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Old August 19th, 2009, 11:45 PM   #61
ruifo
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Regulators Push for Fixes to Embraer Jets

http://online.wsj.com/article/SB125062899717041105.html
By ANDY PASZTOR

Air-safety regulators in the U.S. and overseas are joining forces to require fixes to potentially defective cargo doors and emergency escape slides on hundreds of popular Embraer regional jets.

The problems haven't caused injuries or crashes of widely used Embraer 170 and 190 aircraft, which are built in Brazil, but regulators cite significant safety issues in mandating enhanced inspections, modifications or overhaul of suspect parts.

The Federal Aviation Administration on Tuesday proposed to mandate inspections and fixes to ensure that aft and forward cargo doors on the jets don't open during flight, which the agency said "could result in reduced structural integrity" and possibly rapid decompression. The FAA said there had been reports of two planes being dispatched with open cargo doors, but without any cockpit warning alerting pilots about the problem. The proposal indicates more than 150 aircraft operated by U.S. airlines would be affected.

Also on Monday, European air-safety regulators embraced a Brazilian safety mandate targeting defective emergency evacuation slides installed in the forward doors of Embraer 190 models. The Brazilian directive, among other things, calls for repacking and modifying the slides, some of which failed to deploy properly in earlier ground checks. Such malfunctions could keep the doors from opening in an emergency.

Write to Andy Pasztor at [email protected]
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Old August 20th, 2009, 04:46 AM   #62
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Tam Profit Misses Estimates on International Travel (Update3)

http://www.bloomberg.com/apps/news?p...d=aU6tOah_7eoE
By Laura Price and Paulo Winterstein

Aug. 14 (Bloomberg) -- Tam SA, Brazil’s biggest airline, posted a second-quarter profit that trailed two analysts’ estimates as international-travel demand failed to match growth in seating capacity. The shares fell the most in seven months.

Net income attributable to equity holders more than doubled to 539.6 million reais ($295.9 million) from 241.4 million reais a year earlier, Sao Paulo-based Tam said today in a regulatory filing. Victor Mizusaki, an Itau Corretora analyst, projected earnings of 864.2 million reais, while Morgan Stanley’s Nicolai Sebrell estimated profit of 698 million reais.

Available seats on international flights rose 23 percent, while traffic climbed 15 percent, Tam said. The jump in capacity was “more than the market could handle in what remains a weak global environment,” Sebrell said in a note to investors.

“Historically, Tam’s international network was a differentiator in the eyes of investors,” wrote Sebrell, who is based in Sao Paulo. “Given the pressure we see coming on the domestic front due to double-digit capacity growth in the second half of the year, weak international is especially worrying.”

Net sales fell to 2.27 billion reais from 2.5 billion reais. The results are according to International Financial Reporting Standards.

Shares Retreat

Tam slid 6.7 percent to 24.40 reais in Sao Paulo for the steepest decline since Jan. 12 and the worst drop among the 64 stocks on the benchmark Bovespa Index.

Sebrell has an “underweight” rating on the shares, while Mizusaki, who is based in Sao Paulo, rates Tam as “sector perform.”

Fuel spending fell 37 percent to 619.9 million reais as the real gained 19 percent in the quarter against the dollar, Tam said.

“The outlook is good for the future, as the economy started showing signs of recovery in June,” Caio Pereira Dias, an analyst at Banco Santander SA in Sao Paulo, said in a telephone interview before the earnings release. He rates Tam as “underperform.”

Tam increased its forecast for growth in domestic travel demand to as much as 10 percent, double the previous projection of 5 percent.

Air travel by Brazilian carriers increased 14 percent in July from a year earlier, according to the country’s civil aviation agency, known as ANAC. Tam had a 55 percent share of domestic and international flights in Brazil last month, while Gol Linhas Aereas Inteligentes SA had 35 percent.

Net income according to Brazilian Generally Accepted Accounting Principles rose to 788.9 million reais in the quarter from 337 million reais a year earlier, Tam said in the filing. The 2008 results were revised from last year because of changes in local accounting standards.

To contact the reporters on this story: Laura Price in London at [email protected]; Paulo Winterstein in Sao Paulo at [email protected]

Last Updated: August 14, 2009 16:46 EDT
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Old August 20th, 2009, 05:01 AM   #63
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Happy Biethday Embraer!!


Wednesday, August 19, 2009, 12:50
http://br.invertia.com/noticias/noti...0_RED_78319087

Aviation
Embraer completes 40 years as the 3rd largest in the world

Embraer, the third largest aircraft manufacturer in the world, turns forty years this Wednesday. The company, which manufactures military, commercial and executive aircrafts, was up 31% in its net profit in the second quarter, compared to the same period of 2008 to US$ 466.9 million.

» Check out the Embraer Historical Center website:
-> http://www.centrohistoricoembraer.com.br/en/Default.htm

» Embraer timeline:
-> http://www.centrohistoricoembraer.co...po/default.htm

» Embraer Aircraft History:
-> http://www.centrohistoricoembraer.co...es/default.htm


The company is more recognized by iots civil aviation projects, but it also develops military aircrafts.
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Old August 20th, 2009, 05:36 AM   #64
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http://ultimosegundo.ig.com.br/econo...l+7948991.html

40 years later, 1st president says he does not see Embraer imagined as a world leader

There are exactly 40 years, was born the company that put Brazil in the world aviation map. Created on August 19, 1969 by Decree-Law No. 770, the aircraft manufacturer Embraer has as its first chief superintendent (equivalent to the chair position), the aeronautical engineer Ozires Silva, leader of the group that designed the creation of the company then state . In an interview with Reuters, Silva says that the first board did not think the company would reach the current level, as the third largest manufacturer of commercial jets in the world and the global leader in aircraft up to 120 passengers.


=> See historic images of the Embraer aircraft and its
http://ultimosegundo.ig.com.br///fot...er_554882.html

=> Agencies from Brazil and USA require repairs on aircraft
http://ultimosegundo.ig.com.br/econo...9/08/19/avioes + of + company + +145 recall146 Terao +7971916. html


Ozires Silva (left). and the current president
Embraer's, Frederico Curado (ed.)



Formed by the Instituto Tecnológico de Aeronáutica (ITA), Silva led the Company since its foundation until 1986. Later, he returned to the chair of the presidency during the privatization of the company, between 1991 and 1995.

"[After privatization], the company came and stretched his muscles with strength in foreign markets," he says.

Silva in the assessment of the global financial crisis hit the Embraer to wipe the demand in foreign markets. "Over 40% of Embraer's sales go to the U.S.," highlights. For the former president, the resignation of 4.2 thousand employees was a way to "reduce costs". "The company was not breathing the Brazilian climate, but the U.S., its main market."

Silva also chaired the Petrobras and Varig and was Minister of Infrastructure. He is currently dean of Unimonte. Check out the interview:

He followed the path of Embraer since its foundation. In 1969, it was possible to imagine it would become a major industry in the world?

