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    FAA Event Alert

    “Exciting Educational Journey into the Back Country”

    Topic: Back country flying and mountain flying safety including flying rough, short, high-altitude, no-go-around, canyon airstrips.
    On Monday, April 19, 2010 at 7:00 PM
    Location:
    Torrance Airport General Aviation Center
    3301 Airport Drive

    Torrance, CA 90505
    Select Number:
    WP0531637
    Description:
    Ramona Cox, known as Skychick, with over 20 years’ experience will share the joys and trials of back-country AIR-camping in her Cessna TU206. The presentation will include safety aspects of desert and mountain flying including getting into and out of rough, short, high-altitude, no-go-around, canyon airstrips and how to prepare for those flights.
    To view further details and registration information for this event, click here.
    The sponsor for this event is: Long Beach FSDO
    The following credit(s) are available for the WINGS/AMT Programs:
    KEB 1.00

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    FAA Proposes New Policy on Antidepressants for Pilots

    For Immediate Release
    April 2, 2010

    WASHINGTON, D.C. — The Federal Aviation Administration (FAA) today announced that it will consider the special issuance of a medical certificate to pilots who are taking medication for mild to moderate depression, conditions that now bar them from all flying duties.

    On a case-by-case basis beginning April 5, pilots who take one of four antidepressant medications – Fluoxetine (Prozac), Sertraline (Zoloft), Citalopram (Celexa), or Escitalopram (Lexapro) – will be allowed to fly if they have been satisfactorily treated on the medication for at least 12 months. The FAA will not take civil enforcement action against pilots who take advantage of a six-month opportunity to share any previously non-disclosed diagnosis of depression or the use of these antidepressants.

    “I’m encouraging pilots who are suffering from depression or using antidepressants to report their medical condition to the FAA,” said FAA Administrator Randy Babbitt. “We need to change the culture and remove the stigma associated with depression. Pilots should be able to get the medical treatment they need so they can safely perform their duties.”

    The FAA’s policy is consistent with recommendations from the Aerospace Medical Association, Aircraft Owners and Pilots Association, Air Line Pilots Association and the International Civil Aviation Organization. The Civil Aviation Authority of Australia, Transport Canada and the U.S Army already allow some pilots to fly using antidepressant medications.

    Psychiatrists and Aviation Medical Examiners who have specialized training under the Human Intervention and Motivation Study (HIMS) program will help the FAA evaluate and monitor pilots under this new policy. The HIMS program was established 40 years ago and has been highly effective for the assessment, treatment, and medical certification of pilots who need help with alcohol and drug issues.

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    Angry Riots in Argentine Court over Aviation Decision


    Photo: A LAPA – Lineas Aereas Privadas Argentinas
    Boeing 737-2T4C/Adv photographed in July 2000, not the ill-fated LV-WRZ
    Click to view full size photo at Airliners.net
    Contact photographer James Richard Covington

    Relatives of victims disrupted the Argentine court when a two-year long trial ruled 6 LAPA (Lineas Aereas Privadas Argentinas) officials were not negligent. The operations manager and the 737 airlines chief both received three-year suspended sentences. Neither is currently employed in those positions.

    35 survived the 1999 crash; 65 were killed. On August 31, 1999, the LAPA Boeing 737 crashed at Buenos Aires, Argentina while taking off on a regularly scheduled passenger flight to Cordoba, Argentina. Witness reports indicate the pilot had aborted the takeoff. The airplane departed the airport property, crossed a highway, and came to rest on a golf course. There were 101 persons on board. The flight failed to take-off, broke through a perimeter fence and burst into flames on a golf course.

    The investigation attributed the crash to pilot error and found LAPA and air force deficiencies also contributed. The Argentine Air Force controlled civil and commercial aviation until 2009.

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    MIAMI, Dec. 29

    Eastern Airlines Flight 401 Tribute Group will be meeting Tuesday to mark the 37th anniversary of the 1972 Florida Everglades airplane crash that killed 101 passengers.

    The crew was attending to a landing gear light, and distracted from the fact that the plane was losing altitude.

