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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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