Not imagined. Embraer was created as a state company, why can not private capital. It was government's wish that it was not state, but nobody topou finance an aircraft manufacturing company with national project.


Bandeirante aircraft fly in Rio

During the period of state the company has to go well, several planes produced, won 40 markets worldwide. Began with the Bandeirante [first airplane manufactured by Embraer], went to Brasilia, and then had enough success with the Tucano. Until we reached the end of the 80s, there was a crisis of international air transport, the freezing of savings made by the Collor government, BNDES stopped the financing of aircraft. Embraer was unable to finance aircraft because the plane is not for sale. The result was that the government finally agreed to privatize the company.

Privatized, it was easier to drive, with less restrictions than a state and more competitive. In any event the Company has a history of success, but not thought to reach this size. The climate for investing in Brazil is not favorable, the legal conditions are always very complicated.


"The government did not want to state that the Company was born, but nobody topou finance"


How does privatization affect the trajectory of the Embraer?

The state enterprises, such as known, were established by the government of the revolution [military government]. As time passes, our legislation tends to "acarunchar [get old] and the results for the Company was a crisis at the end of the 80s, when the privatization program began. The case arose precisely because the government is wound both in state law that companies have lost the power of competition. Embraer no exception to the rule, and the Vale do Rio Doce, the Usiminas and other state that could not survive under government administration.


Ozires Silva (center) during the privatization auction of the company

Of course, Embraer had success as a state, but the success has been cool due to administrative practices that restricted the operation of the company and left no flexibility to act in a dynamic market as the international. Embraer had everything to grow: technology, products, competent staff, but was tied by the legislation. With the advent of privatization, the change of water was pro wine. The company came and stretched his muscles with strength in foreign markets.

Today, 96% of Embraer's revenue comes from exports. The company was looking to the foreign market since its conception?

In the decades of 30, 40, 50 and even in the 60s, inflation was a serious business and Brazil was not a competitive country. All companies that emerged were engaged primarily in the internal market. I had no condition to compete out there with the resourcefulness with which operated mainly French and American companies.

The case of Embraer, however, was different because it set up the marketing program of a international company, aware that the Brazilian would not be sufficient demand to justify production of airplanes in Brazil. We needed external demand as well. That is why we do not make any aircraft under license, produce aircraft with national technology.


"The domestic demand did not justify the production of airplanes in Brazil. The foreign demand was necessary "


Crises in 1990 and 2009 the company turned to layoffs to restructure - 4 thousand people in the first case and over 4.2 thousand in the most recent. There are similarities between these two moments?

The similarity exists. In both cases the drop in demand for airplanes caused the crisis. If the crisis of 90, we had growth of the practice of international terrorism on airplanes. The airports were not prepared for the level of security we have today. There was a huge amount of terrorist actions, which terrorize the passengers and for the first time since the Second World War, the international and domestic air traffic was down. Sumindo with demand, the number of aircraft purchased and fell manufacturers were in difficulties.



above, 195 and 190 commercial jets, down Phenon 300 and the Super Tucano military

In the 90s, Boeing fired only 70 thousand people. It was a very serious crisis. Here in Brazil was no different, because the Embraer's sales fell, and still had aggravating: the Collor government ordered the freezing of the savings. Was also a restructuring of the export financing system that took three years to complete, and the Embraer was no funding to sell outside. Embraer became the beginning of the 90s a huge difficulty.

In 2008, the global financial crisis began in the U.S.. Over 40% of Embraer's sales are to the U.S.. The company was not breathing the Brazilian climate, but the U.S., its main market. This influence that it once had to fit, cut costs. Among the cutting of costs, the company regrets very much, but needed to cut staff.


"Over 40% of Embraer's sales go to the U.S., one of the countries hardest hit by the crisis"


The regional aviation in Brazil is still a very low level. There is scope for development of this market here?

Brazil has the same age in the USA, the same size, and much less fly. Last year, the U.S., the airline carried almost 900 million passengers. We transported 50 million people. The U.S. has 280 thousand registered aircraft. Here, we have 11 thousand. The numbers are very different. I would say that Brazil has a much smaller aircraft than he needs.

Why?

Attribute this fact to government restrictions. We do not have any law allowing private management of public airports. The private sector can not build airports. Sao Paulo needs a third airport and the private sector can not build it if you want. We need deregulation of the sector and allow the administration to be private.

The Infraero has no monopoly, manages 67 airports. But the other, in general, are operated by municipalities and the private are extremely limited. In the U.S. and in Europe it's common to private airports. I do not see why the government wants to stay on it. This is an incredible opportunity for growth. The plane is absolutely necessary and bring back things such as time, safety and comfort.




Read also:

=> TST Embraer free, but they negotiated for collective dismissals
Embraer
http://ultimosegundo.ig.com.br/econo...s+7784943.html

=> Embraer's Profit up 31% in 2nd quarter, to $ 466 million
http://ultimosegundo.ig.com.br/econo...i+7601949.html

=> Read more about: Embraer
http://busca.igbusca.com.br/app/sear...UNDO&q=embraer
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Old August 21st, 2009, 02:56 AM   #65
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http://avstop.com/news/restored_embr...d_to_musal.htm

Restored Embraer CBA 123 Aircraft Delivered To Musal
By Antonio Percy



August 20, 2009: Sao Jose dos Campos, Brazil– Embraer delivered the second prototype of the CBA 123 airplane, to the Aerospace Museum (Museu Aeroespacial – MUSAL). The ceremony was held at the museum, at Campo dos Afonsos, in the city of Rio de Janeiro, Brazil. Embraer restored the aircraft as part of the activities in commemoration of the Company’s 40th anniversary, and it will be on display in the main exhibition hall, next to the first prototype of the Bandeirante, which was the first airplane manufactured by Embraer.

“It is a great honor for Embraer to see the CBA 123 exhibited in Brazil’s largest aerospace museum,” said Pedro Ferraz, Director of the Embraer Education and Research Institute. “We have a very special place in our hearts for this airplane. Although it was not produced in series, for commercial reasons, the CBA 123 represented a significant technological advance for Brazil’s aeronautics industry. It will undoubtedly be well cared for at the MUSAL.”

Students in the general mechanics course of the National Industrial Apprenticeship Service (Serviço Nacional de Aprendizagem Industrial – SENAI) participated in the restoration of the second prototype of the CBA 123, tail number PT-ZVB, which was concluded last May. The airplane was exhibited, in June, to employees at Embraer’s headquarters, in São José dos Campos, outstate São Paulo, and later transferred to Rio de Janeiro. “We are very proud to receive the CBA 123, which will further enrich MUSAL’s collection,” said Air Force Major-General Márcio Bhering Cardoso, the museum’s Director.

“We already have other historic Embraer airplanes, like the Bandeirante, the Xavante, and the AMX. Now, visitors will get to know another aircraft produced by the Company.”