    75 passengers survived.

    Bonds formed in family association support groups can be very strong, and continue nurturing the survivors for decades.

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    Press Release: Alternative Aviation Fuels — Not Just an FAA Priority

    December 9 – The Federal Aviation Administration (FAA) welcomes the announcement by Secretary of Energy Steven Chu and Secretary of Agriculture Tom Vilsack of more than $600 million in awards to advanced biofuel projects. At least four grant recipients are working on technologies to produce fuels including renewable jet fuels. A number of the awardees also have a long standing relationship with the FAA co-sponsored Commercial Aviation Alternative Fuels Initiative (CAAFI) which coordinates public and private sector efforts to develop sustainable alternative jet fuels to help the aviation sector address energy and climate change challenges. .

    “Renewable jet fuels are critical to building the cleaner, more sustainable Next Generation commercial aviation system in the United States,” said Nancy LoBue, FAA Acting Assistant Administrator for Aviation Policy, Planning and Environment. “This Administration is committed to establishing domestic renewable jet fuel production, address energy security, improve the environment and also create jobs in rural America.”

    CAAFI seeks to enhance energy resources and environmental sustainability for aviation through alternative jet fuels. The initiative is a coalition of the U.S. commercial aviation community that acts as a focal point for engaging the emerging alternative fuels industry. It enables its diverse stakeholders to build relationships, share and collect needed data, identify resources, and direct research, development and deployment of alternative fuels.

    CAAFI’s sponsors include the FAA office of Environment and Energy and three trade associations: Airports Council International of North America (ACI-NA) representing commercial airports, the Aerospace Industries Association (AIA) representing U.S. manufacturers, and the Air Transport Association representing U.S. airlines. CAAFI stakeholders are drawn from all elements of the international commercial aviation industry, fuel suppliers, universities, and multiple U.S. government agencies.

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    FAA Solicits Bids for NextGen Contracts Worth $7 Billion

    The FAA is soliciting bids from companies interested in competing for NextGen support contracts with an approximate combined value of $7 billion, the largest award in the agency’s history. Under the umbrella awards, called System Engineering 2020 (SE2020), the FAA will award as many as five separate contracts for research and development and systems engineering work that will help the agency deliver NextGen.

    The SE2020 contracts will be awarded to teams of companies, up to three of which will perform research and development work and two of which will perform systems engineering work. This work will complement and enhance major NextGen initiatives already under way, such as Automatic Dependent Surveillance – Broadcast, System Wide Information Management and Data Communications. Contract teams will focus on a series of operational capabilities, including Trajectory Based Operations, Collaborative Air Traffic Management and Reduced Weather Impact. The goal is to achieve early NextGen successes to improve safety and bring greater efficiencies to the nation’s airspace system.

    The team concept is designed to create competitive synergy within each group, driving innovation so that each team comes up with the best possible product. The FAA also structured the contracts, using market survey data, to encourage bids from teams that will include small companies as prime contractors as well as subcontractors. The agency is looking for the best and the brightest, regardless of size.

    Five-year contracts will be awarded next summer, with subsequent three- and two-year options

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    FAA Bans Takeoffs with “Polished Frost”


    For Immediate Release
    November 30, 2009
    Contact: Les Dorr, Jr. or Alison Duquette
    Phone: (202) 267-3883

    WASHINGTON — The Federal Aviation Administration is increasing the safety of winter flying by prohibiting takeoffs with “polished frost” — frost buffed to make it smooth — on the wings, stabilizers and control surfaces of several classes of aircraft.

    The new rules are effective on January 30, 2010. There are 57 operators flying 188 aircraft affected by the rule changes. The FAA already prohibits major and regional air carriers from operating with polished frost.

    Frost can affect the aerodynamics of wings and control surfaces, and the safest action is to completely remove it. Previous FAA guidance recommended removing all wing frost prior to takeoff, but allowed it to be polished smooth if the aircraft manufacturer’s recommended procedures were followed. But manufacturers never published standards of acceptable smoothness for polished frost, and the FAA has no data to determine exactly how to polish frost to satisfactory smoothness.

