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GENEVA, SWITZERLAND, May 28, 2018 - Today, a coalition of international business aviation organizations joined government officials to redouble their focus on advancing the development and adoption of Sustainable Alternative Jet Fuel (SAJF), reflecting the industry's long-standing commitment to emissions reduction, including, among other aims, carbon neutrality from 2020 forward.

 

The announcement was made at a media luncheon ahead of the European Business Aviation Convention & Exhibition (EBACE2018), taking place May 29-31 at Geneva's Palexpo, and Geneva Airport.

 

At the heart of this initiative is a new product - the "Business Aviation Guide to the Use of Sustainable Alternative Fuel (SAJF)" - focused on raising awareness and adoption of available and emerging sustainable alternative jet-fuel options, and providing a roadmap for the education about, and use of, SAJF.

 

To download the Business Aviation Guide visit FutureOfSustainableFuel.com.

 

The guide has been produced by a coalition, which includes the European Business Aviation Association (EBAA), the General Aviation Manufacturers Association (GAMA), the International Business Aviation Council, the National Air Transportation Association (NATA), and the National Business Aviation Association (NBAA). Valuable technical assistance was provided by the Commercial Aviation Alternative Fuels Initiative (CAAFI) and the Air Transport Action Group (ATAG).

 

The Guide makes three points clear:

 

  1. SAJF for business aviation are safe, approved, and available today, though in limited quantities,
  2. The fuels offer myriad benefits, including those in support of the sustainability of business aviation, corporate responsibility and reduced emissions,
  3. The fuels are produced from multiple feedstocks, which are sustainable, renewable resources, and are therefore an environmental "win-win."

"The business aviation community has a long and successful history of innovation when it comes to promoting the policies, products and procedures that reduce the industry's carbon footprint," said NBAA President and CEO Ed Bolen. "With this initiative, we underscore our effort on what has always been an important priority."

 

"The European Business Aviation Association is very proud to have contributed to this project, which will aim to increase the availability of sustainable alternative jet fuel, directly contributing toward our sector goals, and therefore reducing our overall environmental impact," said EBAA Chairman Juergen Wiese.

 

"Our collective effort as an industry, including the publication of the 'Business Aviation Guide to the Use of SAJF,' is a key step forward, which will raise awareness and benefit our stakeholders, our environment and our business," said David Coleal, Chair of the General Aviation Manufacturers Association's Environment Committee and President, Bombardier Business Aircraft. "This initiative is not only about fuels; it reflects our sector's overall commitment to climate change. Civil aviation, including the business aviation sector, is the only global industry to have developed clear, concrete and measurable efficiency goals. By expanding the definition of value creation to include environmental and social impact, we are securing returns for years to come, and building a brighter, cleaner future for our next generations."

 

"Business aviation has always been an early-adopter of technologies that have improved fuel efficiency and reduced environmental impacts," stated International Business Aviation Council Director General Kurt H. Edwards. "Sustainable alternative jet fuels are a new technology available now for use by our innovative community. Their growing use will be a critical component of business aviation's global commitment to mitigate and reduce carbon emissions, and to meet our aspirational goal of carbon-neutral growth from 2020."

 

"As sustainable alternative jet fuel is in its introductory stage for general aviation, the National Air Transportation Association believes it is imperative for the industry to continue to work in a collaborative manner, to both educate the aviation community and make its widespread use a reality. If an operator or an FBO is interested in using SAJF, it is important that they contact their fuel supplier," stated NATA Executive Vice President of Operations & General Counsel Timothy Obitts.

 

“The general aviation manufacturing industry is proud to partner with the rest of the industry on this important initiative that demonstrates our commitment to achieving the climate-change goals we set for the industry in 2009, and which will ensure we will continue to grow in a sustainable manner. I also want to extend a special thank you to Ms. Fusco from the European Commission for her presence here today, in support of this important sustainability initiative for aviation,” said Pete Bunce, President and CEO of the General Aviation Manufacturers Association.

 

Follow business aviation's commitment to alternative fuels on Twitter and Facebook at #Sustainability. And please visit IBAC at EBACE, stand C56 to learn more and to pick up a copy of the new SAJF Guide.

 

For more information, please contact: Marj Rose, IBAC Communications Consultant, comms@IBAC.org

FONTE: IBAC

DECEA realiza pesquisa sobre a reestruturação da Terminal São Paulo:

o questionário é direcionado a pilotos (civis e militares) e controladores de tráfego aéreo

O Departamento de Controle do Espaço Aéreo (DECEA) realiza até 31 de maio, uma pesquisa de opinião sobre a Reestruturação na Área de Controle Terminal São Paulo, denominado Projeto TMA-SP Neo.

 

O objetivo é conhecer a percepção dos controladores de tráfego aéreo e pilotos do sistema em relação à circulação aérea da TMA-SP. Os usuários poderão, também, deixar críticas, sugestões e considerações.

 

Acesse os links e responda à pesquisa:

 

Controlador de tráfego aéreo – clique aqui

 

Piloto – clique aqui

 

O gerente do projeto, adjunto do chefe da Divisão de Operações do Serviço Regional de Proteção ao Voo de São Paulo (SRPV-SP), Major Aviador Robson Laube Roque Moreira, afirma que esta iniciativa prioriza o Processo de Decisão Colaborativa, nas quais os aeroportos, empresas aéreas, pilotos, controladores de tráfego aéreo não apenas são ouvidos, mas participam ativamente das etapas. “A pesquisa vai ao encontro a essa estratégia, dando oportunidade aos usuários do sistema participarem do desenvolvimento do projeto”.

 

De acordo com o oficial, a intenção é manter a política de melhoria contínua aplicada pelo DECEA, modernizando as trajetórias da Terminal São Paulo. “A reestruturação visa proporcionar uma maior eficiência energética, por meio da redução de combustível gasto pelas aeronaves e consequente redução das emissões de carbono (CO²), além de diminuir a carga de trabalho dos controladores de tráfego aéreo e pilotos”, destaca o Major Moreira.

 

Haverá uma remodelação completa das rotas das aeronaves que voam por instrumento dentro da Terminal São Paulo, por meio dos recursos da Navegação Baseada em Performance (PBN, do inglês Performance Based Navigation), além da aplicação das melhores práticas observadas nas terminais mais congestionadas do mundo. O projeto, que envolve planejamento, treinamento e execução, já encontra-se em andamento, e a previsão do início dos novos procedimentos de navegação aérea é para setembro de 2020.

 

Fluidez e segurança nas operações aéreas - Entre os principais benefícios esperados após as alterações na TMA-SP, destacam-se a melhoria da eficiência das rotas dentro da terminal, a maior fluidez das operações, a absorção do aumento da demanda do tráfego aéreo nos próximos dez anos e a manutenção dos elevados índices de segurança operacional no espaço aéreo.

 

Segundo o chefe do Subdepartamento de Operações do DECEA, Brigadeiro do Ar Ary Rodrigues Bertolino, a reestruturação da Terminal São Paulo está alinhada com os objetivos de desenvolvimento sustentável da Organização das Nações Unidas (ONU). “Com a iniciativa, agregaremos maior eficiência ao gerenciamento do tráfego aéreo, contribuindo para redução no tempo de voo, no consumo de combustível, na poluição do meio ambiente, além da diminuição da carga de trabalho dos controladores e tripulação” – esclarece o oficial-general.