The MUSAL, which was founded in 1973, covers 163,500 square feet (15,195 square meters), including a two-story building and five hangars. The exhibition rooms hold the main historical collections of aviation pioneers and the main hall shows the museum’s oldest aircraft to an average annual attendance of 60,000 visitors.

An aeronautical cooperation agreement between Brazil and Argentina, in 1987, led a partnership between Embraer and FAMA (Fábrica Argentina de Material Aeroespacial) to develop the CBA 123 (CBA stood for Cooperation between Brazil and Argentina), which was commercially called Vector.

The CBA 123 was a sophisticated and modern airplane that offered significant improvements, in terms of technical innovation, speed, safety, and comfort. Equipped with a “pusher” type propeller that was installed at the rear of the fuselage, the aircraft was designed for 19 passengers. The certification campaign had two prototypes, and the first flight was made by the aircraft with registration PT-ZVE, on July 18, 1990.

The advanced design showed to be incompatible with market expectations, which in the early ‘90s experienced a sharp crisis, following the Gulf War, making it economically unfeasible and causing it to be canceled. The technical cooperation agreement with the Argentine industry was discontinued in 1991, and the project was finally terminated in 1995. Several of the technologies developed for the CBA 123, however, were later incorporated into the ERJ 145 program.
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Old August 21st, 2009, 07:23 PM   #66
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Statistics: Pax Movement at Brazilian Airports
01/January through 31/July 2009
Source: http://www.infraero.gov.br/movi.php?gi=movi

1º. Guarulhos 11.949.169
2º. Congonhas 7.429.229
3º. Galeão 6.788.795
4º. Brasília 6.654.199
5º. Salvador 3.976.194
6º. Porto Alegre 3.089.929
7º. Recife 2.930.239
8º. Confins 2.919.710
9º. Curitiba 2.633.102
10º. Santos-Dumont 2.584.050
11º. Fortaleza 2.300.355
12º. Campinas 1.606.897
13º. Vitória 1.307.635
14º. Manaus 1.264.254
15º. Belém 1.217.320
16º. Florianópolis 1.188.511
17º. Natal 1.066.540
18º. Goiânia 955.598
19º. Cuiabá 903.724
20º. Maceió 612.045
21º. Campo Grande 550.651
22º. São Luís 529.199
23º. Foz Iguaçu 407.609
24º. Aracaju 399.158
25º. João Pessoa 318.385
26º. Pampulha 312.405
27º. Porto Velho 304.310
28º. Londrina 304.099
29º. Navegantes 301.136
30º. Uberlândia 299.517
31º. Teresina 296.012
32º. Macapa 262.154
33º. Macaé 218.227
34º. Ilhéus 205.557
35º. Santarém 198.662
36º. Rio Branco 185.008
37º. Campo Marte 173.019
38º. Palmas 161.337
39º. Juazeiro Norte 139.439
40º. Marabá 136.296
41º. Joinville 130.219
42º. Petrolina 112.584
43º. Boa Vista 108.621
44º. Imperatriz 107.899
45º. Jacarepaguá 63.345
46º. Cruzeiro Sul 52.557
47º. Montes Claros 44.772
48º. Campina Grande 43.337
49º. Uberaba 43.050
50º. Altamira 39.382
51º. São José dos Campos 23.708
52º. Bacacheri 22.374
53º. Carajás 20.753
54º. Tabatinga 18.737
55º. Corumbá 16.061
56º. Júlio César 13.456
57º. Tefé 10.863
58º. Carlos Prates 8.885
59º. Criciúma/Forquilhinha 5.856
60º. Campos 3.671
61º. Pelotas 3.285
62º. Paulo Afonso 2.119
63º. Ponta Porã 2.052
64º. Uruguaiana 1.490
65º. Bagé 1.148
66º. Parnaíba 946

*************************

Aeronaves (unid.): Airplane Operations (unities) - take offss and landings
Passageiros (unid.): Pax/Passengers (unities)
Aerorpoto Internacional: International Airport
Aeroporto: Airport
Carga Aérea: Air Cargo (Kg)
01/January through 31/July 2009

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Old August 24th, 2009, 04:38 AM   #67
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Strengthening the Foundations of Brazilian Aviation
Posted on: 21 Aug 2009 at 09:50 AM in

http://www.breakingtravelnews.com/ne...lian-aviation/



The International Air Transport Association (IATA) set out an agenda for the Brazilian civil aviation sector, leveraging positive actions by the Government of Brazil to improve competitiveness and deliver broad economic benefits.

“The new Civil Aviation National Policy is a great opportunity. Air transport supports 2.6% of Brazil’s economy. Thousands of jobs and billions of dollars of business depend on its success. Brazil must use the national policy to build a more competitive industry by overcoming major fiscal and infrastructure handicaps,” said Giovanni Bisignani, IATA’s Director General and CEO. Bisignani made his comments in a speech to industry and government leaders at the British Chamber of Commerce in Sao Paulo, Brazil.

Bisignani held positive meetings with ANAC, the Ministry of Defense and the Minister of Institutional Relations and noted many recent encouraging developments in Brazilian aviation. These include the elimination of the PIS/COFINS tax on jet fuel which collected US$100 million annually, the adoption of the IATA Operational Safety Audit (IOSA) by the Brazilian government, and the staged liberalization of air fares. “As Brazil prepares to host the 2014 FIFA World Cup, we look forward to working even more closely with the government to further improve the competitiveness of Brazilian aviation and achieve cost-efficient infrastructure improvements,” said Bisignani.

Bisignani offered to work with the Brazilian government in two key areas:

* Airport Concessions: Brazil is contemplating airport concessions to help speed infrastructure improvements. “Private investment with the right conditions can help improve infrastructure but concessionaires must be governed by robust economic regulation. Our common goal is to ensure that the airport is run efficiently, serves and consults with its customers and drives economic development. This is a natural role for ANAC. IATA is happy to bring its global expertise to ensure that ANAC has the independence to carry its mission effectively,” said Bisignani.
* Congestion at Sao Paulo’s Guarulhos Airport: Bisignani offered support for early implementation of IATA’s Worldwide Scheduling Guidelines at Sao Paulo’s Guarulhos airport. “Congestion pricing is not a solution. IATA’s Worldwide Scheduling Guidelines are helping airports around the world manage congestion. As we evaluate longer term solutions, we look forward to working with INFRAERO to make the most of existing terminals and infrastructure and to a robust consultation process on future developments,” said Bisignani.

Bisignani also noted the need to improve the competitiveness of the Brazilian aviation sector by working together to addressing two specific issues:

* Petrobras’ import parity pricing policy: “This adds 30 cents to every gallon of jet fuel sold in Brazil. This US$450 million annual competitive disadvantage makes no sense for a country that supplies 80% of its fuel needs domestically. The result is that 32% of the cost structure of Brazil’s airlines goes to fuel, compared to a global average of 23%. We must find a policy that brings prices in line with market realities,” said Bisignani.
* ATAERO Tax: Airport charges paid to INFRAERO, Brazil’s airport operator, do not equally recover costs for each individual airport. Airlines pay a 50% surcharge (US$370 million annually) known as ATAERO to cover the gaps. “INFRAERO must be funded on a cost recovery basis, with charges that are transparent, agreed with users and in line with international standards,” said Bisignani.