    “The FAA has advised pilots not to take off with frost or ice contaminating their wings for years because it made good sense,” said FAA Administrator Randy Babbitt. “Now, it’s the law.”

    The new rules include four alternatives to removing frost that operators may consider:

    -using wing covers to prevent frost accumulation on wings
    -waiting for frost to melt
    -storing the aircraft in a heated hangar
    -deicing the wing surface.
    The new rules also clarify that affected aircraft must have functioning deicing or anti-icing equipment for flights under Instrument Flight Rules into known or forecast light or moderate icing conditions, or under Visual Flight Rules into known light or moderate icing conditions.

    The final rule can be viewed at: http://www.federalregister.gov/OFRUpload/OFRData/2009-28431_PI.pdf

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    FAA Addresses:Pilot Flight Time, Rest, and Fatigue

    For Immediate Release
    November 23, 2009
    Contact: Alison Duquette or Les Dorr
    Phone: (202) 267-3883


    Ensuring that all pilots receive adequate rest is key to maintaining a safe aviation system. FAA Administrator Randy Babbitt has made the creation of new flight, duty, and rest rules based on fatigue science a high priority. The FAA is working on an aggressive timeline to issue a new proposal.

    Airplanes operate globally in 24 time zones. Domestic short leg, multi-leg, and long-haul flights all present challenges. Engine technology has evolved enabling airplanes to fly much further than in the past. Since many air carriers fly non-stop ultra-long-range flights, the FAA continues to evaluate the latest research on the effects of time zone changes on circadian rhythm and time zone changes to mitigate pilot fatigue. The FAA continues to be at the forefront of raising awareness of fatigue and mitigation techniques.

    The FAA last proposed updating the rules in 1995 but, based on industry comments, the rule was not adopted. Since then, the agency has reiterated the rules and kept pace with a changing industry by allowing airlines to use the latest fatigue mitigation techniques to enhance safety.

    Overview of the Current Federal Aviation Regulations
    Regulations limiting flight time and pilot rest have been in place since the 1940s. The rules for domestic flights do no explicitly address the amount of time a pilot can be on duty. Rather, the rules address flight time limitations and required rest periods. Current FAA regulations for domestic flights generally limit pilots to eight hours of flight time during a 24-hour period. This limit may be extended provided the pilot receives additional rest at the end of the flight. However, a pilot is not allowed to accept, nor is an airline allowed to assign, a flight if the pilot has not had at least eight continuous hours of rest during the 24-hour period. In other words, the pilot needs to be able to look back in any preceding 24-hour period and find that he/she has had an opportunity for at least eight hours of rest. If a pilot’s actual rest is less than nine hours in the 24-hour period, the next rest period must be lengthened to provide for the appropriate compensatory rest. Airline rules may be stricter than the FAA’s regulations if the issue is part of a collective bargaining agreement.

    Flight time and rest rules for U.S. air carrier international flights are different from the rules for domestic flights. International flights can involve more than the standard two-pilot crew and are more complex due to the scope of the operations. For international flights that require more than 12 hours of flight time, air carriers must establish rest periods and provide adequate sleeping facilities outside of the cockpit for in-flight rest.

    An air carrier may not schedule any pilot and no pilot may accept an assignment for flight time in scheduled air transportation or other commercial flying if that pilot’s total flight time will exceed the regulatory limits.

    It is the responsibility of both the air carrier and the pilot to prevent fatigue, not only by following the regulations, but also by acting responsibly while serving the traveling public. This means taking into consideration weather conditions, air traffic, the health of each pilot, and any other personal circumstances that may affect a pilot’s performance. The FAA has recommended that air carriers include fatigue training as part of their crew resource management training programs.

    FAA Actions
    Withdrawal of the 1995 Proposal

    In order to move forward with a new rule, the FAA formally withdrew the old proposal by publishing a notice in the Federal Register on November 23. The notice reiterated that the 1995 proposal was outdated and raised many significant issues.