 

Brigadeiro Bertolino afirma, ainda, que a colaboração dos usuários do sistema é essencial para avaliar a estrutura atual da Terminal São Paulo: “A pesquisa contribuirá para identificar oportunidades de melhorias na concepção do espaço aéreo da nova TMA-SP”, pontua.

FONTE: DECEA

COAF lança Curso a Distância sobre “Prevenção à Lavagem de Dinheiro e ao Financiamento do Terrorismo (PLD/FT)"

O Conselho de Controle de Atividades Financeiras - COAF, com apoio da Escola de Administração Fazendária - ESAF lança curso de Ensino a Distância (EAD) sobre “Prevenção à Lavagem de Dinheiro e ao Financiamento do Terrorismo (PLD/FT)”, cujo objetivo é aproximar os fundamentos teóricos de PLD/FT ao dia a dia das pessoas supervisionadas, utilizando-se de conceitos, imagens e exemplos práticos para compartilhar informações relevantes sobre o assunto, de maneira didática e atrativa.

 

O curso não pretende esgotar o assunto PLD/FT, mas apresentar os aspectos básicos do tema, sendo sugerida a leitura de material complementar disponibilizados em "links úteis" do EAD.

 

O tema é abordado em quatro tópicos, a saber:

1- Conhecendo o tema PLD/FT;

2- A evolução histórica do tema PLD/FT;

3- O sistema brasileiro de PLD/FT;

4- As pessoas supervisionadas e o que se espera delas.

 

Dentre as obrigações das Pessoas Supervisionadas constam o treinamento de empregados e a disseminação do conteúdo ao quadro de pessoal por processos institucionalizados e contínuos. Assim, o referido curso é uma importante ferramenta de apoio que o COAF disponibiliza gratuitamente para auxiliar as pessoas supervisionadas no cumprimento das previsões normativas.

 

O Curso tem carga horária de 20 horas e uma avaliação ao final, após a qual, se aprovado com no mínimo 70% de aproveitamento, o aluno obterá um certificado emitido pelo COAF/ESAF.

 

Para acessar o treinamento: www.coaf.fazenda.gov.br

Operação da ANAC contra o táxi-aéreo clandestino interdita mais uma aeronave

No domingo 20/05, mais uma aeronave foi interditada pela prática irregular do táxi-aéreo. A aeronave de matrícula PR-STJ transportava a cantora Marília Mendonça para um show na cidade de Jundiaí (SP) e não possuía homologação para táxi-aéreo e, portanto, não poderia realizar o transporte remunerado por parte da cantora, por não garantir as condições mínimas de segurança deste tipo de transporte. O avião turbofan foi contratado pela produtora Workshow Produções Artísticas, a mesma produtora das cantoras Maiara e Maraisa que tiveram a aeronave interditada pelo mesmo motivo, na última segunda-feira (14/05).

 

O avião que estava sendo utilizado pela cantora Marília Mendonça foi monitorado por meio de uma operação da ANAC para que fosse constatado em flagrante a prática clandestina do táxi-aéreo. No momento da abordagem, no aeroporto de Jundiaí (SP), a cantora e os passageiros tiveram que prestar esclarecimentos para os fiscais da Agência. Além da interdição da aeronave, os pilotos tiverem as habilitações suspensas cautelarmente. Até que o caso seja esclarecido, pilotos e aeronave ficam proibidos de voar.

 

Durante a ação de investigação, a ANAC constatou que além do avião utilizado pela cantora Marília Mendonça, a produtora da cantora e da dupla Maiara e Maraisa, a Workshow Produções Artísticas,  também subcontratou a aeronave de prefixo PP-BEE que era utilizada irregularmente no transporte da dupla sertaneja. Após a ANAC questionar a produção das cantoras sobre a prática ilegal do serviço, por meio telefônico e ofício, a organização limitou-se a não responder à Agência, ocasionando na interdição das duas aeronaves, sendo a que transportava a cantora Marília Mendonça em flagrante. A interdição é cautelar e consiste na preservação da segurança dos passageiros e da ordem pública, até que os fatos sejam esclarecidos pelos operadores das aeronaves, pelos pilotos e pelos contratantes do serviço.

 

Esse tipo de medida adotada pela Agência tem por objetivo coibir a prática clandestina de comercialização de serviços aéreos e foi realizada após identificação da necessidade de intervenção pela área de fiscalização da ANAC. Após conclusão da investigação ou mesmo durante o andamento do processo administrativo instaurado para apurar o caso, o piloto e o operador da aeronave poderão ser multados e cassados.

 

Além da aplicação de sanções administrativas, a ANAC encaminhará denúncia ao Ministério Público e à Polícia para que sejam tomadas medidas no âmbito criminal. A operação irregular de táxi-aéreo, também conhecido como táxi-aéreo pirata, é uma infração ao Código Brasileiro de Aeronáutica e pode configurar crime, conforme previsto no artigo nº 261 do Código Penal, pois coloca em risco vidas de pessoas a bordo e em solo.

 

Campanha

Para conscientizar a população sobre a contratação de táxi-aéreo, a ANAC e o Ministério dos Transportes, Portos e Aviação Civil lançarão no início de junho a campanha “Voe seguro, não use táxi-aéreo clandestino”. A iniciativa trará mais informações sobre o que deve ser pesquisado antes de contratar um táxi-aéreo e que denúncias podem ser feitas à ANAC pelo telefone 163.

 

Importante

O serviço de táxi-aéreo é autorizado e fiscalizado pela ANAC, razão pela qual só pode ser prestado por empresas que cumpram uma série de requisitos que tornam esse transporte o mais seguro possível.

Ao contratar um serviço de táxi-aéreo, é essencial que o usuário certifique-se de que a empresa está autorizada a prestar o serviço. É ainda recomendável que o usuário consulte a situação da aeronave (avião ou helicóptero) a ser utilizada pela empresa.

 

Para facilitar o acesso às informações aos usuários desse serviço, há um ícone específico “Contratação do Serviço de Táxi-aéreo” na página inicial do site da ANAC. Ao clicar nele, o contratante é direcionado para esta página http://www.anac.gov.br/assuntos/passageiros/taxi-aereo, onde há uma breve orientação sobre a forma correta e segura de contratação do serviço de táxi-aéreo, além de listagem das empresas ativas e consulta online sobre a regularidade das aeronaves, entre outras informações.

Outras empresas (aplicativos e empresas de turismo) também podem comercializar os voos, desde que o serviço seja realizado por empresa de táxi-aéreo certificada. Nesse caso, o usuário poderá consultar no site da ANAC se a aeronave e a empresa de táxi-aéreo estão devidamente autorizadas para executar o serviço.

 

Atenção: O contratante, ao perceber que a aeronave que fará o transporte não está registrada como táxi-aéreo na ANAC, deve denunciar o prestador do serviço pelo número de telefone 163, ou pelo Fale com a ANAC, pela internet. Nesse caso, o sigilo do denunciante é mantido e as penalidades só são aplicadas aos envolvidos na prestação do serviço. A prática irregular do táxi-aéreo é crime.