Finally, Bisignani urged Brazil’s government to be a strong voice driving aviation forward on two key priorities: environment and liberalization.

Environment: IATA is leading industry efforts on aviation and the environment with three sequential targets: a 1.5% average annual improvement in fuel efficiency to 2020, carbon neutral growth by 2020 and a 50% absolute cut in emissions by 2050 (compared to 2005). “Brazil is critical to these goals. As a leader in biofuels, I hope that the Brazilian government will provide the fiscal and legal framework to encourage investments in sustainable biofuels which can significantly reduce aviation’s carbon footprint. Brazil is a major player in the UNFCCC process and at ICAO which is tasked with handling aviation’s international emissions. It has a leadership responsibility to ensure that ICAO can bring to the UNFCCC a position that supports a global sectoral approach to aviation emissions and reflects the industry’s globally harmonized approach to controlling emissions,” said Bisignani.

Liberalization: Brazil was one of 15 governments participating in IATA’s Agenda for Freedom. An IATA study showed that market and ownership liberalization in Brazil had the potential to generate up to 400,000 new jobs and up to 24 billion Reais. “CONAC’s proposal to increase foreign ownership possibilities to 49% and a recent liberal bilateral agreement with Chile are steps in the right direction. As the region’s largest economy, I hope that Brazil can take leadership to promote liberalization in Latin America and globally,” said Bisignani.
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Old August 25th, 2009, 01:34 AM   #68
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http://www.fractionallife.com/news_l...otlight637.asp

Fractional Ownership News
LABACE 2009: Buoyant Brazil takes the Latin American spotlight

Estimates of a 4% growth rate for Latin American business aviation in the coming decade could prove too conservative, given the optimism expressed by airframers and operators preparing for this year's LABACE Latin American business aviation convention and exhibition in Sao Paulo, Brazil.

Much of the confidence comes from activity in Brazil whose economy has stayed fairly robust while the USA and others have suffered.

"Today [Brazil] has more cash money than we used to have, even with the financial crisis", says Rui Aquino, president of ABAG, the Brazilian association of general aviation. "Unemployment has been low, and politically, it's very stable. Lots of people want to buy airplanes and helicopters.

The 2014 football World Cup is tipped to help stimulate a long-term aviation infrastructure that will be friendly to business jet travellers coming from across the globe. Helping too is the favourable US dollar to Brazilian real exchange rate, which has soared 30% since March. "Everybody is aware that the used aircraft prices are so low, and the exchange rate is one of the best ever to purchase US products" says Aquino.

According to Bombardier's 10-year forecast, Latin America was home to 1,160 business jets as of 2008, excluding Airbus Corporate Jets, Boeing Business Jets and very light jets. Brazil has about 360 of those jets and about 30% of those are Bombardier products, says Ocean Air’s marketing director Jose Eduardo Brandao.

Bombardier expects the total number of jets in Latin America to increase to 1,780 by 2018, a rate of 4.3% a year on average. That compares with an expected growth rate of 15.6% for China (the high), 10.2% for Europe and 4.1% for North America (the low).

Although about 70% of business jets in Brazil are owned and flown by private owners, Brandao says an increasing number of owners are beginning to share fractional aircraft that are managed by third-party air taxi companies like OceanAir.

24/08/2009
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Old August 27th, 2009, 10:37 PM   #69
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http://www.economist.com/people/disp...ry_id=14302634

Missionary man

Aug 27th 2009
From The Economist print edition

David Neeleman thinks Brazil is just as good a place to do business as America



WHEN David Neeleman returned to Brazil as a 19-year old Mormon missionary, he spent two years among shoeless children and their toothless parents in the country’s poor north-east. The experience turned him into “kind of an anarchist”, he says. His band of missionaries rented a house in Recife that was next to a slum and started trying to convert the people who lived there. Mr Neeleman reckons that he made about 100 converts—a number he does not consider particularly impressive.

This was a different country from the Brazil that Mr Neeleman knew from his childhood. He was born in São Paulo to parents who were also Mormon missionaries. He spent several years living the life of a well-to-do Brazilian child in the country’s south-east, which typically revolves around beaches, barbecues and private sports clubs.

Many Brazilians lament the contrast between these two worlds. But it is less marked now than it was in Mr Neeleman’s childhood thanks to a recent spell of growth that has favoured the poor in particular. In that he sees an opportunity. Brazil’s middle class is swelling: at the last count there were 97m people in marketing bracket “C”, which means they are rich enough to contemplate getting on an aeroplane. Mr Neeleman, in turn, has some experience getting people onto planes, having founded JetBlue, an American airline that aims to combine low cost with relatively lavish service.

Mr Neeleman insists that he was “pretty much done with the airline business” last year, when he resigned as chairman of JetBlue, which he had taken from an idea to an IPO and is now valued at $1.6 billion. The previous year he had ceased to be chief executive after blunders had left angry passengers stranded during a spell of bad weather. Mr Neeleman says he was “humiliated and mortified” by it all. That episode followed an earlier embarrassment, when JetBlue had handed over the names of its customers to a military contractor looking for terrorists.

When he tried to put all this behind him by returning to Brazil, he found air fares that were 70% higher than in America in a country that is considerably poorer, a market in which the two biggest carriers, TAM and Gol, had a combined share of 85% and large areas of the country that were scantily served by airlines. All this tempted him back into a business that in the words of Sir Richard Branson, British founder of the Virgin family of carriers, excels at turning billionaires into millionaires.

Making air travel more accessible in a country the size of the continental United States, where infrastructure is rickety and many families have been scattered by internal migration, is a noble aim—and potentially a lucrative one. “It sometimes feels like this country is built for 20m people,” says Mr Neeleman, when in fact it has close to 190m souls. His Brazilian airline Azul (which means blue) was born in December last year. On some routes, its tickets are cheaper than a bus fare for the same journey.

In nine months the company has gone from having no employees to a staff of 1,300. It has 12 planes made by Embraer, a local firm, which pleases the Brazilian government; it will have 14 by the end of the year. Azul is already the country’s third-biggest carrier, although it is still a long way behind the big two.

The speed with which Mr Neeleman has got his new company airborne is perhaps surprising given Brazil’s reputation as a bureaucratic place where life is hard for entrepreneurs. In its “Doing Business” survey, the World Bank ranks Brazil 121 places lower than America on ease of starting a business. According to Mr Neeleman, lots of things that companies need, from capital to telephone lines and computing expertise, are indeed more expensive in Brazil than in America. Labour is not much cheaper when taxes are taken into account. The corporate tax rate is lower than in America but Azul needs an army of accountants to pay it correctly. Customers have less access to credit than American ones do, so Azul has had to perform some of the services of a bank, offering interest-free credit for ten months, and so on.

