and autho-rized service center Aeromot is displaying a smartly appointed example of the DA62 at LABACE. The seven-seat, twin-engine aircraft has proved successful in Brazil, where its economic performance and high level of equipment have found favor with customers since the type’s first appearance in Brazil in October 2016, and a LABACE debut at last year’s exhibition.

Powered by two Austro Engine AE330 turbocharged 2-liter engines that each develop 180 hp and run on either jet A-1 or diesel fuel, the DA62 can reach a range of 1,345 miles (no reserves) at an economical cruising speed of 151 knots, its engines consuming just 9.7 gallons of fuel per hour at 50 percent power rating. Alternatively, the DA62 has a range of 957 miles at an 80 percent power set-ting, at which it can achieve 174 knots while burning 15.6 gallons per hour. The

engines have FADEC control and sin-gle-lever throttle/pitch operation.

The DA62 is outfitted with Garmin’s G1000Nxi avionics suite, with two large multifunction displays. The aircraft has a three-axis GFC700 automated flight control system and yaw damper as stan-dard, with a GTX 335R mode-S transpon-der with ADS-B Out functionality. Other optional systems include weather radar, synthetic vision, and FIKI (Flight Into Known Icing) equipment.

As well as providing cost-efficient, safe, and comfortable passenger trans-port, the DA62 can also be adapted to special missions, as can the smaller four-seat DA42-VI. With a 45 percent power setting, the DA62 can achieve a maximum endurance (no reserves) of 9.5 hours, making it an ideal platform for surveillance, monitoring, and sur-vey duties. D.D.

Lider launches charter, aircraft sales applicationby Richard Pedicini

Lider, Brazil’s oldest business aviation firm, with a national chain of FBOs and VIP facilities, is in some ways the industry’s most modern service provider, and while it reacts and adapts to changes in market demand, it is also ahead of some trends.

The company is the exclusive sales and support provider in Brazil for the HondaJet, which aircraft sales director Philipe Figue-iredo described as having “great receptivity in the market.” Lider also unveiled its new mobile app—expected to be fully func-tional in September—which will be “a path from the market to Lider,” permitting char-ter and empty-legs booking at a discount. The app can also facilitate the purchase and sale of aircraft. Figueiredo admits the app won’t replace salesmen as “relationship is very important in aircraft sales,” and for charters “the phone will keep working.”

Lider follows the market much as every-one else, and with the current economic sit-uation and reduced budgets, the company has innovated by offering one-stop-shop capability for maintenance and retrofits during a single visit. “Our business is tied to the economy,” Figueiredo said, but that commonplace observation prefaces a more widespread view of the market. “As agri-business has grown, opening new frontiers, we’ve followed.” The frontiers he cites are geographic and exotic, such as the Upper

Xingu region. Truly, Lider believes in fol-lowing the market for people who need aircraft for regional transportation.

Cyntia Oliveira, Lider’s operations director, is responsible for the compa-ny’s FBOs. The flagship at Galeão Inter-national Airport in Rio was opened for the Olympics in 2016, and FBOs and VIP rooms around the country are being progressively renovated to the Signature standard, with the Congonhas VIP room next on the list. Renovated facilities will have doubled passenger and crew areas.

One difficulty that FBOs face is that Brazilian law doesn’t provide for fee-based differential treatment for private aircraft passengers. The Rio FBO was con-structed with customs and immigration facilities that so far have not been used, although Lider “hopes to be the pioneer.” The company has gained permission for domestic passengers to depart directly from the FBO, which was not previously allowed. At Guarulhos airport, Lider pro-vides special treatment for its passengers with a VIP room inside the terminal.

Privatization of airports in Brazil has led to concessionaires seeking increased fees from business aviation users. Oliveira is unconcerned, however, and said, “We’ve managed to negotiate” with some concessionaires. n

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Piper’s ‘M-Class’ flagship is making its regional debutby David Donald

Making its first appearance in Brazil is Piper’s sleek M600 six-seat turboprop single. Local dealer J.P. Martins Aviação is hoping to conclude the first sale in the country during the show and reports sig-nificant interest in the aircraft.

Much of that interest is coming from the agricultural business, which needs fast, efficient, and reliable transport links between farms, cities, and regional air-ports. Piper has yet to certify the M600 for unimproved runway operations from grass and sand surfaces, but that approval is expected before the end of the year, which will make the job of selling the M600 into the “agro” sector that much easier.

The M600 is the flagship of Piper’s “M-Class,” the new branding for the PA-46 Malibu family. The current offerings are the M350 powered by a 350-hp Lycoming TIO-540-AE2A piston engine, M500

with a 500-shp Pratt & Whitney Canada PT6A-42A turboprop, and the M600 with a PT6A-42A rated at 600 shp.

With an all-new wing design and its extra power, the M600 can cruise at up to 274 knots, and its additional internal fuel compared with the M500 raises the M600’s range to 1,658 nm. The pres-surized cabin provides for comfortable flight at a maximum approved altitude of 30,000 feet. The Garmin G3000 avionics include a three-screen flight deck with touchscreen control, and the aircraft is fitted with a GWX 75 ten-inch weather radar as standard. A bi-folding airstair door leads to a four-seat club-style cabin.

J.P. Martins is optimistic about M600 sales in Brazil, as the preceding M500 tur-boprop single has been popular in the coun-try since it received ANAC certification as the Malibu Meridian in 2010. The company

has sold seven already this year. Sales of the M350 continue but have been dented by the high price of fuel for its piston engine.

Initially priced at $2.853 million, the M600 represents an attractive proposi-tion for existing PA-46 owners and oper-ators and those looking to replace small twins or to move up-market from smaller

singles. Piper has pitched the aircraft as a more expensive, yet higher-performing, alternative to the M500 but smaller than the Daher TBM series, for which J.P. Mar-tins is also the Brazilian agent. The M600 received FAA approval in June 2016, with Brazil’s ANAC granting Brazilian type approval in January 2017. n

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Piper has sold M-Class turboprops this year, and is hoping for even more with its M600 single.

GATGRU partnership implementing grand plansHaving secured a tender in October 2017 to install and manage a general aviation ter-minal (GAT) and FBO at São Paulo’s Gua-rulhos international airport (GRU/SBGR), partners Jetex Flight Support from Dubai and Brazil’s CFLY Aviation are advancing in their plans to create the terminal under the GATGRU project. While Jetex is focus-ing primarily on the flight-support func-tions of the new facility, CFLY is managing aircraft parking and storage elements.

Currently, there is a two-hour parking limit for private domestic flights at GRU, and three hours for international flights. Since its inception in October, the GAT-GRU scheme has offered a 100,000-sq ft apron for long-term parking, which can accommodate up to 16 business jets and three helicopters.

Another hindrance to business aviation operations—at any Brazilian airport—is the lack of customs/immigration at any FBO, with international passengers hav-ing to clear these formalities within the airport terminal. Jetex and CFLY aim to position Federal Police facilities within the GATGRU complex so that border for-malities can be undertaken on-site—a first for Brazil. The new facility has been strate-gically located at GRU so that it will enjoy exclusive access away from commercial passenger traffic, a feature that is attrac-tive to both private and government users.

In the current phase of development, the GATGRU partnership is installing a temporary general aviation terminal,

built out of containerized units and offer-ing a 5,700-sq-ft space that can provide trip support, while processing up to 60 passengers per hour. This could be ready to begin operations as early as next Jan-uary. Later next year a heliport facility with four spaces is to begin operations.

Beyond that, the GATGRU complex is scheduled to gain hangarage and expanded apron with accommodation for 39 jets, and also a permanent 20,800-sq-ft terminal with a throughput capacity of up to 200 passengers per hour. Under current plans, this is scheduled to open in July 2020.

GATGRU represents another major step into Latin America for Jetex, which already operates FBOs at Toluca in Mexico and Santiago in Chile. A successful part-nership with CFLY, and implementation of the terminal and Jetex-branded FBO at GRU, is expected to pave the way for fur-ther expansion in the region, including at other locations in Brazil. D.D.

Air BP launches carbon-emissions-offset program for Brazil’s business aviationAir BP South America signed its first part-ner for a new bizav carbon-emissions offsetting initiative in June. That partner is Avantto, Brazil’s largest fractional-own-ership operator.

“The carbon emissions related to the use of the aviation fuel supplied by Air BP to our customers may be offset via BP Tar-get Neutral,” said Richard Paganini, AirBP general manager. BP Target Neutral, which is a founding member of the International Carbon Reduction and Offsetting Alliance (ICROA), has been active for more than a decade—reducing BP customers’ CO2 emis-sions by more than 3.1 million tonnes during that time—and forms part of BP’s Advanc-ing Low Carbon accreditation program.

Air BP’s new Brazilian bizav carbon- emis-sions offset initiative “complements our car-bon-neutral, into-plane fueling operations at 250 directly operated locations around the world, including a number of locations in Brazil such as São Paulo Guarulhos and Rio de Janeiro Galeão,” said Paganini.

Another initiative Air BP South America recently launched for its Brazilian bizav customers is an online platform. This con-sists of a central portal where customers can access many of Air BP’s services and can interact directly with its customer-ser-vice team, according to Paganini. The company also provides pilot lounges at many airports, in which pilots can spend time and rest between flights.

Air BP (Booth 2009) regards Brazil as a strategic market and is continuing to boost

its presence in the country. “Air BP’s market share kept growing during the economic crisis in Brazil,” said Paganini, adding that in the first quarter of 2018 the company’s Brazilian market share had grown by about 35 percent compared with its pre-crisis share in 2014. “We have signed a number of new contracts recently, meaning that we expect Air BP Brazil to finish up the year with around a 20 percent market share.”

Having operated in Brazil since 2002, Air BP South America now has facilities at 26 sites throughout the nation, “most of them for business aviation,” according to Paganini. In addition to operating at major commercial airports in five of Brazil’s larg-est cities, the company has operations at many important Brazilian bizav airfields. Among them are Santos Dumont, Jaca-repaguá, and Cabo Frio in Rio de Janeiro state; and Campo de Marto and the heli-copter bases HBR and HLC in São Paulo. Air BP also has facilities at Brazil’s main bases for offshore oil-and-gas helicopter operations, including Vitória in Espírito Santo state and Cabo Frio, Macaé, and Jacareacanga in Rio de Janeiro.

Air BP South America has been active in Chile (with partner Copec) since 2001, and Paganini said general- and commer-cial-aviation sales there continue to grow. The company entered the Peruvian market in December 2016 through a joint venture with local partner PBF and has more than doubled its market share there thanks to Air BP’s global network, he said. C.K.

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Quest Kodiak is a good fit for Brazil’s landscapeby Matt Thurber

Brazil’s vast, rugged terrain, with major metropolitan areas separated by sparsely populated regions, is ideally suited for utility airplanes, especially the Quest Kodiak single-engine turboprop. Last year, Quest Aircraft (Static Display) appointed Kodiak do Brasil of Anápolis as its autho-rized sales representative in Brazil.

“The Kodiak is well-suited for the Brazilian marketplace, and our con-fidence in Jim Cable and the team at Kodiak do Brasil to represent and sup-port our product could not be higher,” said John Hunt, vice president of sales for North, Central, and South America for Quest Aircraft. “Their aircraft sales and support history demonstrates an unparalleled understanding of Brazilian operators and their needs.”

“I firmly believe we’ll find it a very successful product across multi-ple active markets here,” said Cable,

“including agricultural, charter, and cor-porate use applications.”

On May 30, Quest Aircraft unveiled the upgraded version of its Kodiak 100, the new Series II. The company expects the first deliveries of the Series II to Bra-zil to take place in 2019.

Features range from Series II paint schemes to Garmin G1000 NXi avionics, airframe improvements, and a free two-year subscription to the Garmin Pilot

LABACE Convention News \ Augus t 1 6 , 2 0 1 8 \ a inon l ine .com6

Quest Kodiak, ideal para a paisagem brasileirapor Matt Thurber

O vasto e irregular solo brasileiro, com grandes áreas metropolitanas separadas por regiões pouco povoadas, é ideal para aeronaves utilitárias, principalmente o turboélice monomotor Quest Kodiak. No ano passado, a Quest Aircraft (Área Estática) escolheo a Kodiak do Brasil de Anápolis como sua representante de ven-das autorizada no Brasil.

“A Kodiak está bem preparada para o mercado brasileiro, e nossa confiança no Jim Cable e na equipe da Kodiak do Brasil para representar e dar suporte ao nosso produto não poderia ser maior”, disse John Hunt, vice-presidente de vendas das Américas do Norte, Central e Sul para a Quest Aircraft. “Seu histórico de vendas e suporte de aeronaves demonstram uma compreensão inigualável sobre os opera-dores brasileiros e o que eles precisam.”