    Fatigue ARC

    On June 24, Administrator Babbitt announced that the FAA would undertake an expedited review of flight and rest rules. This followed Administrator Babbitt and U.S. Secretary of Transportation Ray LaHood’s June 15 meeting with airline safety executives and pilot unions to strategize on how to best reduce risk at regional airlines. The FAA chartered an Aviation Rulemaking Committee (ARC), which began work in July. The ARC, which consisted of representatives from FAA, industry, and labor organizations, was charged with producing recommendations for a science-based approach to fatigue management by September 1. The ARC met their deadline and provided the FAA with a broad framework for drafting the basis for a Notice of Proposed Rulemaking (NPRM).

    2008 FAA Fatigue Symposium

    In June 2008, the FAA sponsored the Fatigue Symposium: Partnerships for Solutions to encourage the aviation community to proactively address aviation fatigue management issues. Participants included the National Transportation Safety Board, the Institutes for Behavior Resources, Inc., and many of the world’s leading authorities on sleep and human performance. The symposium provided attendees with the most current information on fatigue physiology, management, and mitigation alternatives; perspectives from aviation industry experts and scientists on fatigue management; and information on the latest fatigue mitigation initiatives and best practices.

    Ultra Long-Range Flights

    In 2006, the FAA worked with Delta Air Lines to develop and approve fatigue mitigation for flights between John F. Kennedy International Airport and Mumbai, India. The flights were operated for more than 16 hours with four pilots provided that the airline followed an FAA-approved plan to manage rest and mitigate the risk posed by fatigue. The mitigation, approved as an Operations Specification issued to Delta Air Lines, was specific for that city pair. Although that specific route is no longer flown by Delta, the FAA viewed Delta’s fatigue mitigation strategy as a model program.

    As a result of Delta’s efforts, the FAA proposed in November 2008 to amend Delta’s, American’s, and Continental’s Operations Specifications to incorporate fatigue mitigation plans for their ultra long-range flights. Based on comments received from the three air carriers, the FAA withdrew the proposed amendments on March 12, 2009. The FAA is currently working with airlines to gather data that will help the agency enhance the safety requirements for ultra long-range flights. The agency believes that it is in the best interest of passenger and crew safety for airlines to use an FAA-approved fatigue mitigation program to reduce the risk of pilot fatigue.

    2001 ATA/RAA Request

    The FAA denied requests made on June 12, 2001 on behalf of the Air Transport Association (ATA) and Regional Airline Association (RAA) to stay all agency action regarding the November 20, 2000 Whitlow letter of interpretation and the May 17, 2001 Federal Register notice of the FAA’s enforcement policy regarding pilot flight time and rest. The FAA’s letter and Federal Register notice were consistent with the agency’s long-standing interpretation of the current rules. The documents were consistent with the statutory mandate to issue rules governing the maximum hours or periods of service, the use of plain language in regulations and the regulatory history of the rules. ATA subsequently petitioned for review of the Whitlow letter and the enforcement policy.

    On Sept. 5, 2001 the U.S. Court of Appeals for the District of Columbia granted a motion by the ATA to stay the May 17, 2001 Federal Register notice. On May 31, 2002, the court denied ATA’s petition for review, ruling in favor of the FAA.

    2001 Federal Register Notice

    An FAA in the May 17, 2001 Federal Register reiterated the agency’s long-standing interpretation of pilot flight time and rest rules. The notice informed airlines and flight crews of the FAA’s intent to enforce its rules in accordance with the Whitlow letter. Each flight crewmember must have a minimum of eight hours of rest in any 24-hour period that includes flight time. That calculation must be based on the actual conditions on the day of departure regardless of whether the length of the flight is longer or shorter than the originally scheduled flight time. The FAA did not anticipate that the notice would result in major disruptions to airline schedules. Beginning November 2001, the FAA would review airline flight scheduling practices and deal stringently violations. The U.S. Court of Appeals for the District of Columbia granted a stay of the notice.