But the feebler competition and growing market compensate for this. “America has an excess of everything: cars, credit,” says Mr Neeleman. “Down here people are getting their first car, first credit card, owning their first home. It feels like the beginning of the cycle.”

Mr Neeleman is also lucky that Brazil’s aviation infrastructure may soon improve. The country has lots of airports, which were built enthusiastically by the military regime that ruled the country from 1964 to 1985. But many of them are in disrepair and the state company in charge of them, Infraero, has been poorly run. A low point came in 2007 when a TAM plane skidded off the end of a runway in São Paulo, killing 199 people. But the government has put new managers in place at Infraero and plans to renovate Brazil’s airports before the country hosts the World Cup in 2014.

The gospel of prosperity

Mr Neeleman and his wife recently returned to the church where he was a missionary in Recife. One generation later, he says, there was a car park full of new vehicles, and a beautiful chapel. When he gets a break from his nine children and his corporate offspring, Mr Neeleman devotes a lot of time to the Mormon church’s charity work, which aims to foster economic development as well as the spiritual sort. But it will probably be his role as an evangelist of commerce that brings the most benefit to Brazil.

On a recent Monday at São Paulo’s international airport, a group of some 30 young American Mormons in dark suits with lapel badges bearing their names were waiting to clear immigration and begin proselytising. No doubt many of them were already looking forward to returning home. But perhaps a few will form an enduring attachment to a country that resembles America in so many ways, and will use their experience of converting the natives to start a business in Brazil too.
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Old August 27th, 2009, 10:39 PM   #70
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http://www.etravelblackboard.com/sho...d=96200&nav=53

IATA offers to work with Brazilian government on aviation
Tuesday, 25 August 2009

Representatives from the International Air Transport Association (IATA) have recently met with key members of the Brazilian government in order to offer help on how the country’s aviation sector could be more competitive.
Giovanni Bisignani, IATA Director General and CEO, met with Brazil’s Ministry of Defense and the Minister of Institutional Relations, discussing the two key areas of airport concessions as well as Congestion at Sao Paulo’s Guarulhos Airport.

“The new Civil Aviation National Policy is a great opportunity. Air transport supports 2.6% of Brazil’s economy... Brazil must use the national policy to build a more competitive industry by overcoming major fiscal and infrastructure handicaps,” said Mr Bisignani.

“As Brazil prepares to host the 2014 FIFA World Cup, we look forward to working even more closely with the government to further improve the competitiveness of Brazilian aviation and achieve cost-efficient infrastructure improvements.”

IATA is campaigning for the Brazilian government to eliminate its PIS/COFINS tax on jet fuel which is estimated to collect US$100 million annually for the government.

Additionally, the association is pushing for the adoption of the IATA Operational Safety Audit (IOSA) by the Brazilian government, as well as the staged liberalization of air fares in the country.

Mr Bisignani also suggested that introducing IATA’s Worldwide Scheduling Guidelines at Sao Paulo’s Guarulhos airport could lessen congestion at the busy hub.

“Congestion pricing is not a solution,” he adds.
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Old August 27th, 2009, 10:40 PM   #71
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http://www.courant.com/business/hc-e...,7319658.story

Embraer Closes Jet Maintenance Center At Bradley Airport Months After Opening


The Legacy 600, a "super mid-size" aircraft, was on display at the October 2008 grand opening of the Embraer executive jet service at Bradley International Airport. (RICHARD MESSINA / THE HARTFORD COURANT)

By ERIC GERSHON
[email protected]
August 26, 2009



When the Brazilian aircraft maker Embraer broke ground on a $10 million executive jet service center at Bradley International Airport in July 2007, the future looked bright for the corporate aircraft industry.

That year and the next delivered on their promise, with a record 1,315 business jets shipped worldwide in 2008, notwithstanding the emerging recession.

Embraer opened its new facility last October with a party and said it would employ 60 workers there within five years.

But Embraer has already shut down the operation, citing the economy, and says it has no specific plans to reopen it yet.

"As soon as the market recovers we will re-evaluate our position," an Embraer spokeswoman, Elisa Donel, said in an e-mail message Tuesday.

A single Embraer employee now works out of the massive space, more than 45,000 square feet along Perimeter Road, she said. Embraer, which has a long-term lease on the state-owned property and is still paying rent, has subleased portions of it to Signature Flight Support, a company that provides aviation services for private aircraft operators.

While some business jet manufacturers say orders might pick up in the second half of this year, the first half has proved a rude awakening. In the first six months of 2009, global business jet sales fell 38 percent compared with the same period last year, to 412, according to the General Aviation Manufacturers Association, an industry trade group.

Donel said Embraer shut down the Bradley service center at the end of February, five months after opening it, laying off about six workers at the end. She did not say whether other workers were let go or transferred beforehand. Embraer continues to operate executive jet service centers in Arizona and Florida. The Fort Lauderdale center opened within weeks of the Bradley center, which was supposed to serve customers in the Northeast.

Embraer notified state transportation officials of the shutdown in April and said it would last 18 months, according to a spokesman for the Department of Transportation.

Embraer continues to pay rent to the state, payments that will amount to $71,000 this year, DOT spokesman Kevin Nursick said, and $118,000 next year, by contract.

Signature is using the space for storage, according to Embraer.

Copyright © 2009, The Hartford Courant
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Old August 29th, 2009, 02:21 AM   #72
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Ilyushin Finance inks prelim deals with LatAmerican airlines

http://www.itar-tass.com/eng/level2....4940&PageNum=0

Ilyushin Finance inks prelim deals with LatAmerican airlines
21.08.2009, 02.02

ZHUKOVSKY, August 21 (Itar-Tass) -- Russian leasing company Ilyushin Finance has concluded several pre-contract leasing agreements to supply 17 aircraft of various types to Latin American airlines, company’s CEO Alexander Rubtsov told reporters on Thursday.

The agreements were concluded at the MAKS air show in the Moscow Region city of Zhukovsky.

Ilyushin Finance has signed an agreement of intention to supply to Brazilian airline Clean Air two Il-96-300 passenger aircraft, four Tu-204 CM passenger aircraft, and two Tu-204 CM-Cargo aircraft.

The leasing company also concluded an agreement to supply to Ecuadorian airline Icaro two An-148 regional aircraft with an option to supply a third An-148 aircraft, and two Tu-204 CM-Cargo aircraft with an option to supply a third Tu-204 CM-Cargo aircraft.

It also concluded an agreement to supply to Peruvian airline Cielos two Il-96-400T cargo aircraft with an option for one more such aircraft.

Ilyushin Finance plans to conclude final contracts with these airlines before the end of 2009, Rubtsov said.