“Eu realmente acredito que ele será um produto de muito sucesso em vários mer-cados aqui,” disse Cable, “incluindo agri-cultura, voos fretados e usos executivos.”

No dia 30 de maio, a Quest Aircraft divulgou a versão aprimorada do seu Kodiak 100, o novo Series II. A empresa acredita que as primeiras entregas do Series II ao Brasil ocorrerão em 2019.

Os recursos variam de esquemas de pintura do Series II a aviônicos Garmin G1000 NXi, melhorias na estrutura da aeronave e dois anos de assinatura gra-tuita ao aplicativo Garmin Pilot EFB. O Kodiak Series II custa US $ 2,15 milhões.

Dezoito novos esquemas de pintura estão disponíveis, acrescentando um novo estilo Kodiak às várias partes do avião e acessórios, incluindo manches com o slogan “Con-struído à Mão em Sandpoint Idaho”.

Melhorias sutis, mas bem-vindas, à cab-ine incluem um mecanismo de soleira de porta de carga mais fácil de usar que tam-bém reduz o ruído da cabine. A selagem da base da asa foi melhorada para reduzir o ruído e eliminar fumaça na cabine. Os visores de sol dos pilotos foram aprimora-dos para um novo modelo Rosen.

O motor Pratt & Whitney Canada PT6A-34 do Kodiak agora tem um detec-tor de chip na caixa de transmissão.

As portas da tripulação agora podem ser seguradas com dois novos apoios de porta, um para manter abertura parcial e outro para manter a porta totalmente aberta. O apoio permite que a porta e a tampa do

motor fiquem abertos ao mesmo tempo.A entrada opcional de reabastecimento

por pressão e o painel de controle, que adicionaram 7.5 kg ao peso vazio, estão localizados na base da asa esquerda e permitem abastecer e esvaziar o tanque com alta pressão.

Uma grande mudança que os pilotos do Kodiak perceberão imediatamente é que os instrumentos de backup analógicos foram substituídos por um compacto L3 ESI-500 quatro-em-um. Isso abriuliberou espaço em ambos os lados dos monitores G1000 para dois novos porta-luvas.

O upgrade do Garmin G1000 NXi traz processadores dual-core—em vez dos processadores single-core originais do G1000—para os três visores grandes, agilizando a inicialização, o zoom e o panning. O visor de voo principal (PFD) em frente de cada piloto coloca um mapa HSI que exibe o tráfego, o terreno, o clima, as indicações de navegação e os

Continua na página 8

Com sua versão Series II aprimorada, o turbo-hélice monomotor da Quest Kodiak está bem preparado para Brasil.

With its upgraded Series II version, Quest’s Kodiak turboprop single is a natural for Brazil.

Quest Kodiak

continues on page 8

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obstáculos em um local conveniente para a checagem de instrumento do piloto. O mapa HSI e a visão sintética são recursos padrões do Kodiak.

Um recurso útil do NXi é o decodi-ficador de comunicação, que mostra o nome do estabelecimento sintonizado nos rádios de comunicação e navegação abaixo do visor de frequência.

O SurfaceWatch (sistema de monitora-mento de pista) da Garmin é opcional no Kodiak e é indicado no PFD à esquerda do indicador de velocidade no ar. O Sur-faceWatch emite avisos de decolagem ou aterrissagem na pista errada ou em uma pista muito curta e fornece informações atualizadas sobre o ambiente do aero-porto durante o táxi.

O visor multifuncional (MFD) adiciona um display de situation vertical, que mos-tra graficamente a altitude do Kodiak em relação ao terreno para o voo planejado.

Os pilotos podem finalizar os cálculos de peso e balanceamento no MFD e visu-alizar os parâmetros de carga para garan-tir que todos estão dentro do limite de segurança de peso e balanceamento.

Aproximações visuais são novidade no G1000 NXi, e estão disponíveis na maioria dos aeroportos, permitindo que o sistema gere um caminho de 3 graus para os valores mínimos designados pelo piloto. A aproximação visual pode ser aco-plada ao piloto automático.

Um Nexrad animado pode ser visual-izado no G1000 NXi quando o receptor de datalink/SiriusXM GDL 69 opcional está instalado.

Com o G1000 Nxi, o dispositivo de ligação sem fio Flight Stream 510 da Garmin é padrão, permitindo atual-izações de banco de dados diretamente do aplicativo Garmin Pilot. Utilizando o Bluetooth, os pilotos podem transferir automaticamente os planos de voo de um dispositivo móvel com o Garmin Pilot ou o ForeFlight diretamente para o G1000 NXi.

Outra nova opção do Series II é o radar meteorológico GWX-70 da Garmin, que oferece rastreamento de tempestades com quatro cores, varre-dura selecionável (até 90 graus), esta-bilização de inclinação e rolamento,

varredura vertical com visualização lat-eral, o Weather Attenuated Color High-light da Garmin, detecção de turbulência e supressão de interferências no solo.

O ADS-B Out/In GTX 345R ADS-B da Garmin está incluído na atualização Series II. Com ADS-B In, o aplicativo Garmin Pilot pode mostrar o clima, posição pelo GPS, e o tráfego.

A Quest adicionou um sistema de ângulo de ataque Arinc 429 da Safe Flight, que inclui um indicador montado no visor no campo de visão do piloto.

Dois fones de ouvido Bose A20 ANR estão inclusos no Series II e usam novos plugues Lemo além dos conectores de

fone de ouvido padrão. Os plugues Lemo usam a força da aeronave e eliminam a necessidade de manter as baterias do fone de ouvido carregadas.

Os gravadores de voz e dados L3 LDR1000 cockpit estão disponíveis em instalações simples ou duplas para os operadores que precisam deles.

O Kodiak pode transportar 10 pessoas e o alcance máximo é de 2.096 km a uma velocidade de cruzeiro de longo alca-nce de 250 km/h. Voando uma velocid-ade máxima de cruzeiro de 322 km/h, o alcance é de 1.861 km. A rolagem para decolagem no peso máximo é de 285 m e 233 m de rolagem no solo. n

EFB app. The Kodiak Series II is priced at $2.15 million.

Eighteen new paint schemes are avail-able, complementing new Kodiak brand-ing on various parts of the airplane and accessories, including yoke plates fea-turing the “Built By Hand In Sandpoint Idaho” tagline.

Subtle but welcome improvements to the cabin include an easier-to-use cargo door-step mechanism that also lowers cabin noise. Wing root sealing is improved to cut noise and eliminate fumes in the cabin. Pilots’ sun visors are upgraded to an improved Rosen model.

Under the cowl, the Kodiak’s Pratt & Whitney Canada PT6A-34 engine now fea-tures an accessory gearbox chip detector.

Crew doors can now be held open with two new door stays, one for partial open-ing and one to hold the door fully open. The stay allows the door and the engine cowling to be open at the same time.

The optional single-point refueling port and control panel, which add 16 pounds to the empty weight, are located

at the left wing root and allow high-pres-sure fueling and defueling.

A big change that Kodiak pilots will notice right away is the analog backup instruments have been replaced with a compact L3 ESI-500 four-in-one elec-tronic standby instrument. This freed up space on either side of the G1000 displays for two new glove boxes.

The Garmin G1000 NXi upgrade brings dual-core processors—instead of the G1000’s original single-core proces-sors—to the three large displays, speeding startup, zooming, and panning. The pri-mary flight display (PFD) in front of each pilot adds an HSI map displaying traffic, terrain, weather, navaids, and obstacles in a convenient location for the pilot’s instru-ment scan. The HSI map and synthetic vision are standard features on the Kodiak.

A useful NXi feature is the communica-tion decoder, which displays the name of the facility tuned into the comm and nav radios underneath the frequency display.

Garmin’s SurfaceWatch terminal safety system is optional on the Kodiak and is displayed on the PFD to the left of the airspeed indicator. SurfaceWatch issues warnings for takeoff or landing on the wrong runway or a too-short runway and

provides updated information on the air-port environment while taxiing.

The multifunction display (MFD) adds a vertical situation display, which graph-ically shows the Kodiak’s altitude in rela-tion to terrain for the planned flight.

Pilots can complete weight-and-balance calculations on the MFD and view load parameters to ensure that all are safely within the weight-and-balance envelope.

Visual approaches are new for G1000 NXi, and these are available at most air-ports, allowing the system to generate a 3-degree glidepath to pilot-designated minimums. The visual approach can be coupled to the autopilot.

Animated Nexrad can be displayed on the G1000 NXi when the optional GDL 69 datalink/SiriusXM receiver is installed.

With G1000 NXi, Garmin’s Flight Stream 510 wireless gateway is standard, allowing database updates directly from the Garmin Pilot app. Using Bluetooth, pilots can automatically transfer flight plans from a mobile device running Garmin Pilot or ForeFlight directly to the G1000 NXi.

Another new Series II option is Garmin’s GWX-70 weather radar, which offers four-color storm cell tracking, selectable

scan (up to 90 degrees), full pitch and roll stabilization, side-view vertical scan-ning, Garmin’s Weather Attenuated Color Highlight, turbulence detection, and ground-clutter suppression.

Garmin’s GTX 345R ADS-B Out/In transponder is included in the Series II upgrade. With ADS-B In, the Garmin Pilot app can display weather, GPS position, traffic, and backup attitude.

Quest has added Safe Flight’s Arinc 429 angle-of-attack system, which includes an indicator mounted on the glareshield in the pilot’s field of view.

Two Bose A20 ANR headsets are included with the Series II, and they use new Lemo plugs alongside the standard headset jacks. Lemo plugs use aircraft power and eliminate the need to keep headset batteries charged.

L3 LDR1000 cockpit voice and data recorders are available in single or dual installations for operators that need them.

The Kodiak can carry 10 people, and maximum range is 1,132 nm (2,096 kilo-meters) at long-range cruise speed of 135 knots. Flying a maximum cruise speed of 174 knots, range is 1,005 nm. Takeoff ground roll at maximum weight is 934 feet (285 meters) and ground roll 765 feet. n

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Quest Kodiak

continued from page 6

Quest Kodiak

Apesar de ser conhecido por sua capacidade como um transporte utilitário para terrenos desnivelados, o Quest Kodiak funciona também como um belo transporte VIP.

Though well known for its capabilities as a rough-terrain utility transport, the Quest Kodiak also serves nicely as a well dressed VIP transport.

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Goodwinds vê céu de brigadeiro para a indústria brasileira de bizavpor Chris Kjelgaard

Como várias outras empresas brasile-iras de aviação executiva, que esperam uma recuperação da economia brasile-ira atualmente morna, a corretora de seguros Goodwinds (Estande 3002) acha que a eleição do novo presidente do Bra-sil em outubro proporcionará um novo ímpeto econômico, o que impulsionará a indústria de aviação executiva no país nos próximos anos.

“Exite um grande potencial de cresci-mento na aviação executiva” no Brasil, disse Alexandre Marroquim, cofundador e diretor executivo da Goodwinds, em uma entrevista à AIN. “O problema é a nossa economia e a nossa política. Precisamos, como nação, melhorar e manter o cresci-mento.” Se, como é esperado, a eleição nessa primavera de um novo presidente não envolvido em escândalos de corrupção agir para estabilizar o panorama políti-co-econômico do Brasil, então a indústria de avaição executiva do país se beneficiará rapidamente, ele pensa.

“Temos muitas oportunidades” na aviação executiva, disse Marroquim. “Eu acredito que começará a melhorar no ano que vem, após a eleição presidencial. Eu acho que atingiremos um bom nível em três a cinco anos.”

Marroquim descreve as transações comerciais da Goodwinds no mercado brasileiro atual como “estáveis”, mas disse que uma das razões é que a empresa diversificou as suas atividades de correta-gem de seguros para se tornar “ativa em muitos outros segmentos de seguros”, além da aviação executiva e regional, as suas competências centrais desde o dia em que foi fundada há 14 anos.

Hoje, além de continuar a ser a maior corretora de seguros de aviação executiva do Brasil, com o que Marroquim estima ser de 50% a 60% de todo o mercado brasileiro de aviação executiva, a Good-winds oferece uma grande variedade de produtos de redução de risco. Eles variam de cobertura de automóveis, residências e saúde para planos de pensão, seguro de arrendamento e seguro para asso-ciações e clubes. A Goodwinds também tem “alguns grandes clientes” para para

seguros de casco e de responsabilidade civil para iates privados, segundo Mar-roquim, além de corretagem de seguros para frotas de veículos rodoviários e para transporte de mercadorias. O site tam-bém lista outras opções de seguro, como para projetos de engenharia.

No entanto, a partir do momento da criação da empresa, Marroquim e o cofun-dador Hugo Amaro, viram claramente o principal negócio da Goodwinds como corretora de seguros de aviação. “Esta-mos na aviação 24 horas por dia”, afir-mou Marroquim. O foco dos dois homens foi natural, na medida em que eram—e continuam a ser—pilotos ativos de linha aérea, ambos ainda servem como capitães de aeronaves widebody para uma grande transportadora sul-americana.

