Regional Aviation Programs in Brazil - 2014

Regional Aviation Programs in BrazilAirport Infrastructure and Subsidies to Airlines

Presidency of the Republic of BrazilSecretariat of Civil Aviation

BOGOTA, November 10th, 2014

Gustavo Pacheco Fortes FleuryAir Services Policy Manager

1. Overview of Air Transport in Brazil

2. “Programa de Investimentos em Logística: Aeroportos” (Logistics Investment Program: Airports)

3. “Programa de Desenvolvimento da Aviação Regional” (Regional Aviation Development Program)

4. Further Issues

Legal change

Institutional change

1931: Creation of the DepartmentOf Civil Aviation (DAC)

1941: Creation of theMinistry of Aeronautics

1961: 1st NationalCommercial AviationConference (CONAC)

1972: Creationof INFRAERO

1991: Abolitionof the SITARs

2001: Liberalizationof domesticairfares

2007: Creation of the Secretariat ofCivil Aviation of the Ministry ofDefense (SAC/MD)

2011: Creation ofthe Secretariat ofCivil Aviation of thePresidency of theRepublic (SAC/PR), holding the status of Ministry

1927: First scheduledflights in Brazil

1938: 1st Civil AviationAct (Law-Decree 483)

1959: Introduction ofjet aircrafts in Brazil

1966: 2nd Civil Aviation Act(Law-Decree32)

1975: Creation of the Integrated Systems of Regional Air Transport (SITAR)

1986: 3rd Civil Aviation Act(Law 7,565)

1999: Creationof the Ministryof Defense

2006: Creationof the NationalCivil AviationAgency (ANAC)

2009: NationalCivil AviationPolicy (Decree6,780)

2012: “LogisticsInvestmentProgram –Airports” (PIL)

2014: “Regional AviationDevelopment Program” (PDAR; Provisional Measure 652/2014)

Regulated air fares Deregulated air fares

Regulated routes Deregulated routes

Subsidies No subsidiesNo limit to foreign

investment20-percent limit on foreign investment on an airline

2001

1991

2004

1966

Overview of Air Transport in Brazil

Policy change

Program implementation

Milestones of Air Transport in Brazil

Re

gula

tory

fram

ewo

rk

SECRETARIAT OF CIVIL AVIATION

• Public Policies and Planning• Government Coordination• Airports Grant Plan

MINISTRY OF DEFENSE

• Military Aviation and AirDefense

• Air Traffic Control (ATC)• Accident analysis

INFRAERO

Government-ownedpublic airport operator

ANAC

Independent Federal Agency

DECEA

Military department in charge of Air Traffic

Control (both civil andmilitary aviation)

CENIPA

Military center for accident analysis and

prevention


NorthArea: 45.3%

Population: 8.3%Pop. density: 4.1 per sq. km

MidwestArea: 18.9%


Overview of Air Transport in BrazilBRAZIL Area: 8.52 million sq km (3.29 million sq mi)

Pop.: 202.7 million (2014 est.)Adm. division: 26 states (divided into 5,570municipalities) and one Federal District.GDP (nominal): USD 2.24 trillion (2014 est.)

AMAZON

NortheastArea: 18.3%


SoutheastArea: 10.9%


SouthArea: 6.8%


Overview of Air Transport in BrazilBRAZIL – Population density

Anthropization (in red)

1950-1960

1997-2004

Overview of Air Transport in Brazil106 airports currently served by scheduled flights – Sept. 2014

Overview of Air Transport in BrazilDomestic routes – Sept. 2014*

A route is considered, in this case, in termsof departure and destination. A flight fromairport “A” to airport “B” is one route; aflight from “B” to “A” is another route. Someconnections between airports are “one-wayonly”.

Overview of Air Transport in BrazilCapacity offered on domestic routes, per week – Sept. 2014*

Differently from the previous map, a routeis considered, in this case, as the connectionbetween airports “A” and “B” regardless ofwhich one is an origin or destination point.