 

FONTE: ANAC

Entrega de helicópteros no mundo aumenta 19,7% no primeiro trimestre do ano

Segundo o relatório do primeiro trimestre de 2018 divulgado pela Associação de Fabricantes de Aviação Geral (GAMA), houve um aumento de 7,9% no total de aeronaves entregues nos primeiros três meses do ano comparado com o mesmo período de 2017. No total foram entregues 666 unidades, entre aeronaves convencionais, turboélices, jatos e helicópteros, com valor de US$ 4,5 bilhões, comparado com 617 aeronaves, somando US$ 4,2 bilhões no mesmo período do último ano.

 

As aeronaves turboélices registraram um aumento de 13,8%, com entrega de 115 unidades até março, contra 101 nos três primeiros meses de 2017. Sobre os helicópteros, as entregas no período apresentaram o aumento mais significativo, de 19,7%, totalizando valor de US$ 6,7 milhões com 219 entregas contra 183 no valor de US$ 5,6 milhões no primeiro trimestre de 2017. A América Latina apresentou uma queda de 86% em relação ao mesmo período do ano passado, onde o Brasil representa grande influência. A incerteza na economia, e por se tratar de um ano politico, faz com que o capital de investidores nacionais e internacionais seja destinado para o mercado de juros americano. Já a América do Norte, representando 77% do total, liderou o volume de entregas, puxada principalmente pelos EUA, que vê seu Produto Interno Bruto (PIB) crescer ao menos 2,3% por quatro trimestres seguidos. A Europa vem em seguida em número de entregas no período, onde apresentou um aumento de 16,5% comparado com o mesmo período de 2017.

 

FONTE: FLAP INTERNACIONAL

Empresas aéreas debatem uso compulsório de bioquerosene

Setor sugere tratamento específico para aviação no projeto do RenovaBio do Governo Federal

O Ministério de Minas e Energia tem investido no programa RenovaBio, que pretende reduzir as emissões de combustível fóssil e incentivar o uso de biocombustíveis. Entre os objetivos está o uso de combustíveis a partir de fontes renováveis na aviação comercial.

 

Porém, o setor discute a viabilidade da inclusão do transporte aéreo no projeto do Governo Federal. A ABEAR (Associação Brasileira das Empresas Aéreas) enviou um documento ao Ministério onde reforça a necessidade de tratamento específico para a aviação no contexto do RenovaBio. A associação propõe que o querosene de aviação (QAV) fóssil não seja incluído na determinação das metas de compensação até que exista uma produção relevante de bioquerosene no Brasil.

 

Atualmente o Brasil possui uma ampla base de produção de etanol e biodiesel, utilizado nos transportes rodoviários, contudo, tais combustíveis não podem ser usados na aviação comercial. A ABEAR sugere que as metas sejam consideradas somente quando o mercado possuir, comercialmente, uma produção de bioquerosene acima de 1% da necessidade do setor, que corresponde a 70 milhões de litros/ano atualmente.

 

Para o setor o uso de fontes alternativas pode representar ainda uma redução na dependência dos humores do mercado, já que o equilíbrio financeiro das empresas aéreas é, em grande parte, sujeito às volatilidades do câmbio, que tem o combustível como principal item de custo.

 

FONTE: AeroMagazine Por Edmundo Ubiratan

Spotlight on the New Cessna Citation Longitude

Textron Aviation is now in full production of its new super midsize Citation Longitude, and the company expects FAA certification any day now. Once certified, the aircraft will be the company’s largest to reach market to date, pending development of the now-suspended Hemisphere program.

 

Textron recently flew one of the Longitude test aircraft 31,000 nautical miles on tour around the globe. While it was in Singapore, we had the chance to check it out and talk to Rosa Lee Argotsinger, director of aftermarket sales, about what this new business jet brings to the market.

for video click here.

FONTE: Business Jet Traveler

Iron Maiden’s Bruce Dickinson has a few things to say about Embraer’s Legacy 500

Iron Maiden’s Bruce Dickinson, an accomplished pilot, recently visited Embraer to spend some time flying a Legacy 500, which the employees personalized for the occasion. Here’s what he had to say about it.

for video click here.

FONTE: AIN

Bruce Dickinson interview in Business Jet Traveler magazine

Bruce Dickinson sings lead with the British rock band Iron Maiden, which formed in 1975 and has released 38 albums, many of which have achieved gold or platinum sales status in the U.S. and U.K. Dickinson joined the group in 1981 and has been with it ever since, with the exception of a six-year period beginning in 1993, when he left to focus on a solo career. He and his bandmates are currently on a five-month, six-continent tour to promote their first album in five years, The Book of Souls. They’re traveling-along with 12 tons of equipment-in a vividly liveried leased Boeing 747-400, dubbed “Ed Force One,” after the band’s mascot, “Eddie.”

 

An avid aviator, Dickinson worked as a pilot for the now-defunct Icelandic airline Astraeus. He is type-rated on the Boeing 737 and 757 and expects to soon be type-rated on the 747. (He is finishing his training on that model during the current band tour.) He also co-owns Cardiff Aviation, in Wales, U.K., with business partner and ex-Astraeus CEO Mario Fulgoni. That organization, based at a former military airfield with a 6,000-foot runway, serves as a pilot-training center. It is also a maintenance, repair, and overhaul facility that employs about 100 people and has approvals to work on all Boeing narrowbody types. It recently won a contract to support the African nation Djibouti’s national airline.

 

Dickinson is chairman of Aeris Aviation, which distributes the Eclipse jet in the U.K. (on which he is also type-rated), and he owns, flies, and displays a replica Fokker Dr1 403/17 triplane with the Great War Display Team. He is an investor in the Airlander project, which is building the world’s biggest airship, and chairman of the U.K. charity Flying Scholarships for Disabled People.

 

As if performing with a rock band and multiple aviation activities weren’t enough to keep him busy, Dickinson has several other sidelines. He played a major role in developing Iron Maiden’s Trooper beer, which is sold in 55 countries. He is an Olympic-standard fencing champion and the host of radio and TV shows. And he has turned out a pair of successful satirical novels, The Adventures of Lord Iffy Boatrace and The Missionary Position: The Further Advances of Lord Iffy Boatrace.

 

Oh, and he has just recovered from cancer.

 

A modest man who eschews iPhones in favor of a 10-year-old Nokia, he once told Britain’s Daily Telegraph, “Life is too short to do the things you don’t love doing. If your only arbiter of anything is money, really you should…go and rob banks.”

 

How’s your health these days?

It’s been great. It’s almost a year to the day since I got my diagnosis. It’s interesting to reflect and think, “Where was I a year ago?” The powers of recuperation are quite incredible. I say, “Good little body, thank you very much.”

 

That’s wonderful news for you and your fans, and I suspect it offers encouragement to anyone who has cancer.

I’ve been astonished at the number of people who have sidled up to me and said, “Oh, well done,” and it turned out that they had had exactly the same [tongue] cancer that I had. One guy instructing me on the 747 had it 15 years ago. I was in Djibouti and along comes a British diplomat who said, “Guess what?” and he has the same cancer. It’s extraordinary how many people pop into your life after the diagnosis and you share a common experience.

 

What resources did you draw on to help you recover?

I treated it as a project. You go through stages of anger or feeling sorry for yourself. I thought, “Enough of this. It’s not going to do me any good.” It’s not my natural state, and it won’t affect the outcome. What will affect the outcome could be a positive attitude…[and] knowledge. Knowledge of what was going on with your body, understanding of the nature of the disease, understanding of the drugs.