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http://www.flightglobal.com/articles...t-at-maks.html

Russian airliners get sales lift at MAKS

Russia's mainline airliner programmes received a domestic and overseas sales lift at the MAKS air show in Moscow. Deals at the event accounted for 36 orders for Tupolev Tu-204s and derivatives, with 26 options, and six orders for Ilyushin Il-96s and derivatives with one option.

Brazil's Clean Air signed a letter of intent with Ilyushin Finance for two Il-96-300s and four Tu-204SM passengers jets and two Tu-204SM cargo derivatives. Ecuador's Icaro is also taking two Tu-204SM for cargo with an option for a third.

Cielos of Peru wants two Il-96-400T freighters, and a possible third.
In addition, the Russian government says it will by formalise an order for two special-edition Il-96-300s for the Special Presidential Air Detachment by the end of the year, to secure 2010 federal budget funding for delivery in 2011.



North Korea confirmed it is taking one more Tu-204 within a year. This will be its second, but will be the baseline -100 version rather than the shrunk -300 version operated since January 2008 by the nation's only carrier, Air Koryo.
Meanwhile, Iran Airtour confirmed its order for five Tu-204s with options for 25 more. It converted the order from -100s to the upgraded Tu-204SM version, but postponed delivery to 2011.

The Iranian transport ministry held talks with Tupolev parent United Aircraft on licence-production of 100 Tu-204SMs at HESA in Esfahan, abandoning earlier plans for Iranian production to include a mix of the -100 variant.

The SM differs from the -100 with more advanced Perm PS-90A2 turbofans replacing earlier PS-90As and a lighter structure that reduces empty operating weight from 63t to 60t, assuming 210 economy-class passengers. The SM maintains maximum take-off weight at 105t, with an option to go to 111t, which would increase the full-cabin range to from 4,500km (2,430nm) from 3,680km and cut operating expenses by 10-15%.

Meanwhile, Transaero and S7 were said to be negotiating for the Tu-204SM, and Ilyushin finance and the airline ATu signed for two Tu-204C freighters, to be delivered next year on 15-year financial lease terms. ATu, which employs former Tupolev test pilots, already operates five Tu-204s.

MAKS marked the public debut of RA-64010, the first VIP Tu-204. The aircraft, built in the mid-1990s as a Tu-204-100, was reworked by its maker Aviastar-SP into a shrunk -300A version, with added fuel tanks. More work remains to fit interior items before the aircraft enters corporate transport service with VneshTorgBank.

Lastly, Tupolev's KAPO plant and the Bank of St Petersburg agreed funding to build one special mission Tu-214ON - the standard Tu-204-200, fitted with land surveillance equipment. The aircraft will be used for the 34-nation Open Skies programme (ON in Cyrillic), in which countries monitor each other's military activity using surveillance equipment of an agreed, limited resolution.

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Old August 30th, 2009, 05:54 PM   #73
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http://broadcastengineering.com/eng/...s-brazil-0825/

Geneva Aviation customizes helicopters for ENG operations in Brazil
Aug 25, 2009 1:25 PM

Geneva Aviation has completed three recent installations, two for Brazil’s TV Globo and one for TV Record.


Geneva Aviation has customized three AS350 helicopters to record, edit and mix audio and video footage and then transmit news stories for Brazil’s TV Globo and TV Record.

According to Geneva Aviation President Steve Joseph, the helicopters are designed “to function as flying news studios.” They are equipped with the ability to record, edit and mix audio and video footage and then transmit news stories to the broadcast station for distribution, he said.

All of the equipment used in customizing the three Brazilian AS350 helicopters has been certified by the Brazil’s National Civil Aviation Agency (ANAC), clearing the way for additional installations with other TV broadcasters in Brazil. The same ENG equipment recently earned Transport Canada approval, and European Aviation Safety Agency (EASA) certification is imminent, the company said.
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Old September 1st, 2009, 10:00 PM   #74
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SAA will have 4 more weekly flights from Brazil in 2010



SAA will have 4 more weekly flights from Brazil in 2010
31/8/2009 12:28:00

From June 2, 2010 onwards, South African Airways (SAA) will add four weekly flights connecting Sao Paulo to Johannesburg, summing up 11 flights per week from SAA linking South America to Africa, as the company currently operates one daily flight (and other three between Buenos Aires and Johannesburg, from April, which means more exclusive offer for Brazil).

SAA does not confirm yet, but the idea is to finish 2010 with two daily flights to Brazil, and in 2011 Rio de Janeiro can enter the company's plans too.

Last week, the TAM's Vice-President for Selling and Planning, Mr. Paulo Castello Branco, confirmed to PANROTAS that the Brazilian airline is negotiating a code-share with SAA and will start flying to South Africa in 2010.

The details of the new flights should be submitted by the director of SAA, Mr. Nelson de Oliveira, tomorrow, at a news conference in the event "Explore South Africa".

Source: http://www.panrotas.com.br/noticia-t...010_50633.html
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Old September 3rd, 2009, 02:20 PM   #75
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ECC Leasing delivers ERJ-145 jet to the Brazilian Federal Police

http://www.avionews.com/index.php?co...ante=index.php

Industry - 11:26 am - Thursday - 03/Sep/2009

ECC Leasing delivers ERJ-145 jet to the Brazilian Federal Police

ECC Leasing delivers ERJ-145 jet to the Brazilian Federal Police
São José dos Campos, Brazil - Aircraft configured with 50 seats will be used for operational missions


(WAPA) - "ECC Leasing Company Limited, a wholly owned subsidiary of Embraer, delivered an ERJ-145 jet to the Brazilian Federal Police Department (Departamento de Polícia Federal – DPF), in line with a sales contract announced in February of this year. The 50-seat, pre-owned aircraft will serve with the Operational Aviation Coordination Department (Coordenação de Aviação Operacional), in Brasília, the capital of Brazil, joining another aircraft of the same model that was delivered in July 2006.

The airplane will be used by the DPF on new missions arising from the expansion of its operational scope. The commercial agreement also includes a service package that will benefit both this and the first aircraft, increasing the reliability of both".

(Avionews)
http://www.avionews.com/index.php?co...ante=index.php

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Old September 3rd, 2009, 07:22 PM   #76
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TAP Air Portugal to cut 10 weekly flights to Brazil

http://www.uai.com.br/UAI/html/sessa..._interna.shtml



TAP Air Portugal to cut 10 weekly flights to Brazil

Lisbon - TAP will cut flights on all routes in Brazil, with the exception of Belo Horizonte, from 67 to 57 weekly flights, and to increase flights to Africa.

Reducing the number of flights is one of the measures of the contingency plan that TAP will launch on September 10, which aims to alleviate economic crisis. While in Brazil the reduction of flights was 15%, TAP provides the global, cutting 10% of its flights.

In addition to reducing the number of flights, that aims to "offer to the planned reduction in demand", the contingency plan also provides for "the achievement of long-haul routes in the afternoon or evening and the drastic reduction of night stops (overnight appliances and crews out of the base), reaffirmed the same source of TAP.