“Quando começamos a nossa empresa, havia uma lacuna [em termos de] pessoas que realmente entendiam o ambiente da aviação”, disse Marroquim. Agora, “nossa rede [de contatos na aviação brasileira] é muito, muito grande, especialmente na aviação executiva. Temos uma relação ótima com o mercado inteiro—de norte a sul, de leste a oeste. Usamos desta relação para construir nossos negócios, então nossos clientes têm grande con-fiança” na experiência na indústria de aviação da Goodwinds.

Sob esta abordagem, uma das áreas em que a Goodwinds se diversificou para além do seu foco central de aviação executiva e aviação regional é a de corre-tagem de seguros para empresas de apoio e infraestrutura da aviação. Entre seus clientes, a Goodwinds conta com várias empresas de MRO que adquiriram cober-tura de propriedade e responsabilidade através da empresa. Também atende às exigências de seguro de um grupo de cinco aeroportos brasileiros de aviação executiva e de aviação geral, todos pri-vatizados e operados pelo mesmo oper-ador aeroportuário.

Dentro da indústria de aviação bra-sileira, a Goodwinds se concentra em encontrar e atender os clientes abaixo do nível das maiores companhias aéreas. As exigências sólidas de seguro de casco e de responsabilidade dessas transporta-doras são normalmente atendidas pelas principais corretoras internacionais com fortes laços com todos os principais mer-cados nacionais de seguro e resseguro do mundo: a Lloyds Exchange e outras seguradoras do Reino Unido, Estados Unidos, Alemanha, França, Suíça, Japão, Índia, África e várias outras regiões em todo o mundo.

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Goodwinds sees blue skies for Brazil’s bizav industryby Chris Kjelgaard

Like various other Brazilian bizav com-panies waiting for an upturn in Brazil’s currently soft economy, insurance broker-age Goodwinds (Booth 3002) thinks the election of Brazil’s new president in Octo-ber will provide a new economic impetus, which will boost the country’s business-avi-ation industry in the next few years.

“There is a lot of potential to grow in business aviation” in Brazil, said Alexan-dre Marroquim, Goodwinds’ co-founder and executive director, in an interview with AIN. “The problem is our economy and politics. We need, as a nation, to improve and keep growing.” If—as many expect—the election this fall of a new president not mired in corruption scan-dals acts to stabilize Brazil’s politico-eco-nomic landscape and allow national economic growth to resume, then the country’s business aviation industry will quickly benefit, he reckons.

“We have a lot of opportunities” in business aviation, said Marroquim. “I believe it will start to climb in the next year, after the presidential election. I think we will reach a good level in three to five years.”

Marroquim describes Goodwinds’ business in today’s soft Brazilian market as “stable,” but said one reason is that the company has diversified its insur-ance-brokerage activities to become

“active in a lot of other insurance seg-ments” beyond business and regional aviation, its core competencies from the day it was founded 14 years ago.

Today, in addition to remaining Bra-zil’s largest business aviation insur-ance broker with what Marroquim estimates as 50 to 60 percent of the entire Brazilian bizav market’s busi-ness, Goodwinds brokers a wide vari-ety of risk-mitigation products. These range from auto, home and health cov-erage to pension plans, insurance lease

bonds and insurance for associations and clubs. Goodwinds also has “some big clients” for hull and liability insur-ance for private yachts, according to Marroquim; and the company brokers insurance for fleets of road vehicles and for goods being transported. Its website lists other insurance options too, such as for engineering projects.

However, from the moment of the company’s inception, Marroquim and his co-founder Hugo Amaro clearly saw Good-winds’ main business as aviation insurance brokerage. “We are in aviation 24 hours a day,” said Marroquim. The two men’s focus was natural, in that they were—and remain—active airline pilots, both still serving as captains of widebody aircraft for a large South American carrier.

“When we started our business, there was a gap [in terms of] people who really understand the aviation environment,” said Marroquim. Now, “our network [of contacts in Brazilian aviation] is very, very big, especially in business aviation. We have a great relationship with the whole market—from the north, south, east, and west. We use this relationship to build our business, so our customers have great confidence” in Goodwinds’ avi-ation-industry expertise.

Underlining this approach, one of the areas into which Goodwinds has diver-sified beyond its core bizav and region-al-aviation focus is to broker insurance for aviation-support and infrastructure companies. Goodwinds numbers among its clients several MRO companies which have purchased property and liability coverage through the company. It also handles the insurance requirements of a group of five Brazilian business aviation and general aviation airports, all of which have been privatized and are run by the same airport operator.

Alexandre Marroquim, cofundador da Goodwind se diretor executivo

Alexandre Marroquim, Goodwinds co-founder and executive director

Como uma corretora de seguros focada em aviação, a Goodwinds se ramificou para cobrir hangares, aeroportos e outras infraestruturas de aviação.

As an insurance broker focused on aviation, Goodwinds has branched out to cover hangars, airports, and other aviation infrastructure.

Continua na página 12 continues on page 12

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Os dois maiores segmentos de mercado

da Goodwinds para as transações de corre-tagem são as operadoras de táxi aéreo do Brasil e as companhias aéreas regionais de segundo nível. A empresa lista como cli-entes transportadoras regionais, como a Passaredo e a MAP Linhas Aéreas, ambas de Manaus, e a operadora de cargas Total Linhas Aéreas—que, além de operar quatro cargueiros Boeing 727-200, usa três ATR 42s para serviços de fretamento de passageiros.

As operadoras de táxi aéreo e a aviação executiva do Brasil passaram a se preocu-par muito mais com a segurança na última década, e têm grande foco no treinamento e na segurança operacional hoje, de acordo com Marroquim. Ele disse que esse mov-imento é refletido nas estatísticas de segurança da aviação executiva brasile-ira, Marroquim descreveu-os como com-paráveis aos das nações desenvolvidas do

“resto do mundo... e ainda está melhorando.”Para a Goodwinds, um aspecto impor-

tante do foco crescente da aviação execu-tiva brasileira na segurança é que a maioria das operadoras—provavelmente 70% a 80%—deseja comprar cobertura adicional de casco e de responsabilidade civilalém da cobertura básica de seguro RETA que o governo brasileiro exige que todas as operadoras de aeronaves do país ten-ham”. A cobertura de “planilha” da RETA oferece uma variedade de pagamentos de seguros fixos e padronizados com base no peso máximo de decolagem da aeronave, no número de passageiros a bordo e em outros fatores. As operadoras nas áreas menos desenvolvidas do norte do Brasil mais comumente dependem apenas da cobertura RETA, segundo Marroquim.

Os níveis dedutíveis e os níveis de responsabilidade civil para a aviação executiva e privada brasileira variam de acordo com os tipos e os custos de

aeronaves e “são muito semelhantes aos dos mercados norte-americano e euro-peu”, disse Marroquim. Uma franquia de perda de casco para um jato executivo estaria na faixa de 5% a 10%, enquanto que para aeronaves executivas de dois motores, as franquias podem variar de US$ 25.000 a US$ 100.000, dependendo do tipo e do cliente. O nível de cobertura de responsabilidade exigido pelas opera-doras de jatos executivos de grande porte, como a família Bombardier Global, Gulf-streams e Falcon 7Xs e 8Xs é geralmente de US$ 150 milhões, enquanto para uma aeronave Cirrus monomotor é “pelo menos US$1 milhão”.

Sem incluir as exigências internacio-nais de capacidade de subscrição das maiores companhias aéreas do Brasil, oito seguradoras fornecem a maior parte da capacidade principal de seguro de aviação do país, segundo Marroquim. Essas são as subsidiárias brasileiras da Mapfre Insurance; XL Catlin; AXA; Chubb; Fair-fax Financial; e Swiss Re, junto com as empresas domésticas brasileiras Excel-sior e Potential. Corretores da Good-winds para todos eles. “Estamos perto de todos—a nossa política é fazer negócios com todos”, disse ele.

Além da transação básica de seguro de casco de aviação e de responsabili-dade civil, a Goodwinds também oferece cobertura de aviação mais especializada, como seguro contra riscos de guerra e terrorismo. Além disso, um novo mer-cado promissor de aviação está se desen-volvendo no Brasil, segundo Marroquim: seguro de casco e responsabilidade civil para operações de drones.

Há dois anos, a ANAC fez a cobertura RETA obrigatória para todas as operado-ras profissionais dos drones e agora “mui-tas empresas estão comprando o seguro para isso.” A cobertura extra de casco e de responsabilidade civil estão disponíveis acima do seguro da RETA, e algumas operadoras, especialmente as que voam com grandes drones que custam até US$ 100,000, estão comprando. n

Within the Brazilian aviation industry, Goodwinds concentrates on finding and serving clients below the level of the larg-est airlines. Those carriers’ massive hull and liability insurance requirements are typically handled by major international brokerage firms with close ties to all of the world’s major national insurance and reinsurance markets: the Lloyds exchange and other UK insurers, the United States, Germany, France, Swit-zerland, Japan, India, Africa, and several other areas globally.

Goodwinds’ own biggest two market segments for brokerage business are Bra-zil’s air taxi operators and its second-level regional airlines. The company lists as cli-ents regional carriers such as Passaredo and Manaus-based MAP Linhas Aéreas (both of which fly ATR turboprops) and cargo operator Total Linhas Aéreas—which, in addition to operating four Boe-ing 727-200 freighters, uses three ATR 42s for passenger charter services.

Brazilian air taxi and business aviation operators have become much more safe-ty-conscious in the past decade, and they focus strongly on training and operational safety today, according to Marroquim. He said this movement is reflected in Brazil-ian business aviation’s safety statistics, Marroquim describing them as compara-ble to those of developed nations in “the rest of the world… and still improving.”

For Goodwinds, an important aspect of Brazilian business aviation’s increased focus on safety is that most operators—“probably 70 to 80 percent—want to buy additional hull and liability coverage beyond the basic RETA insurance coverage the Brazilian government requires all aircraft operators in the country to have.” The “spreadsheet” RETA coverage provides a range of standard, fixed insurance pay-outs based on aircraft maximum takeoff weight, the number of passengers onboard, and other factors.

Operators in less-developed northern areas of Brazil most commonly rely only on RETA coverage, according to Marroquim.

Deductible levels and liability levels for Brazilian business and private avi-ation vary depending on aircraft types and cost and “are very similar to [those in] the U.S. and European markets,” said Marroquim. A hull-loss deductible for a business jet would be in the 5 percent to 10 percent range, while for twin-engine business aircraft, deductibles can vary from $25,000 to $100,000, depending on the type and the client. The liability coverage level required by operators of large executive jets such as the Bom-bardier Global family, Gulfstreams and Falcon 7Xs and 8Xs is usually $150 mil-lion, whereas for a single-engine Cirrus aircraft it is “at least $1 million.”

Not including the international under-writing-capacity requirements of Brazil’s largest airlines, eight insurance compa-nies provide most of the nation’s primary aviation-insurance capacity, according to Marroquim. These are the Brazilian sub-sidiaries of Mapfre Insurance; XL Catlin; AXA; Chubb; Fairfax Financial; and Swiss Re, along with domestic Brazilian compa-nies Excelsior and Potential. Goodwinds brokers for all of them. “We are close to everyone—our policy is to make business with everyone,” he said.

In addition to its basic aviation hull and liability insurance business, Good-winds also offers clients more special-ized aviation coverage, such as war and terrorism risk insurance. Additionally, a promising new aviation market is developing in Brazil, according to Mar-roquim: hull and liability insurance for drone operations.

Two years ago ANAC, Brazil’s civil aviation authority, made RETA cov-erage mandatory for all professional operators of drones and now “many companies are buying insurance for this.” Extra hull and liability coverage is available above the RETA insurance, and some operators, particularly those flying large drones costing as much as $100,000, are purchasing it. n

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Goodwinds vê céu de brigadeiro para a bizav

continued from page 10

Goodwinds sees blue skies for bizav

UE estreita parcerias de aviação com a América LatinaVários países latino-americanos estão colaborando com a União Europeia em um projeto lançado recentemente para mel-horar a segurança da aviação. Revelado em julho, o projeto de quatro anos tem como objetivo estreitar os laços entre a Europa e a América Latina na aviação civil, pro-movendo a parceria política, econômica e ambiental, de acordo com a Agência Euro-peia de Segurança da Aviação (European Aviation Safety Agency, EASA).

O projeto envolverá a colaboração entre a EASA e outras organizações de segurança, com foco especial na Argen-tina, Brasil, Chile, Colômbia, México e as

organizações de supervisão de segurança regional na América Latina.