 

And [learning about] it gives you something to do. Having cancer is bloody boring because you sit there and you take your drugs and can’t really do a lot. You’re wiped out, and you run out of shows to watch on daytime TV.

 

I think a dark sense of humor helps. My wife was unbelievable. In a sense it’s harder for the people around you because the two worst bits about it are one, not knowing; two, the people around you who don’t know what the outcome is going to be, and they’re also not going through what you’re going through when you’re going for the treatment. You don’t dwell on the bad stuff, unless the bad stuff happens. It’s like engine failures on airplanes.

 

Talking of airplanes, when did Bruce the aviator come in?

Until age 30, plastic airplanes and Biggles were as far as I got. [Biggles is a fictional British storybook hero, who was a World War II pilot. - Ed.] I was rubbish at math and physics, and I talked myself out of applying to the Royal Air Force. Luckily for the U.K. military I became a rock singer instead.

 

I was always interested in aviation. We were in Jersey writing an album and Nicko McBrain, our drummer, decided to learn to fly. Then I was on a family holiday in Florida, so I tried a lesson. My life changed. Every little boy has a fantasy. My heroes were U-boat captains, test pilots, astronauts, and fighter pilots. I got to fly a Cessna 152, and I thought, “Wow, this is incredible.”

 

And now you fly a stunning Boeing 747-400. How did you feel when you saw it for the first time?

Absolutely jaw dropping. What we’ve got here is something unique that differentiates us. When we did the [tours with a] 757 it was a bit of a first, and the straightforward business case for it became apparent. After doing it once around the world, the management came up to me and said, “Can we do it again?” We did three times around, and then sadly Astraeus went under. This [747] aircraft just cropped up.

 

What advantages does it offer?

The greatest benefit of traveling in a 747 is that because of its colossal size and freight capacity we can carry our stage production and all our stage equipment in the cargo hold without having to make any of the immense structural modifications needed to do this on the 757. Although in reality we cannot carry much more gear, the savings in complexity, time, and cost make using the 747 even more practical. There is much more room for band and crew. Furthermore, it is marginally faster - Mach 0.85 - and the range of around 7,000 nautical miles is much greater, which means we will not have to make the refueling stops we needed to with the 757.

 

How does the band work? Do you write the songs together?

Everybody writes on their own, and then we all tend to meet around each other’s houses. It’s a bit like how we used to write when we were school kids.

 

You’re upbeat, yet you have a dark sense of humor. Book of Souls has a lot of darkness in it.

When we wrote Book of Souls, I finished it and then got sick. It is a dark album. If you look now at the world, there are all these kind of millennial groups and apocalyptic people springing up all over the place. I think it tends to reflect in people’s psyches, and musicians are no different [than anyone else].

 

One of the tracks, “Death or Glory,” is about World War I dogfighting tri-planes. How do you find that kind flying with your replica Fokker Dr1 403/17?

That is some of the hairiest flying I’ve ever done. These airplanes have quite primitive wings in terms of their stall characteristics, and were comparatively slow. We get up to around 120, 130 miles an hour. We’re flying, chasing each other 50 or 100 feet off the ground, or doing head-on passes. However, we’ve got a great big whirling prop at the front, chucking out a big old slipstream. I’ve almost been inadvertently knocked upside down, 50 feet above the deck in a World War I full-size replica. Trust me-it gets your attention.

 

You think about where to position the airplane so the spectator gets a great view, but you also keep yourself out of the firing line in terms of the slipstream. You’re thinking about what the spectator sees, not necessarily what might be effective in combat. It’s almost like you’re the actor and the director when you’re in a display, because you’re doing the performing, but you are creating a moving image.

 

So you think in pictures all the time?

It’s the same thing with fencing. I wanted to do boxing, because I wanted to fight people. Boxing seemed like a fair enough way to do it, but they didn’t do boxing at school. A bloke turned up and said, “Any kids fancy learning to sword fight?” I realized that was way more exciting than thumping somebody in the head. You could get the whole combat thing, but without the brain damage, and suddenly my desire to fight people was very much muted. The one thing about fencing is that there’s always somebody out there who can beat you and you’ll always have to come up with a different strategy. No two days are ever alike. Welcome to aviation!

 

There’s a lot of physicality in what you do, whether it’s fencing, being a pilot, or being a singer. Why is that?

It’s all three-dimensional space, and I’m a tactile learner. Somebody once said, “What’s the point of words when equations say it so much more elegantly?” With me, it’s the other way around. I would rather read a half page of words and understand the concept than look at a line of X squared equals Y squared equals gobbledygook, but that’s because I don’t have that kind of a brain. Probably about two-thirds of pilots are X-squared, Y-squared types. The math thing is an expression of how things actually work, but you don’t need to reduce your life to a series of equations.

 

What drew you to the charity Flying Scholarships for Disabled People?

I got involved with FSDP when I was invited to sit in on its selection process. I’d been invited to fly with Nathan Doidge, “the most disabled pilot in the world” [Doidge’s nickname for himself], which was a humbling experience. The scholars are so inspiring. The determination that they use to face the challenges that they face, and the mental toughness they display, is remarkable. FSDP brings them back to life and back into the real world away from the depths of depression.

 

How long will you keep working with Cardiff Aviation?

I don’t understand this exit nonsense. If I’m generating 30 or 40 million [pounds] a year and we’re making five million or more on that, and I’m enjoying the business, why would I exit? If I do exit, what do I do then? Sit in my pile of cash and be too old to enjoy it?

 

FAST FACTS

Name: Paul Bruce Dickinson

Born: Aug. 7, 1958 in Worksop, Nottinghamshire, U.K.

Occupation: Lead singer of the heavy-metal band Iron Maiden. Also, owner/investor in aviation businesses, radio and TV show host, novelist, and former airline pilot.

 

FONTE: by Liz Moscrop / Bruce Dickenson PHOTO: Carol Moir

JetSuite Plans a Future with Hybrid Electric Aircraft

JetSuite will be the launch customer for Zunum Aero’s 12-passenger hybrid-to-electric aircraft, the companies announced this morning. Through the partnership, JetSuite plans to add up to 100 Zunum Aero aircraft to its fleet.

 

The aircraft, the first of a planned family of regional platforms, will be available for delivery in 2022, following the start of flight testing next year, according to Zunum. The company said its aircraft are optimized for distances up to 1,000 miles, have a maximum cruise speed of 296 knots and can take off using just 2,200 feet of runway.

 

According to the companies, the Zunum aircraft will enable JetSuite to provide “fast, quiet, and comfortable service to its customers while reducing its carbon footprint by up to 80 percent.” Zunum claims its aircraft will “refresh the roughly $1 trillion stock of aircraft currently serving regional routes.”

 

“We appreciate the boldness required to change the status quo, and we see it in spades at Zunum,” said Alex Wilcox, founder and CEO of JetSuite and JetSuiteX. “We share Zunum’s vision for hybrid-to-electric aviation. With this partnership, we expect to bring ever more efficient and environmentally friendly aviation solutions to our private and semi-private jet customers.”

 

FONTE: AINonline by Chad Trautvetter

ANAC instaura Audiência Pública e promove Reuniões Participativas sobre “Manutenção Preventiva por Pilotos”

A Agência Nacional de Aviação Civil (ANAC) instaurou a Audiência Pública n° 09/2018 para colher contribuições da sociedade acerca das alterações propostas em Regulamentos Brasileiros de Aviação Civil (RBAC) decorrentes do tema da Agenda Regulatória sobre “Manutenção Preventiva por Pilotos”.