Source: ANAC

Overview of Air Transport in BrazilSupply (available seat kilometers – ASK) and demand (revenuepassengers kilometers – RPK) on Brazilian domestic air transport –2001-2013 (in billions)

SupplyDemand

* 2014: January to July, compared to the same period in 2013.

Overview of Air Transport in BrazilGrowth of supply (in ASK) and demand (in RPK) on the Brazilian

domestic market – 2001-jul/2014* (in percentages)

Source: ANAC

Demand (%) Supply (%)

Overview of Air Transport in BrazilMonthly average load-factor on domestic routes – Jan/2000 to Jul/2014 (%)

Load-factor (%) Linear trend (%)Source: ANAC

2012-2013: 4.63% increase of the average airfareand 1.06% increase of yield values.

Overview of Air Transport in BrazilInflation-adjusted average airfare and yield on the Brazilian domestic

market – 2001-2013 (in BRL)

Inflation-adjusted averagerate (R$)

Inflation-adjusted yield (R$)Source: ANAC

Overview of Air Transport in BrazilNumber of passengers on domestic and international flights in Brazil

– 2004-2013

Source: ANAC

Mill

on

so

f p

asse

nge

rs

(de

par

ture

s +

con

nec

tio

ns

+ ar

riva

ls)

Overview of Air Transport in BrazilNumber of passengers on Brazilian airports (departures + connections +

arrivals) – 2003-2013

Source: INFRAERO


Number of passengers onBrazilian airports - 2013

Source: INFRAERO


Airlines’ domestic market-share – 2012-2014* (percentage of RPK)

Source: ANAC

Indicator of market concentration (Herfindhal-Hirschman Index - HHI) for

the Brazilian domestic market – 2000-Sept/2014

2004

• VASP’s bankruptcy

• VARIG’s crisis, with

diminishing fleet (bankrupt in

2006)

2008

• Azul enters the market;

• Webjet is sold to CVC (Brazil’s

biggest tourism operator) and

increases its fleet from 3 to 11

aircrafts;

• Trip sells 20% of its shares to

Skywest Airlines.

2012:

• Gol acquires Webjet;

• Azul acquires Trip;

• HHI would be 0,299 if those

mergers had not happened.


192 airports served by scheduledflights throughout 1999, with a peakof 183 airports in February 1999.

Airports serving State capitals (31)

Regional airports (161)

Overview of Air Transport in BrazilAirports served by scheduled

flights in 1999

192 airports served by scheduledflights throughout 1999, with a peakof 183 airports operatingsimultaneously in February 1999

1,020 routes served by scheduledflights, with a peak of 837 routesbeing operated simultaneously inJanuray 1999.



Route served by scheduled flight (1,020)

Overview of Air Transport in BrazilRoutes and airports served by

scheduled flights in 1999

106 airports served by scheduledflights in Sept/2014.

95 airports stopped being served byscheduled flights.

9 airports began to receivescheduled flights.


Regional airports operated in 1999 and 2014 (66)

Airports where operations began after 1999 (9)

Airports where operations ceased after 1999 (95)

Overview of Air Transport in BrazilComparison of airports served by

scheduled flights in 1999 andSept/2014




Regional airports operated in 1999 and 2014 (66)

Airports where operations began after 1999 (9)

Airports served by scheduledflights in Sept/2014


706 routes served by scheduledflights in Sept/2014.

Overview of Air Transport in BrazilRoutes and airports served byscheduled flights in Sept/2014



Route served by scheduled flight (706)


706 routes served by scheduledflights in Sept/2014 (381 alreadyserved in 1999; 325 new routes).

639 routes served by scheduledflights in 1999 had ceased operationsuntil Sept./2014.