    2000 FAA Letter

    On November 20, 2000, the FAA responded to a letter from the Allied Pilots Association that set forth specific scenarios that could affect a very small number of all commercial pilots. The FAA’s response, known as the “Whitlow Letter,” was consistent with the agency’s long-standing interpretation of the current rules. In summary, the FAA reiterated that each flight crewmember must have a minimum of eight hours of rest in any 24-hour period that includes flight time. The scheduled flight time must be calculated using the actual conditions on the day of departure regardless of whether the length of the flight is longer or shorter than the originally scheduled flight time.

    1999 Federal Register Notice

    In response to concerns raised by the pilot community, the FAA Administrator notified the aviation community on June 15, 1999 that it had six months to ensure that it was in full compliance with the agency’s current flight time and rest requirements. Reviews of airline scheduling practices conducted in December 1999 and discussions with pilot unions and airlines confirmed that the vast majority of pilots are receiving the amount of rest required by the FAA’s rule.

    1998 ARAC

    In July 1998, the FAA tasked the Aviation Rulemaking Advisory Committee (ARAC) to work with the industry to reach a consensus and develop a new proposal. If no consensus could be reached, the FAA would subsequently enforce the current regulations. In February 1999, ARAC reported that there was no consensus. The group offered five different proposals to update the flight and rest regulations.

    1995 Proposal for Pilots

    In 1995, the FAA proposed a rule to change flight time and rest limits. The agency received more than 2,000 comments from the aviation community and the public. Most of those comments did not favor the rule as proposed, and there was no clear consensus on what the final rule should say. Highlights of the 1995 proposal:

    Reduce the number of duty hours (the time a flight crewmember is on the job, available to fly) from the current 16 hours to 14 hours for two-pilot crews. It would have allowed up to 10 flight hours in the 14 duty hours. Current rules allow up to 16 hours continuous duty time.
    Additional duty hours would be permitted only for unexpected operational problems, such as flight delays. In no event could such delays add more than two hours to the pilot’s duty day.
    Airlines could no longer schedule pilots in advance that exceeds the duty time.

    To ensure that pilots have an adequate opportunity to rest, off-duty time would be increased from eight hours to 10 hours under the proposal.

    Pilots would have to be given at least one 36-hour off-duty period every seven days. Current rules call for a 24-hour period.
    ###

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    Strengthening the Foundations of Brazilian Aviation

    IATA Press Release
    20 August 2009

    Sao Paulo – 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.

    View Giovanni Bisignani’s full speech

    Notes for Editors:

    IATA (International Air Transport Association) represents some 230 airlines comprising 93% of scheduled international air traffic.
    For more information, please contact:

    Anthony Concil
    Director Corporate Communications
    Tel: +41 22 770 2967

    PORTUGUESE

    Reforçando os Fundamentos da Aviação Brasileira

    20 de agosto de 2009 (São Paulo) A Associação Internacional de Transporte Aéreo (IATA)
    definiu uma agenda para o setor da aviação civil brasileira, destacando ações positivas do
    governo brasileiro para melhorar a competitividade e proporcionar amplos benefícios
    econômicos.

    “A nova Política Nacional de Aviação Civil é uma grande oportunidade. O transporte aéreo
    sustenta 2,6% da economia brasileira. Milhares de empregos e bilhões de dólares em negócios
    dependem de seu sucesso. O Brasil deve usar a política nacional para construir uma indústria
    mais competitiva, abordando importantes descompassos fiscais e de infraestrutura “, disse
    Giovanni Bisignani, Diretor Geral e CEO da IATA. Bisignani fez seus comentários em um
    discurso para líderes da indústria e do governo na Câmara Britânica de Comércio em São Paulo,
    Brasil.

    Bisignani teve positivas reuniões com a ANAC, o Ministério da Defesa e com o Ministro das
    Relações Institucionais e constatou recentes desenvolvimentos encorajadores para a aviação
    brasileira. Estes incluem a eliminação do PIS/COFINS sobre a querosene de aviação, que
    representam US$100 milhões anualmente, a adoção do IATA Operational Safety Audit (IOSA)
    pelo governo brasileiro e a progressiva liberalização das tarifas aéreas. “Com a preparação do
    Brasil para sediar a Copa do Mundo 2014, estamos dispostos a trabalhar ainda mais
    estreitamente com o governo para aprimorar a competitividade da aviação brasileira e alcançar
    maiores eficiências de custo de infraestrutura”, disse Bisignani.