 

São afetados pelo tema os RBAC n° 43 (Manutenção, Manutenção Preventiva, Reconstrução e Alteração), n° 135 (Requisitos operacionais: operações complementares e por demanda), n° 137 (Certificação e requisitos operacionais: operações aeroagrícolas) e n° 145 (Organizações de Manutenção de Produto Aeronáutico), cujas minutas e justificativas, juntamente com o formulário eletrônico para contribuições, encontram-se disponíveis na página da Audiência Pública do site da ANAC, acessível neste link. As contribuições somente poderão ser enviadas até 22/06/2018 exclusivamente pelo formulário eletrônico disponibilizado.

 

As alterações em RBAC propostas foram divididas em quatro grupos:

  • operações segundo RBHA 91 pelo piloto proprietário ou operador da aeronave: Para este grupo, são propostas alterações no RBAC n° 43, alterando o modelo atual em que a manutenção preventiva por pilotos é permitida apenas para aeronaves aeroagrícolas, planadores, motoplanadores e aeronaves leves esportivas, para outro, inspirado na regulamentação da European Aviation Safety Agency (EASA), em que somente pilotos proprietários podem realizar manutenção em aeronaves com Peso Máximo de Decolagem de até 2730 kg e sem motor a reação e não utilizadas em operações comerciais, dentre outras regras;
  • operações sob quaisquer regras, exceto RBAC 121, por piloto contratado: Para este grupo, são propostas alterações no RBAC n° 145, para permitir que pilotos profissionais possam também realizar manutenção preventiva e reconfigurações simples da aeronave, mediante designação realizada por uma organização de manutenção. Neste modelo, também inspirado na regulamentação EASA, a manutenção é realizada sob o Certificado de Organização de Manutenção (COM) da organização de manutenção, e, para tanto, uma relação contratual triparte é requerida entre organização de manutenção, piloto e operador da aeronave;
  • atualização de bases de dados de equipamentos aviônicos: Para este grupo, certas atualizações de bases de dados, antes consideradas manutenção preventiva, deixam de ser consideradas manutenção em casos em que a atualização é simples e facilmente realizadas pelos pilotos, em linha com a regulamentação correspondente da Federal Aviation Administration (FAA); e
  • programa especial de inspeções por pilotos para aeronaves categoria primária: Para este grupo, o RBAC n° 43 é revisado para incluir, na regulamentação de manutenção, a previsão já existente no RBAC n° 21 (Certificação de produto aeronáutico) de um programa especial de inspeções por pilotos no projeto de tipo de aeronaves categoria primária. Tal alteração está harmonizada com a regulamentação correspondente da FAA.

 

As alterações nos RBAC n° 135 e 137 são pontuais para harmonização com as propostas dos RBAC n° 43 e n° 145. Algumas melhorias e correções.

 

Também serão realizadas reuniões participativas com entes regulados interessados durante o período de Audiência Pública, especialmente para esclarecer dúvidas e discutir o modelo de designação por organização de manutenção para pilotos realizarem manutenção preventiva e reconfigurações simples da aeronave, auxiliando os interessados a elaborarem suas contribuições à Audiência Pública.

 

 Os eventos serão realizados nos seguintes locais e datas:

  • São Paulo – 21/05/2018, das 13h às 17h – Auditório da Representação Regional da ANAC em São Paulo - Rua Renascença, 112, Vila Congonhas, São Paulo - SP,
  • Rio de Janeiro – 22/05/2018, das 13h às 17h – Auditório da Representação Regional da ANAC no Rio de Janeiro, Avenida Presidente Vargas, 850, Centro, Rio.
  • Brasília – 24/05/2018, das 13h às 17h – Auditório do Centro de Treinamento Trainair Plus ANAC, Aeroporto Internacional de Brasília, Setor de Hangares, Lote 4 – Brasília - DF.

 

Os interessados em participar das reuniões devem solicitar sua inscrição pelo e-mail eventos@anac.gov.br até o dia 18 de maio de 2018. As vagas serão limitadas a até 70 pessoas por localidade.

 

A Agência ressalta que tais reuniões não são sessões presenciais de Audiência Pública. As reuniões servirão para esclarecer dúvidas e discutir sobre as alterações propostas, com o propósito de que os participantes contribuam de forma mais efetiva na Audiência Pública em andamento.

 

A ANAC se reserva o direito de limitar a quantidade de participantes por empresa ou entidade, a fim de promover a ampla participação dos setores envolvidos.

 

FONTE: ANAC

Regulamentação da ANAC sobre drones completa um ano em vigor

Mais de 41 mil aeronaves não tripuladas foram cadastradas na Agência até abril.

 

O Regulamento Brasileiro de Aviação Civil Especial (RBAC) nº 94 completa um ano de vigência. A norma que regulamenta as operações de aeronaves não tripuladas, popularmente conhecidas como drones, entrou em vigor em 3 de maio de 2017. Desde então, até abril deste ano, 41.338 drones foram cadastrados no país por meio do Sistema de Aeronaves não Tripuladas (SISANT), gerenciado pela Agência Nacional de Aviação Civil (ANAC).

 

O registro de aeronaves não tripuladas no SISANT é necessário para todo drone com peso máximo de decolagem superior a 250 gramas. O cadastramento é feito de forma simples (on-line) e gratuita.

 

Basta acessar a página temática de drones no portal da ANAC, clicar em “Cadastre seu drone/aeromodelo” e inserir as informações solicitadas. A inscrição no SISANT deve ser feita tanto para operações recreativas (aeromodelos) quanto as de uso profissional.

 

De acordo com os dados do SISANT, do total de 41.338 drones registrados até abril, 26.843 são de uso recreativo e 14.855 destinam-se ao uso profissional. O sistema da ANAC mostra ainda que há 36.902 registros de aeronaves não tripuladas em nome de pessoas físicas e 2.086 cadastros em nome de pessoas jurídicas.

 

Saldo positivo

A regulamentação do uso de drones no Brasil trouxe ganhos para o desenvolvimento da aviação civil e maior segurança de voo. Graças aos dados registrados no SISANT, a ANAC passou a conhecer melhor o segmento de aeronaves não tripuladas, contribuindo para o melhor atendimento das necessidades dos pilotos de aeronaves não tripuladas e a promoção da segurança das operações. Por outro lado, ao cadastrar as aeronaves, pilotos de drones demonstram comprometimento com as regras para uso seguro desse tipo de equipamento.

 

Ao estimular o cadastramento das aeronaves não tripuladas, a ANAC contribuiu ainda para estabelecer no Brasil as melhores práticas internacionais, já presente nos Estados Unidos, na Irlanda, na Rússia, na China e na Turquia. Outros países já anunciaram a intenção de desenvolver sistema semelhante, iniciativa bem recebida pela Organização da Aviação Civil Internacional (OACI), que pretende integrar todos os cadastros de drones em nível global.

 

Em complemento à regulamentação vigente, a ANAC vem trabalhando em parceria com fabricantes e operadores de aeronaves não tripuladas para autorizar as operações mais complexas. Para mais informações sobre drones, acesse a página www.anac.gov.br/drones.