“A América Latina tem um setor de aviação com rápido desenvolvimento e uma relação de longo prazo com a Europa e a EASA nesta área”, disse Luc Tytgat, diretor de gerenciamento estratégico e de segurança da EASA. “Com este pro-jeto, estamos levando esta parceria ao próximo nível.”

A União Europeia está financiando o pro-jeto em €7 milhões (US$ 8.172 milhões). As atividades serão política ambiental e coop-eração técnica com base nos padrões da UE, entre outros esforços, disse a EASA. K.L.

EU tightens aviation partnerships with Latin AmericaA number of Latin American states are col-laborating with the European Union on a recently launched project to enhance avi-ation safety. Unveiled in July, the four-year project is designed to tighten European and Latin American ties in civil aviation, promot-ing political, economic, and environmental partnerships, according to the European Aviation Safety Agency (EASA).

The project will involve collaboration between EASA and other safety organiza-tions, with a particular focus on Argentina, Brazil, Chile, Colombia, Mexico, and the

regional safety oversight organizations in Latin America.

“Latin America has a fast developing avia-tion sector and a long-standing relationship with Europe and EASA in this area,” said Luc Tytgat, strategy and safety management director of EASA. “With this project, we are taking this partnership to the next level.”

The European Union is funding the €7 million ($8.172 million) project. Activities will include environmental policy and tech-nical cooperation based on EU standards, among other efforts, EASA said. K.L.

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CAE highlights its capability as training provider in regionby Rick Adams

“I’m encouraged by the signs of improve-ment we continue to see with increasing business jet utilization,” Marc Parent stated in a Q&A with investment analysts in May. The CAE President and CEO sug-gested looking beyond improving statistics, which show year-over-year global increases of more than 6 percent. “Utilization of business aircraft itself doesn’t give you the whole story. I think you’ve got to look at other metrics that tell us that there’s still a lot of growth potential to bring us back to anywhere near where we were prior to 2008. For example, prior to 2008, business jets were operating north of 500 hours a year, and now they’re operating about 300 to 350 hours a year. So if you get to any kind of higher utilization for aircraft, that will have a pretty significant impact, because obviously, you need more pilots.”

Opportunity to Add SimsAsked if a return to historic levels will require either improved use of simu-lators already in the CAE network or more simulators, Parent said, “I think both. Some older models may not be as full, but they’re quite profitable because they are down the depreciation curve. But there is definitely opportunity to add more business jet sims. For sure. We will continue to add some to cater to the increased demand that we see out there in business aircraft. We’ll fill the ones we’ve got and probably add some, just because there are more airplanes out there; and new models and will require more sims.”

Don’t look for CAE to add new simula-tors to its business jet training centers in

Latin America, though. The region is lag-ging the rest of the world with only a 0.4 percent year-over-year increase in Cen-tral America (according to JSSI statistics) and 6.4 percent in South America—but on a historic base of the lowest average flight hours globally.

CAE operates Embraer Phenom 100 and 300 initial and recurrent pilot train-ing programs in São Paulo at its CAE Guarulhos airport facility. Most Latin American business aircraft customers continue to commute to CAE’s training centers in Dallas, Texas or Morristown, New Jersey in the U.S., or London and Amsterdam in Europe. The Montréal, Canada-headquartered training provider also features business jet simulators in Dubai and Shanghai.

One of CAE’s flagship customers is Flexjet/Flight Options, which last year renewed its training contract for another six years across multiple aircraft plat-forms, including Embraer, Bombardier, Cessna, Gulfstream, and Nextant.

The CAE Master Pilot Training Program is now offered in all its business aviation training centers. Endorsed by Wyvern, an aviation risk management and safety auditing company, the Master Pilot pro-gram promises to raise pilot knowledge, safety awareness, and situational response capabilities. Nick Leontidis, CAE’s group president, Civil Aviation Training Solu-tions, said, “We train 120,000 [airline, business aviation, and helicopter] pilots and crew members every year. We know what distinguishes good pilots and great pilots. This program, with its tailored training curriculum using cutting-edge flight simulation, will allow pilots to ele-vate their status and training to the high-est levels for in-flight safety.”

In April, CAE launched the 600XR Series flight training device (FTD) at the World Aviation Training Summit (WATS). The 600XR FTD provides a “representa-tive” flight deck with “a fully tactile cock-pit with exact panel positioning,” plus an optional Tropos collimated visual system. It leverages the simulation fidelity of the CAE 7000XR Series full-flight simulator and meets or exceeds ICAO Type 4, FAA Part 60 Level 6 FTD, and EASA II FTD qualification requirements.

There’s nascent hope that the heli-copter training market might pick up in the future as the price of oil continues to rise. Some civil helicopter operators are reporting a modest increase in flight hours. Bristow, for example, announced an increase in annual flight hours for the first time in three years. Most analysts caution there is still significant overca-pacity in the market since the oil-and-gas

CAE destaca seu treinamento na regiãopor Rick Adams

“Sinto-me estimulado pelos sinais de melhora que continuamos vendo com o crescente uso de jatos executivos”, declarou Marc Parent em uma Q&A com analistas de investimentos em maio. O presidente e CEO da CAE sugeriu olhar além das estatísticas de melhora, que mostram aumentos globais ano a ano em mais de 6%. “O uso de aeronaves execu-tivas por si só não explica tudo. Eu acho que você precisa olhar as outras métri-cas que nos dizem que ainda há muito potencial de crescimento para nos levar de volta a um local próximo de onde estávamos antes de 2008. Por exem-plo, antes de 2008, os jatos executivos estavam operando mais de 500 horas por ano e agora estão operando cerca de 300 a 350 horas por ano. Então, se você con-seguir dar um uso maior para aeronaves, isso terá um impacto bastante significa-tivo, porque obviamente você precisará de mais pilotos.”

Oportunidade de Adicionar SimuladoresQuestionado se um retorno aos níveis históricos exigirá o uso aprimorado dos simuladores que já estão na rede CAE ou mais simuladores, Parent disse: “Creio que ambos. Alguns modelos mais antigos podem não ser tão reservados, mas eles são bem lucrativos porque estão na baixa da curva de depreciação. Mas há definiti-vamente a oportunidade de acrescentar mais simuladores de jatos executivos. Com certeza. Continuaremos a adicio-nar alguns para atender à maior demanda que veremos para aeronaves executivas. Vamos ocupar os que já temos e provavel-mente acrescentar alguns, simplesmente porque existem muitas modelos de aeronaves; e novos modelos exigirão mais simuladores.”

Contudo, não espere que a CAE adi-cione novos simuladores aos centros de formação de jatos executivos na América Latina. A região está atrasada em relação ao restante do mundo com apenas 0,4% de aumento ano a ano na América Central (de acordo com as estatísticas de JSSI) e 6,4% na América do Sul, mas este percen-tual é sobre um base da menor média de horas de voo globalmente.

CAE opera programas de formação de pilotos inicial e recorrente para Embraer Phenom 100 e 300 em São Paulo na sua unidade CAE em Guarulhos. A maioria dos clientes de aeronaves executivas na América Latina continua a procu-rar os centros de formação da CAE em

Dallas, Texas ou Morristown, Nova Jer-sey nos EUA, ou em Londres e Amsterdã na Europa. A fornecedora de formação com sede em Montreal, Canadá, também tem simuladores de jatos executivos em Dubai e Xangai.

Um dos clientes emblemáticos da CAE é a Flexjet/Flight Options, que no último ano renovou o seu contrato de formação para mais seis anos para várias plataformas para aeronaves, incluindo Embraer, Bombardier, Cessna, Gulfstream e Nextant.

O Programa principal de formação de pilotos CAE é oferecido agora em todos seus centros de formação de aviação executiva. Aprovado pela Wyvern, uma empresa de controle de risco e de audi-toria de segurança aérea, o programa Master Pilot promete elevar o conhe-cimento, a consciência de segurança e as capacidades de resposta à situação dos pilots. Nick Leontidis, presidente do grupo CAE, Civil Aviation Train-ing Solutions (soluções de formação para aviação civil), disse: “treinamos 1200 pilotos [de linhas aéreas, aviação executiva e helicópteros] e tripulantes anualmente. Sabemos o que diferencia bons pilotos dos ótimos pilotos. Este programa, com o currículo de formação personalizado com o uso de simulações de voo de última geração, permitirá que os pilotos elevem o seu status e sua for-mação aos níveis mais altos para a segu-rança de voo.”

Em abril, a CAE lançou o dispositivo de treinamento de voo (flight training device, FTD) série 600XR na World Aviation Training Summit (WATS) [Cúpula Mun-dial de Formação para Aviação]. O 600XR FTD fornece uma cabine de comando

“típica” com um “cockpit completamente tátil com o posicionamento exato do painel” associado opcionalmente a um sistema visual colimado Tropos. Ele alavanca a fidelidade da simulação do

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O centro de formação da CAE em Guarulhos oferece treinamento nos jatos leves Phenom 100 e 300 da Embraer, com foco no treinamento inicial e recorrente na aeronave.

CAE’s Sao Paulo Guarulhos training center features training on the Embraer Phenom 100 and 300 light jets. It focuses on both initial and recurrent training on the aircraft. continues on facing page

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sector tailspin in 2014. In Honeywell’s most recent civil helicopter forecast, 35 percent of Latin American operators plan to acquire a new helicopter in the next five years, though half of those will be light, single-engine models for which flight sim-ulators are typically not available.

In São Paulo, the joint venture between CAE and Líder Aviação announced an agreement last year with Leonardo Heli-copters to designate CAE-Líder as the Recognized Flight Simulation Center (RFSC) for the delivery of OEM-quality AW139 courseware and flight simulator hours supporting training in South Amer-ica. A CAE 3000 Series AW139 FFS has been offering training since 2016, quali-fied to Level D by the Agência Nacional de Aviação Civil (ANAC) of Brazil.

CAE also operates a Bell 412 FFS at its training center in Toluca, Mexico.

In the commercial airline space, Avi-anca and CAE begin pilot training oper-ations this summer in Colombia in an equally owned joint venture, a 15-year agreement. Also this summer, Aeromex-ico Formacion, the aviation training cen-ter of Grupo Aeromexico, in partnership with CAE, is launching a new 18-month cadet pilot creation program; cadets will begin ground-school training at Aeromexico’s training center in Mexico City, followed by flight training at CAE in Phoenix, Arizona, before returning to Mexico to complete Embraer E170 type-rating training. CAE told AIN that 25 to 30 percent of the demand for new pilots is coming from Latin America. n

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CAE highlights training capability

simulador de voo completo CAE série 7000XR e atende ou supera as exigências de qualificação ICAO Tipo 4, Parte 60 Nível 6 FTD e EASA II FTD.

Há uma crescente esperança de que o mercado de formação para helicópteros possa melhorar no futuro, já que o preço do petróleo continua a subir. Alguns operadores civis de helicóptero estão relatando um aumento modesto nas horas de voo. A Bristow, por exemplo, anunciou um aumento nas horas de voo anual pela primeira vez em três anos. A maior parte dos analistas adverte que ainda há um excesso de capacidade sig-nificativo no mercado desde que o setor

de óleo e gás entrou em colapso em 2014. Na previsão mais recente de helicópteros civis da Honeywell, 35% dos operadores da América Latina planejam adquirir um novo helicóptero nos próximos cinco anos, embora metade deles sejam mod-elos leves, monomotores, para os quais simuladores de voo normalmente não estão disponíveis.

Em São Paulo, a joint venture entre CAE e Líder Aviação anunciou um con-trato no ano passado com a Leonardo Helicopters para designar a CAE-Líder como o centro reconhecido de simulação de voo (Recognized Flight Simulation Center, RFSC) para apoiar treinamento na América Latina, proporcionando material didático de qualidade OEM e horas de simuladores de voo AW139.que Um CAE 3000 série AW139 FFS oferece formação desde 2016, é qualificado para o Nível D pela ANAC.

A CAE também opera um Bell 412 FFS no seu centro de formação em Toluca, México.

Para linha aéreas, a Avianca e a CAE começaram as operações de formação de pilotos neste verão na Colômbia, em uma 50/50 joint venture, um contrato de 15 anos. Também neste verão, o Aeromex-ico Formacion, o centro de formação de aviação do Grupo Aeromexico, em par-ceria com a CAE, está lançando um novo programa de criação de pilotos cadetes de 18 meses. Os cadetes começarão o treinamento teórico no centro de for-mação da Aeromexico na Cidade do México, seguida por um treinamento de voo na CAE em Phenix, Arizona, antes de voltarem ao México para concluir a for-mação de qualificação tipo Embraer E170. A CAE disse à AIN que de 25 a 30% da demanda para novos pilotos estão vindo da América Latina. n

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CAE destacaseu treinamento

Camp introduz integração de sistema por Curt Epstein

O provedor de gerenciamento de manutenção de aeronaves Camp Sys-tems introduziu uma nova funcionali-dade destinada a melhorar os recursos de manutenção não-agendada da empresa. O serviço de monitoramento de funcio-nalidade do motor “Integração EHM/MTX” do Camp fornece aos operadores uma análise especializada da integridade de seu motor e os alerta sempre que a tendência dos dados indica que uma inspeção ou outra ação de manutenção

“on-condition” for recomendada. Usando a nova ferramenta de acom-

panhamento de manutenção da empresa, essas informações podem ser processadas

em um caminho integrado, desde os dados do motor até a lista de tarefas, com con-trole total por parte do operador. As ações recomendadas estão incluídas em uma lista filtrável dentro da manutenção do Camp.