    Bisignani se ofereceu para trabalhar com o governo brasileiro em duas áreas fundamentais:
    • Concessões de Aeroportos: O Brasil está considerando a concessões de aeroportos
    para acelerar melhorias na infraestrutura. “O investimento privado, nas condições
    adequadas, pode ajudar a melhorar a infraestrutura, mas os concessionários devem ser
    objeto de uma regulação econômica robusta. O nosso objetivo comum é assegurar que
    o aeroporto funcione de forma eficiente, sirva e interaja com seus clientes e impulsione o
    desenvolvimento econômico. Esta é uma função da ANAC. A IATA tem prazer em dividir
    sua experiência global para possibilitar que a ANAC tenha a independência para
    desempenhar sua missão de maneira eficaz”, disse Bisignani.
    • Congestionamento no Aeroporto de Guarulhos/São Paulo: Bisignani ofereceu apoio
    para a pronta implementação dos Worldwide Scheduling Guidelines no aeroporto de
    Guarulhos, em São Paulo. “A tarifa de congestionamento não é uma solução. Os
    Worldwide Scheduling Guidelines estão ajudando aeroportos ao redor do mundo a
    gerenciar congestionamentos. Enquanto avaliamos soluções de longo prazo,
    trabalharemos com a INFRAERO para tirar máximo proveito da infraestrutura e dos
    terminais existentes, além de um processo consistente de planejamento conjunto sobre
    futuros projetos “, disse Bisignani.

    Bisignani observou também a necessidade de melhorar a competitividade do setor de aviação
    brasileiro, trabalhando em conjunto para abordar duas questões específicas:
    Política da paridade de preços de importação da Petrobras: “Isto adiciona 30
    centavos para cada galão de querosene de aviação vendido no Brasil. Essa
    desvantagem competitiva de US$450 milhões anuais não faz sentido para um país que
    produz internamente 80% de seu consumo de combustível. O resultado disto é que a
    participação dos combustíveis nos custos das empresas brasileiras representa 32% do
    total, contra 23% da média global. Precisamos encontrar uma política de preços alinhada
    com as realidades do mercado”, disse Bisignani.

    ATAERO: As tarifas de aeroporto pagas para a INFRAERO, a operadora brasileira de
    aeroportos, não cobrem por completo os custos para cada aeroporto individualmente. As
    empresas aéreas pagam uma sobretaxa de 50% (US$ 370 milhões ao ano) conhecida
    como ATAERO para cobrir necessidades. “A INFRAERO deve ser remunerada em base
    de recuperação de custos, com tarifas que sejam transparentes, acordadas com os
    usuários e alinhadas com padrões internacionais”, disse Bisignani.
    Por fim Bisignani instigou o governo brasileiro a ser um líder no setor de aviação com relação à
    dois temas prioritários: meio ambiente e liberalização.

    Meio ambiente: a IATA está liderando os esforços da aviação civil com relação ao meio
    ambiente, com três metas sequenciais: 1,5% de melhoria anual na eficiência de combustível até
    2020, crescimento neutro de carbono até 2020 e redução absoluta de 50% nas emissões até
    2050 (em comparação à 2005). “O Brasil é chave para estas metas. Com um líder em
    biocombustíveis, espero que o governo brasileiro desenvolva um modelo fiscal e legal para
    encorajar investimentos em biocombustíveis sustentáveis, que podem reduzir significativamente
    nossa pegada de carbono. O Brasil é um ator importante no UNFCCC e na ICAO, que foi
    incumbida de gerenciar as emissões da aviação internacional. O Brasil possui uma
    responsabilidade de liderança para garantir que a ICAO consiga levar para o UNFCCC uma
    posição que represente a abordagem da indústria da aviação e reflita o objetivo de
    harmonização global para o controle das emissões”, disse Bisignani.