The plan will be in effect between September 10 and June 10, 2010, was only suspended for Christmas, New Year, Carnival and Easter periods when there is traditionally more traffic.

Plan

TAP, which claims not to want to "scratch" none of the current targets, will reduce the number of flights to all destinations in Brazil except for one: Belo Horizonte.

Thus, the target Rio de Janeiro losing three weekly flights (two from Lisbon and Porto), the route to Sao Paulo lost two (one in Lisbon and another port), while Natal, Brasilia, Fortaleza, Recife and Salvador also lose a flight. In total, 67 flights made today to Brazil will become 57 from September 10.

Opposite sign is the African market. As of October 25, the airline will increase from 5 to 12 frequencies to Casablanca, will increase to three flights to Bissau from four to five frequencies for Praia. On November 26, is now three weekly flights to Algiers.

Of the 42 weekly frequencies to destinations in Africa scheduled for September 10th, TAP will have 54 from November 26.

In economic crisis, which caused a reduction in the number of passengers carried and the collapse of several airlines, come join the influenza A (H1N1), and two major international organizations in the industry - the Association of European Airlines (AEA) and the International Air Transport Association (IATA) - estimates that commercial aviation can be further penalized.

Therefore, TAP, which ended the first half of this year with a loss of 72.4 million and a decrease of 6.2% in the number of passengers carried, considers this contingency plan "in enabling the company's recovery the end of the year. "

TAP Air Portugal route map:
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Old September 3rd, 2009, 07:54 PM   #77
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Embraer is studying new generation of jets, says executive

http://www.abril.com.br/noticias/eco...o-515151.shtml



02/09/2009 - 12:01
Agência Estado


Embraer is studying new generation of jets, says executive

By Danielle Clark

Sao Paulo - Embraer is negotiating with General Electric, Rolls-Royce and Pratt & Whitney engines on the new generation for a possible new aircraft, said Mauro Kern, vice president and CEO for the commercial aviation market. "We are studying a number of commercial options, including commercial jets and turbo more. No decision was made, but we are in deep discussions," he said.

Kern said that among the options being discussed is a commercial jet that is slightly larger than the E-Jet family exists, which would put the company in direct competition with the CSeries, Bombardier of Canada. "However, it is difficult to decide on this without knowing the plans of major competitors. We need to know what Boeing and Airbus are planning for this segment," said Kern.

The largest commercial jet Embraer is the E-195, which can carry up to 120 passengers. But the rival Bombardier launched the CSeries, which can carry between 110 and 130 people and due to enter service in 2013. By the time he launched the E-195, the Company dismissed the idea of building larger aircraft. But the technology engines for new generation offers greater efficiencies and opens up other possibilities, "said Kern. He added that the Company will decide on the next generation of aircraft over the next 18 to 24 months and that any new aircraft will not be produced until the second half of next decade.

Embraer is the fourth largest airline in the world and grew producing regional commercial jets, but has recently entered the business jet market with success. Kern said the company continues to suffer amid the commercial aviation market that remains weak. He added that he does not expect the market to recover before the end of 2010 at least. In addition, Kern did not rule out more job cuts if the crisis continues. In March the Company laid off 20% of its workforce because of the poorer outlook for the aviation industry amid the global crisis. The information is of Dow Jones.
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Old September 4th, 2009, 01:40 PM   #78
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http://www.newswiretoday.com/news/56626/

Embraer Delivers First Embraer 170 Jet to British Airways

NewswireToday - /newswire/
São José dos Campos, São Paulo, Brazil, 09/03/2009 - Aircraft is part of an E-Jet order by British Airways for fleet modernization of BA CityFlyer.



Embraer delivers the first EMBRAER 170 jet, today, at its headquarters in São José dos Campos, Brazil, to British Airways. The aircraft, configured with 76 seats in a singleclass layout, will be operated by BA CityFlyer, British Airways’ wholly owned regional subsidiary, which operates international and domestic routes from London City Airport. The deal was announced in December 2008, and includes firm orders for six EMBRAER 170 and five EMBRAER 190 jets, plus options for another three airplanes of the same model.

“This first delivery to British Airways is a remarkable milestone that makes us particularly proud, since it’s the last of the four largest European airlines to operate the E-Jets,” said Mauro Kern, Embraer Executive Vice President, Airline Market. “We are absolutely delighted to see our E-Jets flying in the colors of such an internationally renowned, worldclass airline, operating out of the U.K.’s premier business airport.”

The EMBRAER 170 obtained steep approach certification to operate at London City Airport in June 2007. The steep approach uses a software solution developed within the existing fly-by-wire system, which means improved flight quality and control, as well as reduced pilot workload, less weight, and lower maintenance costs.

“We are very excited to receive our first E-Jet as the backbone of the modernization of our fleet,” said Peter Simpson, Managing Director of BA CityFlyer. “The EMBRAER 170 will enter service very soon, with the EMBRAER 190 arriving early next year. We look forward to offering our customers unrivalled levels of comfort in a brand-new, greener aircraft fleet where, for the first time, with no middle seat, all passengers will have the choice of an aisle or window placement.”

On June 30, 2009, Embraer had logged 882 firm orders and 794 options for the E-Jets family. With nearly 600 aircraft delivered to date, the family has a broad base of 53 operators in 35 countries, on five continents. The planes that have already been delivered have accumulated more that 2.9 million flight hours with outstanding schedule reliability, and have transported more than 130 million passengers.

About the EMBRAER 170/190 Family of E-Jets
The EMBRAER 170/190 family of E-Jets consists of four commercial jets with 70 to 122 seats, featuring advanced engineering design, efficient performance, outstanding operating economics, low emission levels and a spacious passenger cabin.

The E-Jets have a maximum cruising speed of Mach 0.82, can fly at 41,000 feet (12,500 meters), and have ranges of up to 2,400 nautical miles (4,448 km). The high degree of commonality among the four aircraft – EMBRAER 170, EMBRAER 175, EMBRAER 190 and EMBRAER 195 – results in exceptional savings for carriers, in terms of crew training and costs of spare parts and maintenance. Another key feature of the E-Jets is the state-of-the-art fly-by-wire technology, which increases operating safety, while reducing pilot workload and fuel consumption.

The EMBRAER 170/190 family provides superior comfort with its double-bubble fuselage design, which includes two main passenger entrances and two service doors that minimize aircraft turn-around time. The E-Jets offer much more space for passengers, in a single or dual-class layout, than other aircraft with similar seating capacities.

The E-Jets have achieved outstanding success, with nearly 900 firm orders logged, worldwide. This proven family is helping airlines to rightsize low load factor narrowbody routes, by substituting 50-seat regional jets, as well as older, inefficient airplanes. The E-Jets are also being used to develop new markets with lower operating costs and greater efficiency. For more information about Embraer’s commercial jets, visit EmbraerCommercialJets.com. To better evaluate the benefits of these aircraft, when substituting older jets, visit eforefficiency.com/.