Com a integração agora fornecida no sistema, os operadores podem optar por fazer com que o seu analista dedicado encaminhe automaticamente o prob-lema como sendo uma discrepância na lista de tarefas, ou podem colocar a ação recomendada na lista de observação para disposição posterior. A escalação de uma observação para uma discrepân-cia acionável é facilmente realizada com um clique do mouse, registrando e

processando todo o histórico como um evento rastreável.

Usando a ferramenta, os opera-dores podem transitar facilmente entre seus serviços de Camp EHM e Camp manutenção, melhorando a comunicação e a produtividade. Os registros transmit-idos eletronicamente eliminam etapas de processamento manual e os possíveis erros que elas podem gerar.

A empresa (estande 4004) também lançou recentemente o Camp Connect, que permite que se integrem ao sistema Camp os usuários dos sistemas de dados de chão de fábrica Corridor e Quantum Control. Com o uso da nova tecnologia,

os usuários podem reduzir o tempo e o custo gastos em processos manuais, como entrada de dados e preparação de documentos. Ele permite que os usuários baixem as próximas tarefas de manutenção agendadas diretamente do Camp para os programas de dados de chão de fábrica, os quais, após concluírem o trabalho, podem fazer upload dos dados de conformidade para a plataforma do Camp. Isso resultará em documentação aprimorada conforme as tarefas executadas fora do cronograma de manutenção programada forem trans-feridas de volta ao Camp, fornecendo reg-istros detalhados da aeronave.

Por meio das conexões diretas, os pro-vedores de manutenção podem liberar funcionários para focarem em outras atividades, e a automação pode agilizar o tempo de resposta aos pedidos de cotação de preços. n

Camp further streamlines maintenance management by Curt Epstein

Aircraft maintenance management pro-vider Camp Systems has introduced new functionality aimed at enhancing the company’s non-scheduled mainte- nance capabilities.

The Camp Engine Health Monitoring “EHM/MTX Integration” service provides operators with expert analysis of their engine’s health and alerts them when-ever trend data indicates an inspection or other “on-condition” maintenance action is recommended.

Using the company’s new Mainte-nance Observation tool, that informa-tion can be processed in an integrated path from engine data to due list, with complete control by the operator. Rec-ommended actions are included in a

filterable list within Camp maintenance.With the integration now provided

in the system, operators can choose to have their dedicated analyst automati-cally escalate the issue to a discrepancy on the due list, or they can stage the rec-ommended action to the observation list for further disposition. Escalation from observation to actionable discrepancy is easily accomplished with the click of the mouse, recording and rendering the entire history as a traceable event.

Using the tool, operators can seam-lessly flow between their Camp EHM and Camp maintenance services, im-prov-ing communication and productivity. The electronically transmitted records eliminate manual processing steps and

potential errors that may result.The company (Booth 4004) also

recently launched Camp Connect, which allows users of shop floor data systems Corridor and Quantum Control to inte-grate with the Camp system. Through the use of the new technology, users can reduce time and cost spent on manual processes such as data entry and docu-ment preparation.

It allows users to download upcom-ing scheduled maintenance tasks from Camp directly into the shop floor data programs, which upon completion of the work, can upload compliance data into the Camp platform.

It will result in improved docu-mentation as tasks performed beyond scheduled maintenance are transferred back to Camp, providing detailed air- craft records.

Through the direct connections, main-tenance providers can free staff to focus on other activities and the automation can result in faster turnaround on price quote requests. n

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MedAire fornece soluções para questões de redução de riscopor Alexa Rexroth

A MedAire continua a apresentar uma demanda crescente de serviços de segu-rança. A empresa relatou que quase metade das suas transações comerciais e chamadas gerais de aviação são agora de casos rela-cionados à segurança. De acordo com a MedAire, como as taxas de risco mudam e as viagens de negócios continuam a levar passageiros para áreas consideradas agora de alto risco, os clientes estão procu-rando os serviços de redução de risco para manter a segurança dos passageiros, das aeronaves e dos colegas de trabalho. Os clientes estão usando cada vez mais os serviços de segurança da empresa, inclu-indo os briefings de segurança de viagem aérea, avaliações do espaço aéreo, decisões de aprovação ou reprovação e consulto-ria presencial via acesso ininterrupto da MedAire aos especialistas de segurança de aviação. A MedAire tem uma equipe exclu-siva de segurança de aviação associada ao acesso a 2300 especialistas regionais e locais em escala global.

A MedAire (Estande 2006) está for-talecendo o foco nas opções de apoio emocional para os tripulantes, pois

respondem aos incidentes críticos e ao estresse inerente ao trabalho. A empresa disse que a indústria está destacando a necessidade de fornecer opções de apoio emocional e maior conscientização dos gerentes para fornecer o apoio necessário. A MedAire também está se dedicando à tecnologia e ao desenvolvi-mento do produto, como a capacidade de fornecer métodos de comunicação de teleconsultoria para consultas médi-cas virtuais para orientação de prob-lemas de cuidado de rotina. A empresa está desenvolvendo a tecnologia de teleconsultoria, onde for legalmente permitido, e a MedAire declarou que os benefícios associados são a conveniência de resposta rápida, além da economia de dinheiro e tempo para os operadores. A MedAire recebe mais de 600 chamadas diariamente para consultas à bordo, em solo, sobre segurança e saúde da tripulação.

Separadamente, a Aerosafety (Estande 3006), uma empresa parceira da MedAire, observou a importância da sua relação com EAM, que está lançando uma nova linha de escorregadeiras para A319, A320

e A321. A AeroSafety é uma das oito estações mundiais de reparo EAM e cobre o mercado latino americano. De acordo com a AeroSafety, antes havia somente um fornecedor global de escorregadei-ras para Airbus, mas agora a EAM entrou no mercado. As escorregadeiras da EAM

incorporam nova tecnologia e foram cer-tificadas sob a nova legislação como um fornecedor da Airbus. A Aerosafety e a EAM também assinaram um acordo com a Lufthansa Technick, além de outros contratos de remodelamento com outras linhas aéreas no mundo todo. n

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MedAire provides solutions for risk-mitigation issuesby Alexa Rexroth

MedAire is continuing to experience increased demand for security services, and the company reported almost half of its business and general aviation calls are now security-related cases. According to MedAire, as risk ratings change and busi-ness travel continues to take passengers to areas now considered to be high risk, clients are seeking risk-mitigation ser-vices to keep passengers, aircraft, and co-workers safe. Customers are increas-ingly utilizing the company’s security services, including air travel safety brief-ings, airspace assessments, go or no-go decisions, and one-on-one consulting via MedAire’s around-the-clock access to aviation security specialists. MedAire has a dedicated aviation security team along with access to 2,300 regional and local security experts on a global scale.

MedAire (Booth 3006) has strength-ened its focus on emotional support options for crew members as they respond to critical incidents and stress inherently related to their job. The company said the industry is highlighting the need to provide emotional support options and increased awareness by managers to pro-vide the appropriate support. MedAire has also dedicated attention to technology

and product development, including the ability to provide teleconsulting methods of communication for virtual doctor visits to address routine care issues. The com-pany is developing the teleconsultation technology where it is legally allowed and MedAire said associated benefits include the convenience of rapid response and money and time saved for operators. MedAire receives more than 600 calls daily for inflight, ground, security, and crew-health-related inquiries.

Separately, Aerosafety (Booth 3006), a company partnered with MedAire, noted the importance of its relationship with EAM, which is launching a new line of escape slides for the A319, A320, and A321. AeroSafety is one of the eight EAM worldwide repair stations and covers the Latin American market. According to Aerosafety, Airbus previously had one global supplier of escape slides, but now EAM has entered the market. EAM’s slides incorporate new technology and have been certified under new legisla-tion as an Airbus supplier. Aerosafety said EAM has also signed an agreement with Lufthansa Technik as well as other refurbishment contracts with additional airlines around the world. n

Conhecida mundialmente pelo apoio médico remoto para operadoras de aviação executiva, a MedAire recentemente viu o surgimento da demanda dos serviços de redução de risco relacionado à segurança.

Known worldwide for its remote medical support for business aviation operators, MedAire has recently seen a surge in demand for its security-related risk-mitigation services.

Alta reconhece Aviall como fornecedora exemplarA Latin American and Caribbean Air Transport Association (ALTA) reconheceu a Aviall como uma das principais fornecedoras para linhas aéreas da região no período de 2017-2018. A companhia recebeu o reconhecimento na conferência de CCMA e MRO da ALTA.

A Aviall foi reconhecida pelas compan-hias aéreas presentes na conferência pela excelência em atendimento ao cliente, tempo de resposta e qualidade de serviço. De acordo com a descrição do prêmio, o prêmio é concedido às fornecedoras que alcançam uma das pontuações mais altas em uma avaliação feita pelas linhas aéreas da região, e os premiados representam

“um exemplo positivo a ser seguido para manter o crescimento contínuo que a nossa indústria tem conquistado durante os últimos dez anos.”

Ao passo que a indústria na América Latina e no Caribe cresceu, Luis Felipe de Oliveira, Diretor-Executivo da ALTA, comentou a respeito do caminho adiante.

“O crescimento do tráfico aéreo é exponen-cial, mas [a indústria] enfrenta desafios, como a falta de infraestrutura adequada, taxas aeroportuárias significativas, regu-lamentação por país, e altos custos opera-cionais, dentre os quais o combustível representa cerca de 25%.” A.R.

Aviall recognized by ALTA as a top supplierThe Latin American and Caribbean Air Transport Association (ALTA) recognized Aviall as a top supplier to airlines in the region for the 2017-2018 time frame. The company received recognition at ALTA’s CCMA and MRO conference.

Aviall (Booth 5018) was recognized by for excelling in customer support, turn-around time, and quality service. Accord-ing to the description, the award is given to companies achieving one of the highest scores on an evaluation by the airlines in the region, and recipients represent “a

positive example to follow in order to main-tain the continued growth our industry has been achieving over the past ten years.”

While the industry in Latin America and the Caribbean has experienced growth, Luis Felipe de Oliveira, executive director of ALTA, commented on the path forward.

“The increase in air traffic is exponential, but [the industry] faces challenges, including lack of adequate infrastructure, significant airport charges, regulations by country, and high operating costs, among which fuel represents about 25 percent.” A.R.

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Versatile 505 advances 206’s legacyby Alexa Rexroth

Championed by Bell Helicopter as the most advanced light single in the market, the 505 Jet Ranger X offers first-in-class features including a dual-channel Fadec and fully integrated Garmin G1000H flight deck. Designed to echo the sto-ried career of the B206-series JetRanger while advancing its class’s legacy into the future, the 505 is suitable for utility, cor-porate, parapublic, and training mission profiles. I got the chance to fly it at Bell’s Fort Worth, Texas, factory.

Bell is working on utility options for the 505 and expects to certify a cargo hook later this year. With commercial deliver-ies continuing to climb along with letters of intent, the helicopter is retaining its welcomed entrance into the market.

During the pre-flight briefing session, I engaged with Tim Otteson, who would be the demo pilot for the day, and Chase Hawkins, who serves as Bell’s mainte-nance coordinator for the demo fleet.

“The flight characteristics of the 505 are very similar to [those of] the 206,” said Otteson. “It has the same teetering-style underslung rotor system that you’ll find on a 206L4. The tail rotor drive shaft is a little bit longer on the 505 and the tail rotor has a lot more authority. The transmission is mounted to the fuselage in a different manner than [on] the 206 with liquid inertia vibration-eliminat-ing mounts. You’ll find the 505 to have a much smoother ride than a typical 206.”

With a higher gross weight, full-fuel payload, and useful load compared to the 206, the 505 also features 504 takeoff shp compared to the 420 shp of the 206. Priced at approximately $1 million, the 505 has a

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Versátil 505 impulsiona legado do 206por Alexa Rexroth

Em meados de janeiro, temperaturas de 7 graus negativos no Texas combinado com rajadas de vento fortes e ameaça de neve quase me colocaram no assento direito de um simulador de Bell 505 ao invés do helicóptero de verdade. Mas com a mel-hora do clima quando cheguei na fábrica da Bell em Forth Worth, Texas, foi anun-ciado, com grande alívio de minha parte, que o voo no 505 Jet Ranger X da Bell ocorreria como planejado.