    Liberalização: O Brasil foi um dos 15 governos que participou da reunião Agenda for Freedom,
    da IATA. Um estudo da IATA indicou que a liberalização do acesso ao mercado e à propriedade
    tem o potencial de gerar até 400.000 novos empregos e até R$ 24 bilhões de incremento no PIB
    do país. “A proposta do CONAC de aumentar as possibilidades de propriedade estrangeira para
    49% e um recente acordo bilateral liberal com o Chile são passos na direção correta. Como a
    maior economia da região, espero que o Brasil assuma a liderança para promover a liberalização
    na América Latina e globalmente”, disse Bisignani.

    O texto complete do discurso de Bisignani está disponível em www.iata.org

    Contato:
    Anthony Concil
    Diretor de Comunicação Corporativa
    + 41 22 770 2967
    Email: corpcomms@iata.org

    Nota para os editores:

    • IATA (International Air Transport Association) representa 230 empresas aéreas,
    compreendendo 93% do tráfego aéreo internacional regular.

    Spanish
    Se refuerzan los cimientos de la aviación brasileña

    20 de agosto de 2009 (Sao Paulo) – La International Air Transport Association (IATA) ha
    dibujado una agenda para el sector brasileño de aviación civil, aprovechando las acciones
    positivas del Gobierno brasileño para mejorar la competitividad y obtener beneficios económicos
    más amplios.

    “La nueva Política Nacional de Aviación Civil es una gran oportunidad. El transporte aéreo
    supone el 2,6% de la economía brasileña. Miles de puestos de trabajo y miles de millones de
    dólares de penden de su éxito. Brasil debe usar la política nacional para construir una industria
    más competitiva dando respuesta a los principales retos en materia fiscal y de infraestructura”,
    dijo Giovanni Bisignani, Director General y CEO de IATA. Bisignani hizo estos comentarios en un
    discurso ante líderes de la industria y el gobierno en la Cámara de Comercio Británica en Sao
    Paulo, Brasil.

    Bisignani sostuvo encuentros positivos con el ANAC, el Ministerio de Defensa y el Ministerio de
    Relaciones institucionales, y se hizo eco de varios desarrollos positivos recientes en la aviación
    brasileña. Estos incluyen la eliminación del impuesto PIS/COFINS sobre el combustible de
    aviación, que obtenía 100 millones de dólares anualmente, la adopción de la Auditoría de
    Seguridad Operacional de IATA (IOSA), por parte del Gobierno brasileño, y la liberalización
    escalonada de las tarifas aéreas. “A medida que Brasil se prepara para ser la anfitriona de la
    Copa del Mundo de la FIFA en 2014, esperamos trabajar cada vez más estrechamente con el
    Gobierno para mejorar aun más la competitividad de la aviación brasileña y lograr mejoras en la
    eficiencia de los costes de las infraestructuras”, dijo Bisignani.

    Bisignani ofreció trabajar con el Gobierno brasileño en dos áreas clave:

    • Concesiones aeroportuarias: Brasil está estudiando concesiones aeroportuarias para
    ayudar a agilizar las mejoras en infraestructura. “Las inversiones privadas con las
    condiciones adecuadas pueden ayudar a mejorar la infraestructura, pero los
    concesionarios deben ser gobernados por regulaciones económicas sólidas. Nuestro
    objetivo común es asegurar que los aeropuertos funcionan de forma eficiente, dan
    servicio y se comunican con sus clientes y ayudan al desarrollo económico. Esta es una
    tarea natural para ANAC. IATA está muy satisfecha en aportar su experiencia global
    para asegurar que ANAC tiene la independencia para llevar a cabo su misión de forma
    eficiente”, dijo Bisignani.