Embraer (Empresa Brasileira de Aeronáutica S.A. - NYSE: ERJ; Bovespa: EMBR3) is the world’s largest manufacturer of commercial jets up to 120 seats, and one of Brazil’s leading exporters. Embraer’s headquarters are located in São José dos Campos, São Paulo, and it has offices, industrial operations and customer service facilities in Brazil, the United States, France, Portugal, China and Singapore. Founded in 1969, the Company designs, develops, manufactures and sells aircraft for the commercial aviation, executive aviation, and defense segments. The Company also provides after sales support and services to customers worldwide. On June 30, 2009, Embraer (embraer.com.br) had a workforce of 17,237 employees – not counting the employees of its subsidiaries OGMA and HEAI – and its firm order backlog totaled US$ 19.8 billion.

This document may contain projections, statements and estimates regarding circumstances or events yet to take place. Those projections and estimates are based largely on current expectations, forecasts on future events and financial tendencies that affect Embraer’s businesses. Those estimates are subject to risks, uncertainties and suppositions that include, among others: general economic, political and trade conditions in Brazil and in those markets where Embraer does business; expectations on industry trends; the Company’s investment plans; its capacity to develop and deliver products on the dates previously agreed upon, and existing and future governmental regulations. The words “believe”, “may”, “is able”, “will be able”, “intend”, “continue”, “anticipate”, “expect” and other similar terms are supposed to identify potentialities. Embraer does not feel compelled to publish updates nor to revise any estimates due to new information, future events or any other facts. In view of the inherent risks and uncertainties, such estimates, events and circumstances may not take place. The actual results can herefore differ substantially from those previously published as Embraer expectations.
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Old September 8th, 2009, 08:33 PM   #79
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Brazil set to buy 36 hi-tech French fighter jets

http://www.google.com/hostednews/afp...6P5KV4RVrZO_QA

Brazil set to buy 36 hi-tech French fighter jets
By Aldo Gamboa (AFP) – 08/Sep/2009




BRASILIA — France has struck a landmark outline accord to sell 36 Rafale fighters for between four and seven billion dollars to Brazil, potentially the first foreign customer for the expensive jet, officials said.

Brazil's President Luiz Inacio Lula da Silva announced on Monday after meeting French leader Nicolas Sarkozy that advanced contract talks were being held, though French maker Dassault Aviation said it did not expect a final accord until 2010.

France has been seeking a foreign buyer for the multi-role combat jet for more than a decade.

A Dassault spokesman said the company hopes to finalize the sale in 2010. Even though no final accord has been struck, a Dassault spokesman in Paris told AFP: "President Lula's declaration clearly means that the Rafale has won the competition."

He declined to put a precise value on the deal.

France has provisionally agreed to transfer the technology to be able to build the jets to Brazil. France is also to buy about 10 military transport aircraft Brazil's air force plans to build with Embraer, the national aircraft manufacturer.

The French company hopes the success will boost its chances in tenders made by India, the United Arab Emirates, Switzerland, Libya and Greece.

Dassault has previously lost export competitions for Morocco, South Korea, Saudi Arabia, Singapore and the Netherlands.

The Brazil contest has been characterized by fierce lobbying by US group Boeing, which put forward its F/A-18 Super Hornet used by the US Navy and Australian air force, and Sweden's Saab, promoting its Gripen NG. The rivals had also said they were willing to share technology with Brazil.

Brazil has been concerned by past US vetoes on the export of Brazilian aircraft built with some US components, and the fact the Gripen features a US-made General Electric engine and an Italian-made combat radar.

Throughout its tender process, Brazil has emphasized that full technology-sharing took priority over cost.

Brazil's Foreign Minister Celso Amorim said the proposed deal would mean Brazil could sell Rafale's that it makes to the rest of Latin America.

"What's important for us is to have access to the technology to make this plane in Brazil. That's what we're currently negotiating," Lula said.

Lula said that his country wanted closer military ties with France.

"We are definitively consolidating a strategic partnership we started in 2005," Lula said in a joint news conference with Sarkozy in Brasilia.

The deal adds to 10 billion dollars' worth of agreements Brazil has already struck with France to buy five submarines (one to be converted to nuclear power) and 50 military transport helicopters.

Brazil's only aircraft carrier is a mothballed vessel bought from France in 2000.

Lula, who completes his maximum second mandate at the end of next year, has said he believes Brazil is destined to be one of the great powers of the 21st century.

A country's "independence also has to be a technological one," he told reporters.

Brazil's government wants to give Latin America's biggest nation military muscle commensurate with its swelling economic and political clout -- and its ambitions to win a permanent seat on a reformed UN Security Council.

It also wants the capabilitys to maintain control over its two key resources: its vast Amazon rainforest, and recently discovered offshore oil fields that could make the country one of the world's top 10 oil producers.

The military transport planes that Brazil is selling, the KC-390, are designed to carry lighter loads than the delayed Airbus A400 heavy military transport plane France is committed to.

Copyright © 2009 AFP. All rights reserved.
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Old September 10th, 2009, 04:48 AM   #80
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Brazil's Azul mulls adding Embraer jets-CEO

http://www.reuters.com/article/rbssI...33956620090909



Brazil's Azul mulls adding Embraer jets-CEO
Wed Sep 9, 2009 1:56pm EDT

SAO PAULO, Sept 9 (Reuters) - Brazil's third largest airline, privately held Azul Linhas Aereas Brasileiras, might take advantage of a slackened delivery schedule at aircraft maker Embraer (EMBR3.SA) (ERJ.N) to order more planes for 2010, the carrier's chief executive said on Wednesday.

Azul, which began operations eight months ago, expects to break even despite an economic slowdown that threatens to crimp air travel.

As airlines in the United States and Europe cancel orders in the wake of the global economic recession, Azul sees an opportunity to grab more market share from Brazilian industry leaders TAM (TAMM4.SA) and Gol (GOLL4.SA), said CEO Pedro Janot.

"What we have are opportunities as European and North American companies cede their spaces in Embraer's queue," Janot said, adding that the new orders might be placed next year.

By offering low fares and point-to-point routes to underserved cities with no layovers, Azul has found demand for affordable air travel in a country where only 5 percent of the population regularly flies and most people travel by bus. Load factor, or the rate of seats occupied at flights, at Azul topped 80 percent this year, compared with an average 64 percent at TAM and Gol.

Janot declined to say whether Azul would either buy or lease the Embraer planes or how much the company would be willing to pay for the jets. He said Azul will stick with Embraer jets for at least 10 years and isn't mulling to buy jets from other manufacturers.

The company currently has 12 Embraer jets in its fleet, which might grow to 14 by the end of 2009.

Common shares of Embraer, based in Sao Jose dos Campos, Brazil, rose 0.5 percent to 10.45 reais. They have dropped 24.4 percent in the past 12 months. (Reporting by Alberto Alerigi Jr.; additional reporting by Luciana Lopez; writing by Guillermo Parra-Bernal; editing by Leslie Gevirtz)
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