Vanguardeado pela Bell como o mono-turbina leve mais avançado do mercado, o 505 Jet Ranger X oferece recursos de primeira classe incluindo um Fadec dual channel e um flight deck Garmin G1000H totalmente integrado. Projetado para res-soar a carreira histórica do Jet Ranger da série B206 e ao mesmo tempo alavancar o legado de sua categoria para o futuro, o 505 é adequado para os perfis de carga, corporativos, de segurança pública e de treinamento de missões.

A Bell está trabalhando em opções de carga para o 505 e espera homologar um gancho de carga no final do ano. Com entregas comercias que continuam a se acumular assim como cartas de intenção, o helicóptero está mantendo a acolhida calorosa que recebeu no mercado.

Durante o briefing pré voo, eu conver-sei com Tim Otteson, que seria o piloto de demonstração do dia, e Chase Haw-kins, que exerce o cargo de coordenador de manutenção para a frota de demon-stração da Bell.

“As características de voo do 505 são muito similares às do 206,” disse Otter-son. “Ele tem o mesmo sistema de rotor de alta inércia que você vê em um 206L4. O eixo de transmissão do rotor de cauda é um pouco mais longo no 505 e o rotor de cauda tem muito mais força. A transmissão está montada na fuselagem de uma forma

diferente do que no 206, com montagens de inércia de líquidos de eliminação de vibração. Você verá que o 505 tem um voo muito mais suave do que o 206 típico.”

Com peso bruto, carga com tanque de combustível cheio, e carga útil maiores se comparados com o 206, o 505 tem 504 shp/377 kW de decolagem comparado aos 420 shp do 206. Com um preço de aproxi-madamente US $ 1 milhão, o 505 tem um alcance máximo de 360 mn/566 km. O 505 é alimentado pelo Turbomeca Arrius 2R da Safran Helicopter Engines, controlado por um Fadec dual channel. “É um motor muito mais poderoso, ágil, e moderno,” disse Otteson. “É muito mais poderoso do que aquilo que você está acostumada em um 206.”

AviônicosPerguntei a Otteson sobre a aprendizagem envolvida na transição do 206 para o 505, e ele explicou que o desafio mais imediato que os pilotos enfrentam é se ajustar aos aviônicos G1000H. “Uma vez que você se acostuma com as telas da Garmin e onde você precisa olhar para encontrar as infor-mações, fica tudo muito fácil e intuitivo”, disse ele. “Além disso, o curso inicial de treinamento de voo na academia [da Bell] aqui é mais do que suficiente para deixar alguém confortável com o helicóptero.”

Com o briefing concluído, fomos até a rampa onde o N505FW, pintado de ver-melho, preto e branco, estava pronto para o preflight. Eu fiquei curiosa a respeito da falta de disjuntores no cockpit. Otteson me levou para o lado do piloto (direita) da aeronave para abrir a escotilha de aviôni-cos, onde o painel dos disjuntores está localizado acima da unidade de energia. A decisão de eliminar os disjuntores no cockpit resultou da ideia da Bell de elim-inar a tendência dos pilotos de religar

incorretamente os disjuntores e não usá-los para o propósito projetado.

“Se os pilotos não conseguem solucionar e atenuar problemas por meio do sistema Garmin, eles provavelmente não precis-arão fazer isso em voo”, explicou Otteson.

Abaixo do painel dos disjuntores, vi a bateria inteligente de íon de lítio True Blue, muito mais leve e mais potente do que as baterias tradicionais de chum-bo-ácido ou níquel-cádmio.

O bagageiro, também acessível pelo lado do piloto, pode acomodar várias bol-sas de golfe, os assentos de passageiro da cabine principal ou até quatro malas de viagem padrão, e possui um volume útil de 18 p³/0,5 m³. O piso plano da cabine do 505 é adaptável para mudanças nas demandas de missão, com um volume total de cabine de 2,8 m³.

Os assentos da tripulação estão mon-tados em trilhos ajustáveis e estão equi-pados com um cinto de ombro com alça dupla e um bobinador. As portas da cab-ine do lado do copiloto providenciam uma abertura de 140 cm, permitindo que os passageiros entrem e saiam mais facil-mente. Os assentos dos passageiros estão voltados para frente e são montados na antepara, podendo ser facilmente des-montados e guardados no bagageiro.

Assim que me situei, o impressionante para-brisa e a ampla cabine fizeram o 505 parecer visivelmente mais espaçoso que o 206. Ainda mais aparente do que o aumento no espaço para cabeça, e certa-mente diferente do painel de instrumen-tos típico do 206, foi a presença clara dos aviônicos G1000H.

Depois de ligar a bateria, Otteson inseriu a soma dos nossos pesos na tela de peso e equilíbrio do MFD do painel. Os G1000H podem ser atualizados para

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Bell 505PILOT REPORT

max range of 360 nm. The 505 is powered by the Safran Helicopter Engines Arrius 2R, with a dual-channel Fadec. “It is a much more powerful, responsive, and modern engine,” Otteson said. “It’s a lot more pow-erful than what you’re used to in a 206.”

AvionicsI asked Otteson about the learning curve associated with stepping from a 206 into the 505, and he explained that the most immediate challenge pilots face is adjust-ing to the G1000H avionics. “Once you get used to the Garmin screens and where your eyes need to go to find the informa-tion, it becomes very easy and intuitive,” he said. “Additionally, the initial flight training course at the [Bell] academy here is more than enough to get someone comfortable with the helicopter.”

With the briefing completed, we walked over to the ramp where N505FW, dressed in a red, black, and white paint scheme, was ready for preflight. I was curious about the lack of circuit breakers in the cockpit. Otteson directed me to the pilot (right) side of the aircraft to open an avionics hatch where the circuit breaker panel is located above the power unit. The decision to eliminate breakers in the cockpit stemmed from Bell’s intention to eliminate the tendency of pilots incor-rectly resetting breakers and not using them for their intended purpose.

“If pilots can’t troubleshoot and miti-gate the problem through the Garmin sys-tem, they probably don’t need to be doing it in flight,” explained Otteson.

Below the circuit breaker panel, I saw the True Blue Lithium-ion smart battery, much lighter and more powerful than traditional lead-acid or nickel-cadmium batteries.

The baggage compartment, also acces-sible from the pilot side, can hold mul-tiple golf bags, passenger seats from the main cabin, or up to four standard suit-cases, and it boasts a usable volume of 18 cu ft. The flat floor of the 505’s cabin is adaptable for changing mission demands, with an overall cabin volume of 99 cu ft.

The crew seats are mounted on in-line tracks and are equipped with a double strap shoulder harness and inertia reel. Clamshell cabin doors on the copilot side open up to 55 inches, allowing passen-gers to more easily enter and exit. The passenger seats are forward-facing, bulk-head-mounted seats, and these can easily be disconnected and stowed in the bag-gage compartment.

Once I was fully situated, the impres-sive windscreen and substantial cabin size made the 505 feel noticeably roomier than the 206. Even more apparent than the increase in headroom, and certainly different from the typical 206 instrument panel, was the clean presence of the G1000H avionics.

After switching the battery on, Otteson entered our combined weights through simple inputs into the flight deck’s MFD weight-and-balance display. The G1000H can be upgraded to include Garmin’s

Helicopter Synthetic Vision Technol-ogy and has two SD card slots, for data updates and downloads. The aircraft sys-tems are completely integrated with the G1000H system, and Otteson defined the safety importance of that relationship by explaining, “With the integrated Garmin, you are going to literally have hundreds of different advisories, cautions, and warnings that will populate on the screen, letting you know exactly what’s going on with the transmission [and helicopter].”

Engine Start and FlightI examined the collective to find the throt-tle switches to transition between idle and fly modes. “The dual-channel Fadec is all about safety, safety, safety,” said Otteson.

“You can maneuver and transition between idle and fly and demand a lot out of the engine without having to worry about drooping the rotor, because that Fadec is going to take care of it for you.”

The Fadec also incorporates an auxil-iary control unit, which acts as a back-up for the hydro-mechanical unit if it fails. Surge and flame-out protection and other safety features make operating the engine much simpler. Bell’s goal of reduc-ing pilot workload through upgraded avi-onics and simplified engine management became readily apparent to me as we began the start-up process.

With the throttle switch set to idle, the start/run button was pushed and the Fadec took over while we monitored start limitations. For run-up, we switched to fly mode, and with both NR and NP needles indicating 104 percent, we were ready to pick up into a hover. This was an exceptionally simple start-up process, and I understood how it could be immensely attractive to pilots who may be intimated by transitioning to a turbine.

“The people I have shown the 505 to, including quite a few private owners that entered the market in smaller piston heli-copters and were ready to make the pro-gression to turbine, were really looking for a safer, proven rotor system with Fadec and upgraded avionics,” said Otteson.

The pickup into a hover felt extremely light and gave me the first indication of the 505’s power. With a takeoff rating of 504 shp and maximum continuous rating of 457 shp, we pulled straight up into a max performance takeoff with plenty of power to spare.

As we flew away from the ramp, Otteson encouraged me to experiment with banks and turns. I worked on main-taining coordinated flight and scanning the G1000H, when Otteson reminded me to keep the aircraft in trim. The pri-mary flight display indicated our attitude, airspeed, altitude, and vertical speed, plus showed an HSI display, while Bell’s Power Situation Indicator depicted our power limits and indications. As we con-tinued in flight, the intuitive layout of the G1000H became increasingly easier to scan and understand.

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Price: (typically completed and equipped)

$1.00 million

Engine:Safran Helicopter Engines Arrius 2R, 505 shp TO (475 max cont.)

Avionics:Garmin G1000H

Passengers: (typical)1 crew + 4 pax

Range: (4,000 ft, ISA, no reserve)355 nm

Long-range cruise speed:113 ktas

Fuel capacity:84.85 gal

Ceiling: (service) 20,000 ftIGE hovering ceiling: (gross weight, ISA) 14,450 ft

OGE hovering ceiling: (gross weight, ISA) 10,460 ft

Gross weight: (internal)internal: 3,680 lbsexternal: 4,475 lbs

Maximum external load: (cargo hook limit)

1,500 lbs

Cabin volume: total: 99 cu ftrear: 61 cu ft

Baggage capacity:18 cu ft

Preço: (equipamento e acabamento típicos)

US $1 milhão

Engine:Safran Helicopter Engines Arrius 2R, 505 shp TO (475 max cont.)

Aviônicos: Garmin G1000H

Passageiros: (típico) 1 tripulação + 4 pass.

Alcance: (4,000 ft, ISA, sem reserva)600 km

Velocidade de cruzeiro p/longa distância:210 km/h

Combustível: 321 LAltitude: (serviço) 5,672 m PA

Altitude para IGE: (peso bruto, ISA) 4,404 m

Altura para OGE: (peso bruto, ISA) 3,188 mPeso bruto: interno: 1,669 kgCarga externa: 2,030 kg

Carga externa máxima: (limite do gancho) 680 kg

Volume de cabine: total: 2.8 m3 traseira: 1.72 m3

Capacidade de bagagem: 0.5 m3

LABACE Convention News \ Augus t 1 6 , 2 0 1 8 \ a inon l ine .com20

incluir o Helicopter Synthetic Vision Technology da Garmin e têm duas entra-das para cartão SD, para atualizações de dados e downloads. Os sistemas da aeronave estão completamente integra-dos com o sistema G1000H, e Otteson definiu a importância dessa relação para a segurança, explicando: “Com a Garmin integrada, você terá literalmente cente-nas de diferentes avisos e precauções que preencherão a tela, te informando exat-amente do que está acontecendo com a transmissão [e o helicóptero].”

Partida e VooExaminei o coletivo para encontrar o manete de potência para transitar entre os modos idle e fly. “O Fadec dual channel tem tudo a ver com segurança, segurança e segurança”, disse Otteson. “Você pode manobrar e fazer a transição entre os modos idle e fly e exigir muito do motor sem ter que se preocupar com a redução de velocidade do rotor, porque a Fadec vai cuidar disso para você.”

O Fadec também incorpora uma uni-dade de controle auxiliar, que atua como um back-up para a unidade hidrome-cânica se ela falhar. A proteção contra surge e flameout e outros recursos de segurança tornam o funcionamento do motor muito mais simples. O foco da Bell em reduzir a carga de trabalho do piloto por meio de aviônicos atualizados e ger-enciamento simplificado do motor ficou evidente para mim quando começamos o processo de start-up.