 

FONTE: ANAC

Curso de Atualização para Bombeiros de Aeródromos terá sua primeira edição

A capacitação começará pelos profissionais do aeroporto do Galeão.

 

A Agência Nacional de Aviação Civil (ANAC) autorizou, no último mês, a primeira edição do Curso de Atualização para Bombeiros de Aeródromo, com o objetivo de permitir o aperfeiçoamento e a atualização dos profissionais já capacitados como Bombeiro de Aeródromo, inclusive com a realização de exercícios de combate e controle de fogo real. Com isso, a ANAC passa a atender mais um padrão internacional preconizado pela Organização da Aviação Civil Internacional (OACI), aproximando os processos de capacitação dos bombeiros de aeródromo brasileiros daqueles considerados como referências internacionais.

 

O evento será aplicado aos 164 bombeiros do Serviço de Prevenção, Salvamento e Combate a Incêndio em Aeródromos Civis (SESCINC) do aeroporto Galeão, no Rio de Janeiro, e visa atender ao dispositivo normativo que entrará em vigor em janeiro de 2019. A partir de então, para permanecerem aptos a exercer suas atividades profissionais, os bombeiros dos aeródromos Classe IV deverão apresentar o Certificado de Aptidão Profissional de Bombeiro de Aeródromo (CAP-BA), documento adquirido após a conclusão do Curso de Atualização para Bombeiros de Aeródromo.

 

Ressalta-se que para a execução do curso, há um currículo mínimo a ser seguido, publicado pela Superintendência de Infraestrutura Aeroportuária (SIA) por meio da Portaria nº 1.987/SIA, de 12 de junho de 2017 (clique no link para acessar).

 

Além do Curso de Atualização para Bombeiros de Aeródromo, até o momento, foram autorizados pela Agência diversos cursos de capacitação que habilitaram ou especializaram 660 profissionais para atuação nos SESCINC. Estima-se que durante o ano de 2018 cerca de 800 Bombeiros de Aeródromo que atuam nos aeroportos Classe IV devam ser atualizados pelas organizações de ensino (OE-SESCINC) certificadas pela ANAC.

 

FONTE: ANAC

NARA Makes Push for Increased Standardization, Ethics

The National Aircraft Resale Association (NARA) is working with aircraft brokers to establish standardization for letters of intent, requirements, and certifications. It is also launching a campaign to improve the ethical standards for pre-owned aircraft transactions. (Photo: Chad Trautvetter/AIN)

 

The National Aircraft Resale Association (NARA) is launching a campaign to improve the ethical standards for preowned aircraft transactions. It already had developed Code of Standards and Certified Aircraft Brokers programs for members but is moving forward with a multi-pronged effort that is designed to raise further awareness on the need for ethical behavior industry-wide, as well as push for increased standardization.

 

"Thousands of unregulated aircraft brokers create havoc for buyers and sellers of aircraft," said NARA chairman and Mente Group CEO Brian Proctor, adding that a lack of standardization for transactions, a fragmented industry, and low barriers for entry are making the need for standardization and accreditation all the more important.

 

NARA is working with industry to establish standardization for letters of intent, requirements, and certifications. “The organizational focus is centered on standardizing transactions; accrediting qualified, experienced, and professional brokers who demonstrate proven ethical behaviors; and increasing data integrity," said Proctor.

 

The group is planning outreach on the ethics initiative through a social media campaign, additional public relations, and advertising, Proctor said, adding the association will “make important announcements soon on how to achieve our long-term goals.” NARA’s board decided to move ahead with the initiative during its spring meeting, held late last month in Scottsdale, Arizona.

 

"We have embraced the recent call for more ethical behavior from the National Business Aviation Association, and welcome similar initiatives by the National Air Transportation Association, European Business Aviation Association and International Business Aviation Council and others," Proctor said.

 

FONTE: AINonline by Kerry Lynch

SureFly Makes First Flight

The two-seat eVTOL SureFly recently made its first untethered flight.

 

Workhorse made the first untethered flight of its SureFly two-seat hybrid electric vertical takeoff and landing (eVTOL) urban passenger vehicle last week. The flight lasted approximately 10 seconds and the aircraft reached an altitude of four feet. This follows “hundreds” of tethered flights during testing for noise, as well as the battery and flight control systems, a company spokesman told AIN. The company plans to offer both piston- and turbine-engine versions of the aircraft, but declined to name engine manufacturers.

 

“The program status is to continue to increase the [flight] envelope in height and duration, and at the same time we are in full-fledged work with FAA type certification,” the spokesman said. The SureFly has a two-person, 400-pound payload capacity and a range of approximately 70 miles. Target price is $200,000. The hybrid aircraft is powered by a fossil-fueled generator linked to a parallel bank of battery packs. Its electrical system powers motors linked to four propeller arms, each with two contra-rotating propellers. The batteries can power the motors if the generator fails. In addition, the airframe has a ballistic parachute.

 

Last year Workhorse announced its intention to spin off SureFly into a separate company. Under terms of the deal, Workhorse plans to issue $5.75 million worth of notes that it anticipates can be exchanged into preferred stock and common stock warrants of SureFly Inc. with a valuation of $33 million.

 

FONTE: AINonline by Mark Huber

EC OK of Collins/UT Combo Paving Way for Super Supplier

As the Rockwell Collins/United Technologies merger inches closer to European Commission (EC) approval, the market continues to assess the underlying shift it will cause with the creation of “super suppliers,” industry analyst Ronald Epstein, managing director of equity research at Bank of America Merrill Lynch, said last week. “I think it’s going to be really important to the OEMs in how they partner with suppliers on future aircraft and how the future aircraft are integrated,” he opined.

 

The European Commission announced its approval of United Technologies Corp.’s (UTC) proposed acquisition of Rockwell Collins on May 4, setting a condition that the combined entity divest overlapping businesses in the areas of actuators, pilot controls, ice protection, and oxygen systems.

 

“We can allow this merger to go ahead because in all the markets where we raised concerns, UTC has committed to divest activities covering the entire overlap between the two companies,” said commissioner Margrethe Vestager, who steers the EC competition policy. ”We need to ensure that competition is preserved for all of them [given the scope of activities involved.]"

 

The proposed $30 billion acquisition, first announced late last summer, would bring together two aerospace giants. UTC's larger portfolio covers power generation, propulsion systems, and landing systems, while Rockwell Collins serves as a major supplier of avionics and different cabin interior products, the EC noted.

 

The Commission investigation raised concerns about reduced competition for trimmable horizontal stabilizer actuators (THSA), certain pilot controls (throttle quadrant assemblies and rudder brake pedal systems), pneumatic wing ice protection, and oxygen systems, it said.

 

Under the conditional approval, Rockwell Collins would have to sell its THSA and pilot control businesses, based primarily in the U.S. and Mexico, along with its entire global business in ice protection. Meanwhile, UTC would divest its two oxygen systems “research projects.”

 

Aside from those areas, the Commission determined that “other overlaps and vertical links between UTC and Rockwell Collins activities did not lead to any competition concerns,” because enough other competition exists.

 

The Commission further concluded that a merged Rockwell Collins/UnitedTechnologies entity would neither control the market power nor incentives to shut out competitors through practices such as bundling or tying.