Overview of Air Transport in BrazilComparison of routes served by

scheduled flights in 1999 andSept/2014



Route served by scheduled flights in 2014 (706)

Route served by scheduled flights in 1999 but not in 2014 (639)

Monthly number of Brazilian airports and routes served by domestic scheduledflights – from Jan. 1999 to Sept. 2014

Source: Civil Aviation Secretariat (with data provided by the National Civil Aviation Agency – ANAC)

Air

po

rts

Ro

ute

s

RoutesAirports


Passengers onBrazilian airports

(departures + connections + arrivals) – 2000-2012)

68.4 million

5.1 million

193.1 million

15.8 million

429.3 million

65.5 million

614 million

Passenger Forecast – Brazilian Airports (total; includes regional airports)

Passenger Forecast – Regional Airports

5.2% py

9% py9% py

10% py


Passengers onBrazilian airports

(departures + connections + arrivals) – Estimated from

2013 to 2035

113 million




4. Further issues

PROGRAMA DE INVESTIMENTOS EM LOGÍSTICA: AEROPORTOS (PIL-Aeroportos)

Logistics Investment Program

Development began in July 2011; announced in December 2012.

Main goals:

• Improve airport infrastructure and services quality;• Increase access of the Brazilian population to air transport;• Rebuild the regional aviation network.

Establishes a set of public policies regarding:

• Airport concession;• General aviation;• Airport slots;• Regional aviation:

o Investments;o Partnerships between Federal, State and Municipal governments;o Subsidies.

PROGRAMA DE DESENVOLVIMENTO DA AVIAÇÃO REGIONAL (PDAR)

Regional Aviation Development Program

Logistics Investment Program - Airports

PROGRAMA DE INVESTIMENTO EM LOGÍSTICA: AEROPORTOS (PIL-Aeroportos)


BACKGROUNDThe creation of the Secretariat of Civil Aviation – SAC, in March 2011, as a SpecialSecretariat of the Presidency of the Republic – thus holding the status of Ministry –,and of the Fundo Nacional de Aviação Civil – FNAC (National Fund for Civil Aviation)was a turning point for the development and implementation of the PolíticaNacional de Aviação Civil – PNAC (National Civil Aviation Policy), approved byDecree n. 6,780 of Feb. 18th, 2009. It provided the adequate institutional frameworkand financial resources to invest in air transport.

Development of the PIL-Aeroportos program began in July 2011. It was triggered byrecurring complaints that airlines could not adequately serve some destinations –particularly in the Amazon region – due to innapropriate airport infrastructure. The basic question that was posed was

Which airports should receive investments on infrastructure?




Which airports should receive investments in infrastructure?

During the 2nd semester of 2011, a preliminary study was undertaken by SAC toselect airports that could possibly receive investments in order to provide adequateinfrastructure for scheduled flights. The following variables were considered:

• Availability of scheduled air services;• Distance to an airport where scheduled air services were provided;• Access to other modes of transport (roads, railways and waterways);• Tourism destination;• Urban hierarchy (“Região de Influência das Cidades - REGIC”, a study by the

IBGE – Brazilian Institute of Geography and Statistic);• Demographic statistics;• Municipal GDP (Gross Domestic Product).

The first draft was completed by the end of 2011 and deemed appropriate to bepresented and discussed with other organizations (inside and outside the FederalGovernment).




Throughout 2012, SAC presented and discussed the selection of airports with thefollowing organizations:

• 26 State Governments and the Government of the Federal District;• National Congress (Senate and House of Representatives);• Ministry of Tourism – MTur;• Ministry of Defense/Command of Aeronautics – MD/COMAER;• Ministry of Planning, Budget and Management – MPOG;• Ministry of Finance – MF;• National Civil Aviation Agency – ANAC;• Planning and Logistics Enterprise – EPL;• Civil House of the Presidency of the Republic – CC/PR;• Brazilian Federal Court of Accounts – TCU;• Airline associations (National Airlines Syndicate –SNEA; Brazilian Regional

Airlines Association – ABETAR)• Embraer.




It was particularly important to discuss with State Governments the list of airportsthat would receive investments, not only to make it compatible with their social andeconomic planning but because 631 of the 719 public aerodromes/airports areoperated by States or Municipalities (directly or indirectly). SAC invited officials fromeach State government to present a list of airports of their respective State (otherStates’ airports were not presented), after which they were granted enough time toevaluate and submit suggestions.