    • Congestión en el Aeropuerto Guarulhos de Sao Paulo: Bisignani ofreció el apoyo
    para la implementación de la Guía de Programación Mundial de IATA en el Aeropuerto
    Guarulhos de Sao Paulo. “Cobrar para evitar la congestión no es la solución. La Guía de
    Programación Mundial de IATA está ayudando a los aeropuertos de todo el mundo a
    gestionar la congestión. Mientras evaluamos soluciones a largo plazo, esperamos
    trabajar con INFRAERO para conseguir lo máximo de las terminales e infraestructuras
    existentes y llegar a un sólido proceso de consultas sobre los desarrollos futuros”, dijo
    Bisignani.

    Bisignani también hizo notar la necesidad de mejorar la competitividad del sector brasileño de
    aviación trabajando juntos para dar respuesta a dos problemas específicos:

    • La política de paridad de importación en los precios de Petrobras: “Esto añade 30
    centavos a cada galón de combustible de aviación vendido en Brasil. Esta desventaja
    competitiva de 450 millones de dólares anuales, no tiene sentido para un país que
    suministra domésticamente el 80% de sus necesidad de combustible. El resultado es
    que el 32% de la estructura de costes de las líneas aéreas brasileñas es el combustible,
    en comparación con la media mundial del 23 %. Debemos encontrar una política que
    coloque a los precios en línea con la realidad del mercado”, dijo Bisignani.

    • El impuesto ATAERO: Las tasas aeroportuarias que se pagan a INFRAERO, el
    operador brasileño de aeropuertos, no recuperan costes de forma similar en cada
    aeropuerto individual. Las líneas aéreas pagan una sobretasa del 50% (370 millones de
    dólares anuales), conocida como ATAERO para cubrir los agujeros. “ATAERO debe
    financiarse sobre una base de recuperación de costes, con tasas transparentes, de
    acuerdo con los utilizadores, y en línea con las normas internacionales”, dijo Bisignani.
    Finalmente, Bisignani urgió al Gobierno brasileño para que apoyase el futuro de la aviación
    basándose en dos prioridades clave: medio ambiente y liberalización.
    Medio Ambiente: IATA está liderando los esfuerzos de la industria sobre el medio ambiente con
    tres objetivos esenciales: Una media del 1,5% anual de mejora en la eficiencia del consumo de
    combustible hasta 2020, crecimiento neutral en carbono para 2020 y una reducción absoluta del
    50% en las emisiones en 2050 (en comparación con 2005). “Brasil es crítico para lograr estos
    objetivos. Como líder en biocombustibles, espero que el Gobierno brasileño ofrezca el marco
    fiscal y legal para ayudar a las inversiones en biocombustibles sostenibles que pueden reducir de
    forma significativa la huella de carbono de la aviación. Brasil es uno de los principales actores en
    el proceso de UNFCCC y en OACI, que tiene la responsabilidad de gestionar las emisiones
    internacionales de la aviación. Tiene la responsabilidad de líder para asegurar que OACI pueda
    dar a UNFCCC una propuesta que apoye una filosofía sectorial global y refleje la filosofía
    armonizada globalmente del sector para controlar sus emisiones”, dijo Bisignani.

    Liberalización: Brasil fue uno de los 15 países cuyo Gobierno participó en la “Agenda for
    Freedom” de IATA. Un estudio de IATA mostro que la liberalización de mercado y de la
    propiedad en Brasil tenía el potencial de generar hasta 400.000 nuevos empleos y 24.000
    millones de Reais. “La propuesta de CONAC de incrementar la propiedad extranjera hasta el
    49% y un reciente acuerdo bilateral liberal con Chile son pasos en la dirección correcta. Como la
    mayor economía de la región, espero que Brasil tenga el liderazgo para promover la
    liberalización en América Latina y globalmente”, dijo Bisignani.

    El texto complete del discurso de Bsisgnani está disponible en www.iata.org.

    – IATA –
    Contacto:
    Anthony Concil
    Director Corporate Communications
    + 41 22 770 2967
    Email: corpcomms@iata.org
    Nota para los editors:
    • IATA (International Air Transport Association) representa a unas 230 líneas aéreas, que
    suponen el 93% del tráfico aéreo internacional regular.