 

But Epstein noted that the new “Collins Aerospace” combined entity will manufacture components in almost every area of the airplane. On Bombardier’s C Series, for instance, he noted that the combined entity will account for nearly 40 percent of the value of the aircraft. “So then you have to scratch your head and say…who’s the OEM?” he asked rhetorically.

 

These mergers will create super suppliers, which Epstein said would exist as something more than Tier One, but rather Tier 0.5. “They can do your engines, they can do your avionics, they can do your control systems, they can do your actuators, you name it," he said. "That's an important changing dynamic in the supply chain.”

 

FONTE: AINonline by Kerry Lynch

Fabricante do helicóptero mais vendido do mundo denuncia reparos irregulares no Brasil

Robinson emite alerta para operadores do país informando que pás com problemas de descolamento devem ser imediatamente retiradas de serviço e não 'consertadas'.

 

A Robinson Helicopter emitiu um alerta emergencial para o Brasil. De acordo com o comunicado, o fabricante vem recebendo relatos de que pás do rotor principal de helicópteros R22 e R44 estão sendo reparadas e voltando ao voo depois de apresentarem deslcolamento. Ainda de acordo com a Robinson, tais reparos são expressamente proibidos e não foram autorizados, podendo levar a situações catastróficas.

 

Pelo boletim, quaisquer pás fabricadas pela Robinson (incluindo as part number A016-4, C016-2 e C016-5) com sinais de descolamento não podem ser reparadas e devem ser imediatamente retiradas de serviço.

 

O comunicado alerta de maneira enfática que qualquer pá do rotor principal que tenha sofrido reparo não autorizado não possui capacidade para operar. "O reparo não autorizado pode levar a um acidente fatal", diz o documento.

 

FONTE: Aeromagazine

 

Mecânico de Manutenção Aeronáutica (MMA) poderá executar Diretriz de Aeronavegabilidade

Foi publicada no dia 19 de abril de 2018, por meio da Portaria nº 1.289 da Agência Nacional de Aviação Civil (ANAC), a Revisão B da Instrução Suplementar (IS) 39-001, intitulada "Diretrizes de Aeronavegabilidade". As principais mudanças estão contidas nas Seções 5.10.3 e 5.10.4, e tratam da incorporação de Diretrizes de Aeronavegabilidade (DA/AD) por Mecânico de Manutenção Aeronáutica (MMA). A partir da publicação da Revisão B da IS 39-001, os MMA com habilitações nos Grupos Célula (CEL) e Motopropulsor (GMP) podem realizar o cumprimento de DA/AD em aeronaves:

 

• Operadas por Aeroclubes, Escolas de Aviação (registradas na categoria PRI) e aeronaves operadas por Aviação de Segurança Pública (registradas nas categorias ADE, ADD, ADF, ADM), desde que o MMA esteja cadastrado junto à ANAC; e

 

• Operadas por um detentor de um Certificado de Operador Aéreo (COA), emitido conforme as regras do RBAC 137 (Empresa Aero agrícola) ou uma empresa que opere segundo o RBHA 91 (empresas que realizam Serviços Aéreos Especializados - SAE), desde que o MMA esteja a ela vinculado (CTPS ou Contrato de Trabalho).

 

Em ambos os casos, os serviços determinados pela DA devem possuir nível equivalente de complexidade até o das inspeções de 100 horas.

O teor completo das alterações estão contidos na IS 39-001, Revisão B, de 19 de abril de 2018 (clique no link para acessar).

 

FONTE: ANAC

IBAC Welcomes ICAO Decision on Cockpit Doors for Ultra Long-Range Business Aircraft

The International Business Aviation Council (IBAC) welcomed last week the decision by the Council of the International Civil Aviation Organization (ICAO) to raise the weight threshold requirement for aircraft with hardened cockpit doors from 45.5 tonnes maximum certificated take-off weight (MCTOW) to 54.5 tonnes MCTOW for those aircraft where the passenger seating capacity is 19 or fewer.  The decision will allow the current and planned generation of ultra long-range business aircraft to reach their full operating potential.

 

Kurt Edwards, IBAC Director General, stated, “This is a substantial accomplishment, and we are excited to share this news with the industry. For the last three years, IBAC has worked closely with the International Coordinating Council of Aerospace Industries Associations (ICCAIA), Bombardier, and Gulfstream to make this amendment a reality. The effort took much planning and working through the full standard-making process at ICAO and shows ICAO recognition of greater operational capabilities and industry evolution,” Edwards added.

 

The adoption will facilitate full type certification and operational use of such aircraft as the Global 7000 and G650ER and will become effective 16 July 2018 and applicable to States in November 2018.

 

The decision amended a key standard in Annex 6 Part 1 – International Commercial Air Transport. It should be noted that the ICAO standards in Annex 6 Part II regarding international general aviation do not include the requirement for the reinforced door contained in Part I.

 

For more information, please contact: Marj Rose, IBAC Communications Consultant,
Mrose@market-lift.com

 

Mobile Drone Defeat System Marketed To Airports

The mobile drone defeat system installed in a pick-up truck is intended to protect airports and other high-value targets. (Photo: Mark Huber)

 

Sierra Nevada Corp. has partnered with Rada Technologies and Ascent Vision to offer a mobile drone defeat system for the protection of airports and other high-value targets.

The X-Madis—expeditionary mobile air defense integrated system—is integrated into a light pickup truck and features the Rada RPS-42 pMHR radar for detection, the Ascent camera system CM-202U EO/IR multi-sensor gimbal for identification, and the Sierra Nevada SkyCap counter UAS electronic Mode E jammer. It is priced at approximately $800,000 and has a range of about two to three miles and can be operated while the host vehicle is in motion at speeds up to 40 mph. It requires a crew of two—a truck driver and a system operator.

 

According to an Ascent spokesman, the entire system was designed to be low weight and low cost, and the speed of the incoming vehicle does not matter. The system was deployed by the U.S. Marine Corps six months ago at an undisclosed fixed site security positions in the U.S., but could be available for civil airports within the next six months, the companies said.

 

FONTE: AINonline by Mark Huber

Does Cabin Wi-Fi Provide a Direct Connection to Higher Aircraft Resale Value?

Wi-Fi value: What’s the ROI?

Let’s say you’re fortunate enough to be flying an airplane with a modern Wi-Fi system and you’re thinking of selling. What return can you expect on that investment?

 

“There is a relationship to what that system originally costs,” explains Jay Mesinger, CEO and president of Mesinger Jet Sales. “You can expect a return of 0 to 25 percent for a legacy system; about 40 percent for a newer system that may not deliver the exact capabilities the next owner wants; and 75 to 80 percent of hardware value for a modern Gogo system.”

 

Notes Dennis Rousseau, president and founder of AircraftPost: “The biggest mistake I see owners make is over-equipping their aircraft compared with others on the market. As with anything in an airplane, you can easily go overboard and add too many capabilities. The smart thing is to install a package that will fit your needs until the airplane sells.

 

“Every system has some drawbacks,” he adds. “If you try to eliminate all the possible technical problems, you’ll end up installing a system that the next owner may not want to pay to use. That will negatively impact its value.”

 

Says Jim Becker, an accredited senior appraiser for Elliott Jets: “I just did an appraisal on a 2015 Falcon 7X that belonged to a bond trader. It has Wi-Fi, satellite TV, and all the rest. In his business, he could not afford to be out of touch with the bond market. It was a unique installation that was created for his needs. The next owner may not want to pay for that.