Airlines also submitted a list of airports they expected to serve.

In general, the list presented by SAC matched both the States’ and the airlines’planning and few changes were needed. This process, although time-consuming,provided the PIL-Aeroportos with a greater degree of legitimacy.


Region Airports

North 67

Northeast 64

Midwest 31

Southeast 65

South 43

TOTAL 270

On December 20th, 2012 a listof 270 was presented at theannouncement of the PIL-Aeroportos program.

The estimated investment willammount to R$ 7.3 billion(US$ 2.92 billion).

The following maps show theregional airports selected.


Set/2014


204 of the 270 regional airports arenot served by scheduled flights.


Regional airports with scheduled flights (66)

Regional airports without scheduled flights (204)


State Airports

Acre 4

Amazonas 25

Amapá 2

Pará 24

Rondônia 6

Roraima 3

Tocantins 3

TOTAL 67

ACRE

AMAZONAS

PARÁ

TOCANTINS

RORAIMA

AMAPÁ

RONDÔNIA

NORTH


State Airports

Alagoas 2

Bahia 20

Ceará 9

Maranhão 11

Paraíba 3

Pernambuco 9

Piauí 7

Rio Grande do Norte

2

Sergipe 1

TOTAL 64

MARANHÃO

PERNAMBUCO

RIO GRANDE DO NORTECEARÁ

PIAUÍ

BAHIA

PARAÍBA

ALAGOAS

SERGIPE

NORTHEAST


State Airports

Goiás 10

Mato Grosso 13

Mato Grosso do Sul 8

TOTAL 64

MATO GROSSO DO SUL

GOIÁS

MATO GROSSO

DF

MIDWEST


State Airports

Espírito Santo 4

Minas Gerais 33

Rio de Janeiro 9

São Paulo 19

TOTAL 65

MINAS GERAIS

ESPÍRITO SANTO

RIO DE JANEIRO

SÃO PAULO

SOUTHEAST


State Airports

Paraná 15

Rio Grande do Sul 15

Santa Catarina 13

TOTAL 43

SANTA CATARINA

PARANÁ

RIO GRANDE DO SUL

SOUTH


After the announcement of the PIL-Aeroportos program, SAC pursued the followingline of action:

• Hire Banco do Brasil (BB) to manage the projects and investment. BB is in chargeof delivering the Estudos de Viabilidade Técnica – EVT (“Technical FeasibilityStudies”), the Estudos Preliminares de Engenharia – EP (“Engineering PreliminaryStudies”) the Anteprojetos de Aeroporto Regional – AP (“Regional AirportPreliminary Projects”) to SAC.

• Create standard projects for small, small-medium and medium airports:

• Establish partnerships with local governments (State and Municipal) for themanagement and operation of regional airports:

o Federal Government funds building and maintenance;

o Investments are standardized by airport size;

o Agreements with State and Municipal governments for maintenanceand operation;




PROJECT STAGES Technical FeasibilityStudies

Engineering PrelimaryStudies

Regional AirportPreliminary Projects


STANDARD PROJECTS FOR REGIONAL AIRPORTS





4. Further issues

BACKGROUND

The proposal of subsidies to airlines as a way to increase the number of airportsserved by scheduled services was part of the Logistics Investment Program (PIL-Aeroportos) announced in Dec. 2012. Discussions concerning the primary aspects of asubsidy program were held concurrently to the selection of regional airports thatwere to receive investments in infrastructure, and involved mostly organizations thatare part of the Federal Government.

On January 2013, SAC put forth a Public Consultation (Consulta Pública nº 02/2013)detailing such proposal. Organizations and persons were granted one month to sendtheir suggestions, all of which were to be analysed by SAC. A public hearing was heldin Brasilia to receive suggestions by anyone attending. Most suggestions were madeby airlines.