Com o acelerador selecionada para idle, o botão de start/run foi pressionado e o Fadec assumiu enquanto monitorávamos as limitações de partida. Por começar, mudamos para o modo fly, e com as agul-has NR e NP indicando 104%, estávamos prontos para começar a pairar. Foi um processo de inicialização excepcional-mente simples, e eu entendi como ele poderia ser imensamente atraente para os pilotos possivelmente intimidados pelo processo de transição para uma turbina.

“As pessoas a quem mostrei o 505, inclu-indo alguns proprietários privados que entraram no mercado voando em heli-cópteros de pistão menores e estavam prontos para fazer a progressão para a turbina, estavam realmente procurando por um sistema de rotor mais seguro e comprovado com Fadec e aviônicos atu-alizados,” disse Otteson.

O processo de começar a pairar pareceu extremamente suave e me deu a primeira indicação do poder do 505. Com uma taxa de decolagem de 504 shp e uma classifi-cação máxima contínua de 457 shp, con-seguimos uma decolagem de performance máxima com muita potência de sobra.

Assim que nos afastamos da rampa, Otteson me incentivou a experimentar

bancos e curvas. Eu me dediquei a man-ter um voo coordenado e escanear os G1000H, quando Otteson me lembrou de manter a aeronave em equilíbrio. O prin-cipal display de voo indicou nossa atitude, velocidade no ar, altitude e velocidade vertical, além de mostrar um visor HSI, enquanto o Power Situation Indicator Bell mostrou nossos limites de potência e indicações. Conforme continuamos em voo, o layout intuitivo do G1000H ficou cada vez mais fácil de ler e entender.

Otteson assumiu os controles e demon-strou manobras que ele frequentemente demonstra aos pilotos policiais. Ele man-teve uma órbita fechada sobre um ponto fixo no chão e, em seguida, devolveu os controles a mim para tentar pairar em out-of-ground-effect. Manter o OGE foi extremamente estável e constante, e eu pude entender completamente o apelo para os envolvidos em operações policiais.

Com o sistema hidráulico desligado, senti que o 505 foi muito mais fácil de voar do que o 206 nas mesmas condições. Com o sistema hidráulico de volta, segui-mos para um campo de treinamento des-ignado. A aérea de visão oferecida pelo 505 apresenta uma visão diferente, mas mais ampla que a do 206, devido ao para-brisas ampliado. Depois de fazer uma aproxi-mação normal ao campo de treinamento, coloquei o 505 na grama. Inicialmente ner-voso com o set-down e meu entendimento não-afinado a respeito da altura do skid, fiquei surpresa quando a manobra real-mente foi muito suave e sem hesitações.

Voltando a pairar, perguntei a Otteson se eu poderia tentar pairar lateralmente e fazer curvas com os pedais. Em uma ten-tativa de acalmar minha animação e meu pavor de ter minhas habilidades de voo julgadas pelo extremamente competente Otteson, comecei cuidadosamente a me

envolver com as manobras solicitadas. Pode-se dizer que eu estava começando a segurar com muita força nos controles e, assim que me lembrei de relaxar, a mano-bra lateral e curvas de pedal se tornaram muito mais manejáveis.

Parando rapidamente por todo o campo, Otteson permitiu que eu execu-tasse a manobra quando comecei a me sentir mais confortável com o manuseio do 505. Eu então pedi para acompanhar uma autorotação de recuperação. Com o interruptor do acelerador em marcha lenta em ambos os coletivos, começa-mos a manobra. Pareceu muito similar aos autos de alta inércia típicos do 206, e após a recuperação, nós fizemos a transição de volta para uma ascensão para o voo normal.

De volta ao voo direto e nivelado, Otteson me mostrou a função de high-way-in-the-sky da Garmin. Otteson explicou: “Você pode configurar o heli-cóptero se, Deus me livre, você entrar em condições inesperadas de IMC, [carre-gando] uma aproximação por instrumen-tos com a [função] de highway-in-the-sky

de onde você está até uma pista.” O G1000H também pode ser atualizado com sistema de aviso de prevenção de terreno para helicópteros (H-TAWS) e sistema de aviso de tráfego.

Meu set-down na rampa definitiva-mente não foi tão suave quanto o meu na grama, quando comecei a duvidar da altura dos patins. Otteson, com a voz confortavelmente calma de um instrutor experiente, guiou-me pelo set-down, e eu silenciosamente rezei para que nem uma única alma na Bell tivesse visto o meu desempenho. Deixando minha encabu-lação de lado momentaneamente, nós mudamos o seletor do acelerador para idle fechamos o 505.

Na sala do debriefing, tive a opor-tunidade de conversar sobre o voo com Otteson antes de seguir para uma visita à Academia de Treinamento da Bell. Em busca de apetrechos para fãs da Bell para levar para casa, descobri que ambas as lojas de souvenirs já estavam fechadas. Mas sabia que eu estava levando para casa a melhor lembrança; um registro de diário de bordo extremamente memorável. n

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505 impulsiona legado do 206

Otteson took the controls and demon-strated maneuvers he often shows to law enforcement pilots. He maintained a tight orbit over a fixed location on the ground and then gave the controls back to me to try an out-of-ground-effect hover. Holding the OGE hover felt extremely stable and steady, and I could absolutely understand the appeal to those involved in parapublic operations.

With the hydraulics turned off, I felt that the 505 was much easier to fly than the 206 under the same conditions. With the hydraulics back on, we proceeded to a designated training field. The sight picture offered by the 505 presents a different, but more expansive view than the 206 because of the enlarged windscreen. After shooting a normal approach to the training field, I set the 505 down in the grass. Initially nervous about the set-down and my non-refined

understanding of the skid height, I was surprised when the maneuver actually went very smoothly and without hesitation.

Picking back up into the hover, I asked Otteson if I could try sideward hovering and pedal turns. In an attempt to quell my excitement and fear of having my flying skills judged by the extremely proficient Otteson, I carefully began engaging in my requested maneuvers. I could tell that I was starting to have a death-grip on the controls and as soon as I reminded myself to relax, the sideward hovering and pedal turns felt much more manageable.

Moving into quick stops across the field, Otteson allowed me to execute the maneuver as I began to feel more com-fortable with the 505’s handling. I then requested to follow along on a power recovery autorotation. With the throttle switch set to idle on both collectives, we entered the maneuver. It felt very similar to the high-inertia autos typical in the 206, and after recovering, we transitioned back into a climb to normal flight.

Back at straight-and-level flight, Otteson showed me Garmin’s highway-

in-the-sky function. Otteson explained, “You can set the helicopter up if, heaven forbid, you end up in inadvertent IMC, [by loading] an instrument approach with the highway-in-the-sky [function] from where you are to a runway threshold.” The G1000H can also be upgraded with heli-copter terrain avoidance warning system (H-TAWS) and traffic advisory system.

My set-down on the ramp was defi-nitely not as smooth as my set down in the grass, as I began to “stir the pot” and question the height of the skids. Otteson, with the comfortingly calm voice of an experienced instructor, guided me through the set-down, and I silently hoped that not a single soul at Bell had seen my performance. Putting my shame aside momentarily, we flipped the throt-tle switch to idle and shut the 505 down.

In the debriefing room, I discussed the flight with Otteson before heading over for a tour of Bell’s Training Acad-emy. Though both gift shops were closed for the day, I knew I was taking home the best souvenir; an extremely memorable logbook entry. n

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505 advances 206’s legacy

Bell 505PILOT REPORT

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Satcom Direct extends workshop programSatcom Direct (SD, Booth 2005) is expand-ing its professional training offerings for the Brazilian market. The company, which specializes in business aviation connectiv-ity, recently wrapped up an initial round of four-hour workshops that provided an over-view of using the Aircraft Communications Addressing and Reporting System (ACARS) through the SD Flight Deck Freedom data-link communications service to increase situational awareness, security, and safety. The materials, delivered in Portuguese, were designed to help engage flight crews.

Based on the success of that round, SD is following up with courses that could cover electronic flight logs, flight-plan-ning tools, and flight data analysis. SD is working with Brazilian aviation authorities to obtain formal recognition of the educa-tional program. This recognition is antici-pated by the end of the year.

“Understanding the full power of our

flight deck offerings can really enhance the pilot experience, so we’ve designed our local courses to provide useful, prac-tical, and relevant information,” said Ewer-ton Libanio, managing director of SD Brazil, adding the courses are offered for free and are designed to elevate a pilot’s career pro-file and raise industry standards.

The Brazilian pilot courses expand on SD’s portfolio of connectivity courses and certification programs. Working with Comp-TIA, it offers an aeroIT certification program for professionals in IT, management, and aviation networking. The program involves a four-day course focused on satellite net-works, network theory, troubleshooting air-craft networks, and network management. The program can count toward eight FAA Inspector Authorization credits.

Other programs include a two-day aeroCNCT course designed to increase knowledge of onboard connectivity. K.L.

News ClipsBrazilian business is bouncing back, says Dallas AirmotiveDallas Airmotive’s engine MRO business in Brazil has bounced back in 2018 after a poor 2015 and slowly recovering 2016/17, the company reported at LABACE. Whereas airframe MRO work is often dictated by the calendar, engine MRO work is directly governed by how many hours that aircraft are flying and is thus an excellent thermometer with which to monitor the health of the business aviation fleet.

Dallas Airmotive is authorized by OEMs such as General Electric, Honeywell, Pratt & Whitney Canada, and Rolls-Royce.

In Brazil, Dallas Airmotive opened an engine shop in Belo Horizonte in 2009 to perform line and medium MRO across a range of engine types. The facility is the only Honeywell-authorized service center in the country, and the TFE731 turbofan and the ubiquitous Pratt & Whitney Canada PT6A represent the most numerous engine types to be worked on. Honeywell’s HTF7000 range is the largest engine to be serviced in the Brazilian facility.

On-demand helicopter service lifts offIn its first year of operations in São Paulo since starting in April 2017, on-demand helicopter booking service Voom has experienced dramatic growth. The number of trips arranged through the booking engine has grown at a month-on-month rate of 200 percent, while the number of users has grown at 220 percent.

Voom is a wholly owned subsidiary of Airbus Helicopters and offers an Uber-style service for business and other travelers in the world’s most gridlocked cities, where time spent in traffic jams can cost the local economy billions annually. The booking platform takes a journey request and matches it to a helicopter seat within minutes. At the same time, the platform employs a pooling technology that provides seats for up to 80 percent less than the cost of traditional air-taxi services. This reduction in price has the effect of “democratizing” the urban air transport sector.

Embraer opens new Sorocaba interior shopAt Embraer’s Sorocaba facility near São Paulo, Brazil, the company has opened a new interior shop. Located at Bertram Luiz Leupolz Airport in Sorocaba, the Embraer service center provides maintenance services for all of the Embraer Executive Jets products, from the Phenom 100EV to the Lineage 1000.

The interior shop provides custom interiors for new jets as well as refurbishment of older interiors. Products available include carpets; headliners; leather; new veneer and wood varnishing; and flooring products such as stone, wood, vinyl, or leather. Customers can decide on interior materials by reviewing samples at the Sorocaba interior shop.

Embraer Executive Jets will continue as a standalone company, along with Embraer’s defense and security busi-nesses, after Boeing’s planned purchase of an 80 percent stake in Embraer takes place. Embraer CEO Paulo Cesar de Souza e Silva is confident that Embraer Executive Jets will continue developing new and upgraded products and provid-ing strong customer support after the Boeing deal is consummated.

Flavio Pires, CEO of Brazilian business aviation association ABAG, welcomed this year’s new LABACE exhibitors and the more than 2,000 attendees on the first

day. A big concern this year for Brazilian business aviation has been piracy, where non-approved entities are offering charter flights, maintenance, and parts, and ABAG is leading the fight against gray market operators as are other associations and civil aviation authority ANAC.

LABACE exhibitor Pratt & Whitney Canada, which manufacturers turbine engines that power many business aircraft, is forecasting growth in the Latin Amer-ica fixed-wing fleet of 44 percent by 2027, outpacing worldwide growth projected at more than 15 percent for that period. In 2017, said Satheeshkumar Kumarasingam, P&WC’s v-p customer service, GAMA-re-porting OEMs will deliver 80 fixed-wing business aircraft to Latin America in 2027, compared with 41 in 2017. n

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Brazil’s bizav

If you build airports, will the airplanes come?by Richard Pedicini

While Brazil’s economy has become more stable over the last two decades, it still swings between boom and bust. The upcoming presidential election has injected additional uncertainty, with avi-ation vendors and service providers all singing the same tune: once exchange rates stabilize and any candidate wins, customers will start making buying deci-sions again.

But how do economic swings, and espe-cially long downward ones like the reces-sion from which the country is only now recovering, affect people who don’t just buy and sell but must make large long-term investments? AIN spoke with the developer of Cata-

rina Executive Airport, a project of pub-licly held luxury construction firm JHSF. New airports like Caterina will be essen-tial to the healthy growth of business avi-ation in Brazil.