 

“In this case,” Becker continues, “I appraised the system’s value retention at 80 percent and added nothing for the satellite TV system. Most prospects in this segment don’t care much for TV, so there isn’t any retention value in it.”

 

Becker says early-generation Wi-Fi systems don’t tend to add value, either, because technology has changed so fast. Saying an airplane is “Wi-Fi equipped” may get a prospect’s attention, but an educated buyer won’t pay a premium for an out-of-date system.

 

“Today, without a doubt, any aircraft with a Gogo Biz system will sell faster,” Mesinger says. “How much more it will sell for depends totally on the aircraft and the needs of the buyer.”

 

Says Doug Roth, who handles aircraft marketing and acquisitions at Duncan Aviation: “If you have two aircraft that are exactly the same except one has Wi-Fi, I think the majority of buyers today would prefer the one with Wi-Fi. It eliminates the need for additional cost and downtime to install it afterwards. That alone helps make it more valuable. Downtime is something all owners want to avoid.”

 

Wi-Fi value: Install to sell?

Would it pay to invest in Wi-Fi in your airplane just prior to sale?

 

“It depends on who you think is the best candidate to buy the airplane,” Roth says. “If you think it’s a company or an individual, then I would not install the system prior to selling. But if you think your airplane will be attractive to the charter market, then adding Wi-Fi may be well worth considering. I would at least have equipment and installation quotes ready and available for the next owner.”

Mesinger says that he would not advise an owner to upgrade an aircraft just as a resale tool unless it’s a safety- or FAA-mandated change. “I wouldn’t spend money trying to anticipate what the next owner may want in a system,” he explains. “It may help the aircraft sell faster, but it normally won’t help it sell for that much more money—unless the prospect really wants Wi-Fi.

 

“However, if the aircraft is going in for major maintenance that will have the interior disassembled prior to sale, then you should consider installing a system,” Mesinger adds. “It will save much of the installation cost.”

 

Notes Roth: “If you don’t want to spend the money for a full installation, you can take advantage of the C-check inspection to have the MRO make provisions for a Wi-Fi system later on. Once all the headliners and bulkheads are out, running the wire for the antenna and components is easy.”

 

Wi-Fi Value: The Part 91 versus 135 perspective

“I think the resale value of a Wi-Fi system is much higher with some buyers than with others,” says Becker. “If the aircraft will be used for Part 135 charter operations, then Wi-Fi is a must-have today. Most charter customers will ask the Wi-Fi-on-board question first when they consider an aircraft.

 

“You can get Wi-Fi on practically any airliner for under $10,” Becker adds. “So if you’re spending tens of thousands chartering a jet, you expect the best high-speed connectivity. If an airplane doesn’t have it, you just move on to the next one.

 

If the aircraft won’t be used for charter, Becker says, the importance of Wi-Fi depends on the airplane model and the owner’s needs. “Larger-cabin aircraft usually fly greater distances and that means more time for passengers to be disconnected if they lack Wi-Fi,” he explains. “Those aircraft typically benefit more from having it.”

 

As Rousseau states, “Buyers of larger- cabin aircraft today say they need connectivity. They’re going to be in the air for 10 to 12 hours, and they can’t afford to be out of touch,” he says. “For business operators, $100,000 for a system is affordable when compared with the cost and value of moving their executives around.

 

“Efficiency is why they operate an airplane in the first place,” Rousseau continues, “so the cost of Wi-Fi is inconsequential compared with the cost of lost productivity if you don’t have it. To be most productive and efficient, you need to be connected.”

 

Wi-Fi value: Does cabin size matter?

A decade ago, Wi-Fi connectivity was still the domain of the big satellite systems found on heavy-iron Globals, Gulfstreams, and BBJs. But today, thanks to the shrinking size of hardware and fees, high-speed broadband capabilities are finding their way onto smaller and smaller aircraft.

 

“I have a bank client in Montana that recently purchased a Pilatus PC12 single-engine turboprop to move executives all over the north-central area of the United States,” explains aircraft appraiser Pat Duggins. “The executives have to stay in touch, so they wouldn’t even look at an airplane that did not have Wi-Fi in the cabin.

 

“In today’s market, whether it’s a single turboprop or a larger business jet, people buy airplanes to save time and increase efficiency,” Duggins says. “Cabin connectivity is a critical piece of that efficiency equation.”

 

While cabin size may not be a limiting factor to the added value that Wi-Fi brings to an aircraft, the type of system providing that connectivity may well have an impact.

 

“If an aircraft has been internationally based and is being imported into the U.S. for sale, it may well be equipped with a more internationally based system like SwiftBroadband,” explains Mesinger. “So its value to a buyer won't be as high as that of a U.S. system like Gogo Biz. The SwiftBroadband system is just much more expensive to use per minute than Gogo.”

 

If a new owner wants to fly internationally or offer the aircraft for international charter, adds Mesinger, “then a system like SwiftBroadband or BBML—even though they have high subscription costs—may be desirable. The buyer may want to be able to take advantage of the international connectivity capabilities.

 

“If you have a newer U.S.-based Phenom 300,” says Mesinger, “you probably wouldn’t invest in a satellite system if all you’re after is movies or programming. But would you invest $100,000 or so in a Gogo Biz system? Certainly.”

 

Another factor to consider regarding on-board Wi-Fi as a value add is how many users the system can connect at once. “You have to be able to connect all the seats on the airplane simultaneously for the system to have value to the typical owner,” Roth says. “Some lesser-priced systems or packages are limited in that respect. If everyone on the aircraft can’t connect when they want to, the system doesn’t offer much value.”

 

Aircraft owner/operators and passengers are quickly moving cabin connectivity higher and higher up on their “got-to-have” list of amenities. So does having Wi-Fi boost an aircraft’s resale value? Today the answer is most likely yes, especially for a newer system. But like much in the world of business aviation, it depends on the exact situation.

 

FONTE: Gogo Business Aviation + AIN’s Content Marketing Department

 

Bombardier's Bizjet Unit Off To Good Start in 2018

First-quarter revenues at Bombardier Business Aircraft climbed 9 percent year-over-year, to $1.11 billion, as deliveries also ticked up by two units, to 31 aircraft, parent company Bombardier announced today. Profitability at the segment likewise soared 20 percent in the quarter, to $98 million.

 

The mix of business jets delivered in the first three months was more favorable compared with the same period last year. Bombardier handed over three Learjet 70/75s, 12 Challenger 350s, six Challenger 605s, and 10 Global 5000/6000s. This compares with five Learjets, nine 350s, six 650s, and eight Globals in last year’s first quarter. Even with this increase in deliveries, backlog still inched up to $14.3 billion at the end of March, up from $14.2 billion a year earlier.

 

Meanwhile, the company is gearing up to begin deliveries of its flagship Global 7000 by year-end, with “a few” expected to be handed over to customers this year, Bombardier Inc. president and CEO Alain Bellemare said today during the company’s first-quarter investor call. Next year, it plans to hand over some 20 of the new Globals before ramping up to a rate of about 40 per year by 2021. Bellemare added that production slots for the Global 7000 are sold out through 2021.

 

FONTE: AINonline by Chad Trautvetter  (Photo: Bombardier Aerospace)

 

NOTÍCIAS MÊS 04/2018

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