PROGRAMA DE DESENVOLVIMENTO DA AVIAÇÃO REGIONAL (PDAR)Regional Aviation Development Program


BACKGROUND

The proposal presented reasons why a subsidy program was needed; its main goals;its scope; elegibility criteria; a formula for calculating the subsidy; the validity timeframe; the expected results; government and airlines obligations; oversight andinformation provision; and penalties due to infringement of obligations.

SAC initially proposed that the subsidy program would last for 2 years and could becontinually renewed for the same period. Airlines would not be obligated to apply forsubsidies, but in doing so would be required to provide information on a monthlybasis. Evidences of wrongdoing by an airline would result in investigation and possiblythe its exclusion of the program, as well as further legal actions defined by law.



PUBLIC CONSULTATION N. 2/2013

Public Consultation n. 02/2013 described the following goals for the subsidyprogram:

1. Increase the Brazilian population’s access to the air transport network byreducing the average airfare;

2. Integrate remote communities to the civil aviation national network in orderto facilitate the transport of people and goods, such as food supplies andpharmaceuticals;

3. Integrate regions with lower economic potential to medium- and large-sizedurban centers;

4. Facilitate the access to regions with tourism potential;5. Increase the number of passengers on already-existing routes; and6. Increase the number of routes and cities served by scheduled passenger

flights



PUBLIC CONSULTATION N. 2/2013

Routes would be classified considering the number of passengers (departures +connections + arrivals) on either the departure or destination airport (or both). Low-density routes were to be defined as any route in which either one or both the departureor destination airport received less than 50,000 passengers on a certain year, whereasmedium-density routes would be those on which these airports had more than 50,000 andless than 800,000 passengers. High-density routes would be those in which both thedeparture and destination airports had more than 800,000 passengers/year or thoseserving State capitals. Only low- and medium-density routes would subsidized.

The proposal presented on Public Consultation n. 2/2013 is not binding. It serves as generalguidelines that may be considered when drafting the final proposal for the creation of thesubsidy program.

More information on Public Consultation n. 2/2013 can be found athttp://www.aviacaocivil.gov.br/acesso-a-informacao/arquivos-pdf/proposta-de-modelo-de-subsidios2013.pdf (Portuguese only)



http://www.aviacaocivil.gov.br/acesso-a-informacao/arquivos-pdf/proposta-de-modelo-de-subsidios2013.pdf

PROVISIONAL MEASURE N. 652, OF JULY 25TH, 2014

Following Public Consultation n. 2/2013, discussions were held between SAC and theMinistry of Finance (MF), the Ministry of Planning, Budget and Management(MPOG), and the Civil House of the Presidency of the Republic (CC/PR) as to whatlegal instrument would be used to provide the Federal Government with thepossibility to grant subsidies to regional flights – a provisional measure (MedidaProvisória) or a bill (Projeto de Lei) –, and to which aspects should be included andwhich ones should be detailed on a Presidential Decree.

Opting between a provisional measure and a bill was a key issue during thosedebates. Although both eventually become a law once aproved by a majority on theSenate and the House of Representatives, there are substantial differences concerningthe legislative process which they must go through.




Main differences and similarities between provisional measures and bills:


Medida Provisória (MP) Projeto de Lei (PL)

May be presented only by the President in cases of great urgencyand relevance. Can not legislate in matters as nationality, crime,political rights, budget, etc.

May be presented by any member of Congress, by the President,by the Supreme Court (STF), and by the People (with 1% of thetotal voters’ signatures) and concern any topic.

Comes into force on the date of its publication. Comes into force after being approved by Congress (on both theSenate and the House of Representatives), signed by the President,and published.

Must be approved by a simple majority on each House of Congress. Must be approved by a simple majority on each House of Congress.

Must be voted within 60 days (a 60 day extension is granted onlyonce) or it looses its effectiveness.

Does not need to be voted within a given time frame.

Is analysed only in one especially-created Commision (ComissãoMista) formed by members of the Senate and of the House ofRepresentatives.

Is analysed by at least 3 different commisions on each House ofCongress.