The Catarina Executive Airport is part of a larger project by JHSF on a large plot of land straddling the highway lead-ing west from São Paulo to Sorocaba. On one side of the highway, JHSF completed and operates a fashion outlet mall, and half a dozen additional plots await office towers, hotels, or other uses. Across the highway is the airport and beyond it and so far just on paper, an eventual luxury condominium development, not JHSF’s first.

Not-so-fast TrackCatarina Executive Airport began as

a fast-track project that was to be ready for the 2014 World Cup, and then the 2016 Olympics, including not only an 8,000-foot main runway, enabling the largest intercontinental private jets to arrive directly at the airport, but also an auxiliary runway, and an airport ter-minal and space for FBOs, MROs, and private hangars.

Catarina’s first LABACE included a vast chalet featuring an enormous scale model of the airport. In 2018 its booth has four aerial photos of the runway, which has now received three of an eventual six layers of asphalt.

The auxiliary runway is gone, replaced in the plans several years ago by a long taxiway, and in the current incarnation by a shorter taxiway. But the runway has kept its full 8,000 feet. One of the ramp areas projected for MROs or FBOs is not on the plans but could support a logistics terminal. n

Jet Record Setter Dassault’s Falcon 8X wasted no time getting to LABACE (see box on Page 23 for details of its record-setting flight). The flagship of the Falcon product line is seeing increased popularity among Latin American operators for its combination of long range and runway performance.

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News ClipsPratt & Whitney selects Helipark as Mx facilityAt LABACE, Pratt & Whitney Canada president John Saabas awarded Helipark a plaque certifying its appointment as a Designated Maintenance Facility (DMF). Helipark president João Zeferino Ferreira Velloso said, “John, today Helipark is what it is, in part, because you helped us.”

“Helipark has been a trusted partner for many years,” explained Saabas, “facilitating support of our mutual customers. They have a great quality control system, and they know as much of the market as anyone. Having Helipark as a DMF is a way to expand our reach.”

Helipark is a heliport, hangarage, and maintenance facility based in Carapicuíba, in the São Paulo metropolitan region.

Improvements targeted for Brazil GA airports General aviation (GA) airports in São Paulo state should see improvements, according to Fábio Calloni, superintendent of São Paulo state aviation authority DAESP. The authority manages 20 GA airports, including Sorocaba.

Sorocaba is now home to Embraer, Dassault, Gulfstream, and Pratt & Whitney Canada service centers, as well as FBO World Wide Aviation. Sorocaba’s latest improvement, a control tower, has completed construction, but as Calloni said, “It needs to be installed and operating. He expects the process to be concluded next year.

Internationalization of the airport, he added, “went to [national civil aviation council] CONAER the week before last. It’s a DAESP project, the first project in the country specifically to internationalize a business aviation airport.” DAESP already has achieved internationalization of the airport at São Carlos, home to LATAM’s main airliner maintenance facility. “Next is enabling customs clearance at the airport, so that any aircraft in the world can come to São Carlos for maintenance. It’s expected for this year. Sorocaba is next.”

Helibras turns 40This year Brazil’s only helicopter manufacturer, Helibras, celebrates its 40th anniversary. Originally owned by MGI Participações (Minas Gerais state government), Bueninvest, and Eurocopter, it became wholly owned by the last in 2006. When all Eurocopter divisions were rebranded as Airbus Helicopters in January 2014, Helibras retained its original name. The company was established at São Jose dos Campos on Jan. 1, 1978, moving to its current location at Itajubá in 1980. It has made various Airbus Helicopter designs for the Brazilian market and export to neighboring nations. At LABACE the company is displaying the first EC145 to be delivered to a Brazilian customer.

Sheltair building FXE hangar complexFlorida-based FBO operator and aviation real estate company Sheltair has begun construction on a new 180,000-sq-ft (16,722-sq-m) hangar complex at Fort Lauderdale Executive Airport (FXE) that will be operated by Banyan Air Service (Booth 2014) on its 85-acre aviation cam-pus. The $30 million development, which includes eight hangars capable of shel-tering the latest large-cabin business jets and an additional 30,000 sq ft of office and shop space, will also be the location of Banyan’s new Northside FBO terminal.

“This is an exciting project for us as we are partnering with Banyan Air Service to create the type of facility that comple-ments our respective firms; Sheltair build-ing and managing a new state-of-the-art, multi-million dollar aviation facility, and Banyan’s top-of-the-line, red carpet FBO

services and support to a discerning cus-tomer,” said Jerry Holland, founder, chair-man, and CEO of Sheltair, which operates an FBO nearby at Fort Lauderdale–Holly-wood International Airport. “It represents the mutual respect two aviation service companies have for each other, and a shared commitment to excellence.”

Banyan president Don Campion echoed that sentiment: “On occasion, we may be proud competitors, but at Fort Lauderdale Executive Airport, we’ve aligned our inter-ests with one another for almost 40 years.”

The facility is slated for a late 2019 ribbon-cutting, when Banyan’s satellite terminal will open 24/7. Todd Anderson, Sheltair’s senior vice president for real estate and development, said the project has already received considerable inter-est from local flight departments. C.E.

Honeywell joins Pilatus on Synerjet’s bill of fareby David Donald

In June, São Paulo-headquartered Syner- jet signed a deal to become a premium dealer for Honeywell products. The com-pany is perhaps best known as the sole sales representative for Pilatus products in Latin America (not including Mexico), and is presenting a PC-12NG here at the São Paulo show.

As a Honeywell dealer, Synerjet can market products throughout the world but is naturally focusing on its Latin American marketplace. It can also mar-ket any Honeywell product, but it sees avionics and connectivity as the key sec-tors, especially as operators prepare for new regulations. As well as the sales and marketing, Synerjet will manage instal-lations and the acquisition of the STCs (supplemental type certificates) that go with them.

In its Pilatus business, Synerjet reports considerable interest in the PC-24. The twinjet’s short-field and unimproved run-way capability is of great interest to the agricultural business, not only in Brazil but also in neighboring countries such as Argentina and Chile.

However, Pilatus has temporarily closed the order book for the PC-24 as it concentrates on the first three years of production, which amounts to 84 air-craft. Three aircraft from that batch will arrive in South America next year, but the earliest availability for further sales from the region after the order book re-opens—with new pricing—is likely to be 2021.

In the meantime, the PC-12 turbo-prop single continues to be a good seller throughout the continent, mostly to the agricultural and associated industries. n

Pilatus PC-12 NG

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Cirrus experience makes buying easy by Richard Pedicini

While the aviation business in Brazil is concentrated in São Paulo, the business aviation user often is not. Brazilian repre-sentative Plane Aviation’s solution is the

“Cirrus Experience” roadshow, of which more than 80 have been held around Brazil with marketing partners, currently Banco Alfa, Timbro Trading, Vokan insurance bro-kerage, and Truckvan. A shipping container opens to an air-conditioned stand, with a fold-out porch in front and a glassed-in bay expanding behind. The stand is on display during LABACE at Static 5128.

“This year has been very challenging,” said Plane Aviation president Sergio Benedetti,

“given the country’s financial and economic situation. Demand is low, and improve-ment is not expected until next year.

“The great uncertainty of the economy affects the value of the dollar, and that affects business. Only after the elections will things stabilize. The value of the dol-lar is one of the things that most affect sales,” he said, expressing a concern

echoed by many others at LABACE. “The dollar was stable around R$2.10, and now it’s unstable around R$3.90.”

One of the sectors remaining strong in Brazil is agribusiness because commodity prices are in dollars. For that market, the Cirrus Vision Jet is especially well posi-tioned. While LABACE is the Vision Jet’s first public showing in Brazil, Benedetti noted that it’s been here once for a private showing to position holders, one in 10 of whom are Brazilian. Plane Aviation has two additional positions this year. The first deliv-ery of a Vision Jet in Brazil will be in January.

“Plane does only aircraft sales,” he said. “Besides Cirrus, we also represent Maule in Brazil.” Support and training are pro-vided by partners, with 25 maintenance centers in Brazil, and a training center, located like Plane in Jundiaí, named Air Training. The company offers a simula-tor that can be configured for Avidyne or Garmin avionics, and it includes an airframe parachute simulation.

Finance partner Banco Alfa’s VIP branch finances aircraft and yachts, VIP product manager Ana Carolina Monteiro Portela explained. Dealing with aircraft buyers, she sees “good indications that the mar-ket is recovering,” but, she added, “Uncer-tainties such as the election and so on make many clients hesitate. Many clients are holding off.”

Alfa is ready when the market improves and is working to increase market share.

“We believe that next year, the market will heat up, ” she said, adding, “Cirrus and the tradings [import firms with special tax advantages] are good partners. They serve the market Alfa serves. Partnering with Cirrus helps us expose ourselves more to the market.” n

News ClipsGarmin adds South America nav databaseGarmin (Booth 2008) is expanding its navigation database to South America and making it available in its Americas OnePak. This OnePak provides nav data coverage for North, Central, and South America. Database updates are available for all Garmin avionics and include a qualifying Garmin portable device for one aircraft.

Price of the South America coverage starts at $149 for a single update or $399 for an annual subscription, and the Americas OnePak is $724.

Buyers of a OnePak subscription who are also Garmin Pilot app subscribers receive an upgrade to the IFR Premium service, which includes South America coverage. The new South America coverage should be available in October.

Gulfstream promotes Pedro Ruiz to regional v-p slotGulfstream has promoted Pedro Ruiz to regional vice president of new aircraft sales for Brazil and southern South America. Ruiz has been with the company since 2007 and most recently served as regional sales manager for Florida and Latin America. He will be responsible for providing Gulfstream sales support to customers in Brazil, Argentina, Bolivia, Chile, Paraguay, Peru, and Uruguay. Ruiz is based in West Palm Beach, Florida, and reports to Fabio Rebello, regional senior vice president of sales for Florida and Latin America.

FlightSafety PT6A training aimed at agricultural operatorsBrazil-based agricultural aircraft operators can learn more about how their Pratt & Whitney Canada PT6A engines operate, thanks to a new training course that FlightSafety International implemented last December.

The Pratt & Whitney Canada PT6A Series Pilot Familiarization Course is available in Botucatu, Brazil, as well as Bangalore, India; Brisbane, Australia; Dallas/Fort Worth, Texas; Haikou, China; Johannesburg, South Africa; Montreal, Canada; Paris Le Bourget, France; Singapore; Toronto, Canada; West Palm Beach, Florida; and Wichita, Kansas. The Botacatu center is operated by Aeroglobo, which is a FlightSafety-approved facility.

Topics covered in the class include normal and abnormal operation, and operational procedures plus recommendations to help operators achieve maximum performance and peak efficiency from their PT6As.

Though current exchange rates create a challenging sales environment, Cirrus representative Plane Aviation sees the agribusiness sector as a strong market.

IBAC sets industry audit standardsIBAC (the International Business Aviation Council) is exhibiting at LABACE (Stand 5006) as part of its support for ABAG and the Brazilian business aviation community. Experts are on hand to explain the bene-fits of being a member of the organization, and to provide advice to existing members.

IBAC was formed in 1981 to represent the international interests of business aviation and in 1989 was formally recognized and given observer status by ICAO (the United Nations’ specialized International Civil Avi-ation Organization). IBAC operates from the same Montreal headquarters as ICAO.

Two major campaigns have seen the development of standards for opera-tors and ground handlers in the sector. The IS-BAO (International Standard for Business Aviation Operators) standard was launched in 2002, with the IS-BAH

standard for handlers initiated in July 2014. Both schemes were created “by the indus-try, for the industry” and set standards against which companies can be audited for compliance. The goal is to increase effi-ciency, customer reassurance, and, above all, safety. Among the aims of IBAC’s con-tinual engagement with business aviation companies at events such as LABACE is the development of the two standards based on feedback from members.

A recent development for IBAC is that the council has just approved the CORSIA (carbon offsetting and reduction scheme for international aviation), with reporting in ICAO member states due to begin on Jan. 1, 2019. CORSIA seeks to reduce and regulate carbon emissions and to estab-lish a transparent and fair environment for offsets and reductions. D.D.

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Falcon 8X breaks speed record on flight to BrazilDuring the flight from Teterboro, New Jersey, to São Paulo, Brazil, for the LABACE show, Dassault’s Falcon 8X, the largest jet in the French manufac-turer’s current model line, set a new speed record.

The record flight was between Teterboro Airport (KTEB) and Foz do Iguaçu, Brazil (SBFI), and achieved an average speed of Mach 0.86 for a total time of 8 hours 46 minutes. Dave Belastock captained the flight along with first officer Ryan Duveneck.

The record has been submitted to the U.S. National Aeronautic Association and is pending formal approval. M.T.

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