Blocks all voting if – having been approved by the special comission– is not voted after 45 days of being submitted by the President.

Does not block any voting if not voted.



The draft proposal of Provisional Measure n. 652/2014 was subject to lenghty discussionsinvolving mostly Government organizations throughout 2013 and 2014 – almost all ofwhich were consulted when drafting the PIL-Aeroportos program (State governments werenot involved this time). The final proposal was signed by the President in July 25th, 2014,thus coming into force when published on July 28th. One must note that it does not grantany right to subsidies before it is regulated by a Presidential Decree. The PM creates thePrograma de Desenvolvimento da Aviação Regional (PDAR, Regional AviationDevelopment Program).

The provisional measure was sent to Congress and must be approved by both Housesbefore November 24th, 2014, or it looses its effectiveness. Representatives and Senatorsproposed 85 amendments to the PM until August 5th. Due to general elections in Brazil inOctober 5th and 26th, Congressional activities were halted. On November 4th, the specialcommission resumed its activites and a public hearing was held in order to discuss thematter. SAC analysed the 85 amendments and submited this analysis to Congress.




The comission invited the Minister of Civil Aviation (SAC); the Director-President ofthe National Civil Aviation Agency (ANAC); the President of INFRAERO; the Chief ofthe Operations Subdepartment of the Department of Air Traffic Control (DECEA); thePresident of the Brazilian Airlines Association (ABEAR); and the President of theNational Syndicate of Aeronauts (SNA). A representative of regional airlines waspresent and was granted the right to speak.

Following the public hearing, Federal Government officials and the members of theComission discussed which aspects of the proposal and of the amendments should beincluded on the vote of the Comission’s “Relator”, a member designated to analysethe proposal.

On November 5th, the Comission’s “Relator” issued his vote. Members of theComission requested time to analyse it, and the following meeting is scheduled forNovember 11th.




The Comission’s “Relator” rejected 11 amendments on the grounds of not being related toaviation at all. A total of 16 amendments were rejected for not being related to regionalaviation, despite being related to aviation in general. 2 amendments were consideredunconstitutional. 7 amendments were rejected because they concerned matters alreadyallowed by law. This totals 36 amendments being rejected without further analysis, sincethey did not relate to the subsidy program. The remaining 49 amendments were furtheranalysed by the “Relator” and 15 were totally or partially approved on his vote. He votedfor the following changes on the proposal:

• Establish a limit of 20% of the FNAC (Fundo Nacional de Aviação Civil) that can be usedto provide subsidies to airlines. In 2015 that should ammount to R$ 840 million (or US$336 million).

• Have the definition of “regional airport” on the law, not on a Presidential Decree: up to600,000 passengers/year for airports located in regions other than the Amazon; up to800,000 passengers/year for airports located on the Amazon.




The “Relator” also voted for the following changes on the proposal:

• 50% of the subsidies must be granted to the operation of new routes.

• Limit the subsidies to 50% of the available seats on na aircraft. That means if a 70-seataircraft is loaded with 60 passengers, the calculus for the subsidy will consider only 35passengers.

• Airlines receiving subsidies must not have debts related to airport and air navigationfees.

• Establish a priority for flights on the Amazon.

• Payments to airlines must be done on a regular basis.

• SAC must publish an annual report with full information concerning the program.

• The subsidy program is valid for 5 years, pending one extension for 5 more years ifdeemed necessary.

• No taxes are to be levied on the subsidies.



FURTHER ACTIONS

Congress must vote the Provisional Measure n. 652/2014 until November 24th,otherwise it will not be valid anymore. Once approved by Congress and signed by thePresident, a Presidential Decree regulating the new Law must be issued.

Key aspects concerning the contents of the Decree are pending the approval of theProvisional Measure, and thus can not be confirmed at the present time.

More information on legislative process of the the Provisional Measure n. 652/2014may be found at http://www.senado.gov.br/atividade/materia/detalhes.asp?p_cod_mate=118341

(Portuguese only).



http://www.senado.gov.br/atividade/materia/detalhes.asp?p_cod_mate=118341




4. Further issues

FOREIGN INVESTMENT IN BRAZILIAN AIRLINES

The Código Brasileiro de Aeronáutica – CBA (Law n. 7,565/1986) allows for amaximum of 20% of foreign investment with voting rights in Brazilian airlines. Otheractivities such as mining, oil and gas, telecommunications, energy, banking,insurances, airports, ports, railways and roads have no limits to foreign investment.This limit – established in 1966 during the military ruling in Brazil –, restricts access tocapital, credit and knowledge to Brazilian airlines. There are a number of proposals toincrease it to 49% or abolish it altogether.

FUEL PRICES

Fuel accounted for 37,3% of the operational costs of Brazilian airlines in 2013, up from30,1% in 2009. Federal and State taxes – especially the Imposto sobre Circulação deMercadorias e Serviços (ICMS)* – impose a heavy burden to airlines, particularly inremote areas where fuel prices tend to be higher. Although many States haveunilateraly decide to reduce the ICMS charged on aviation fuels, others such as SãoPaulo – which accounts for close to 40% of all air traffic in Brazil – still keep a 25% tax.Federal Government can not impose a limit to ICMS. States would have to agree toestablish such a limit. Alternatively, that could be achieved thru a Resolution by theSenate.

Further issues

Public Organizations:

• Secretaria de Aviação Civil (SAC)/Secretariat of Civil Aviation – http://www.aviacaocivil.gov.br• Presidência da República (PR)/Presidency of the Reopublic – http://www.planalto.gov.br• Câmara dos Deputados/House of Representatives – http://www.camara.gov.br• Senado Federal/Senate – http://www.senado.gov.br• Agência Nacional de Aviação Civil (ANAC)/National Civil Aviation Agency – http://www.anac.gov.br• Empresa Brasileira de Infraestrutura Aeroportuária (Infraero) – http://www.infraero.gov.br• Empresa de Planejamento e Logística (EPL)/Planning and Logistics Enterprise – http://www.epl.gov.br• Ministério do Turismo (MTur)/Ministry of Tourism – http://www.turismo.gov.br• Ministério da Fazenda (MF)/Ministry of Finance – http://www.fazenda.gov.br• Ministério da Defesa (MD)/Ministry of Defense – http://www.defesa.gov.br• Tribunal de Contas da União (TCU)/Federal Court of Accounts – http://www.tcu.gov.br• Departamento de Controle do Espaço Aéreo (DECEA)/Department of Air Traffic Control –

http://www.decea.gov.br

Private Organizations:

• Empresa Brasileira de Aeronáutica S.A. (Embraer) – http://www.embraer.com.br• Associação Brasileira das Empresas Aéreas (ABEAR)/Brazilian Airlines Association – http://www.abear.com.br• Sindicato Nacional das Empresas Aéreas (SNEA)/National Airlines Syndicate – http://www.snea.com.br

Links

Throughoutairports

http://www.aviacaocivil.gov.br/

http://www.planalto.gov.br/

http://www.camara.gov.br/

http://www.senado.gov.br/

http://www.anac.gov.br/

http://www.infraero.gov.br/

http://www.epl.gov.br/

http://www.turismo.gov.br/

http://www.fazenda.gov.br/

http://www.defesa.gov.br/

http://www.tcu.gov.br/

http://www.decea.gov.br/

http://www.embraer.com.br/

http://www.abear.com.br/

http://www.snea.com.br/

¡Gracias!Thank you!Obrigado!

Gustavo Pacheco Fortes FleuryAir Services Policy Manager

Secretariat of Civil Aviation of the Presidency of the RepublicSecretariat of Civil Aviation Regulatory PolicyDepartment of Air Services Policy

+55 (61) [email protected] Comercial Sul-B (SBS-B), Quadra 9, Lote C, 6th floor, 70308-200 Brasília, DF, Brazil

mailto:[email protected]

Regional Aviation Programs in Brazil - 2014

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