Regional Aviation Programs in Brazil - 2014

Presidency of the Republic of Brazil
Secretariat of Civil Aviation
Regional Aviation Programs in Brazil
Airport Infrastructure and Subsidies to Airlines
Gustavo Pacheco Fortes Fleury
Air Services Policy Manager
BOGOTA, November 10th, 2014

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

Milestones of Air
Transport in Brazil
Legal change
Institutional change
Overview of Air Transport in Brazil
1975: Creation of the Integrated Systems
of Regional Air Transport (SITAR)
1986: 3rd Civil
Aviation Act
(Law 7,565)
1972: Creation
of INFRAERO
1961: 1st National
Commercial Aviation
Conference (CONAC)
1941: Creation of the
Ministry of Aeronautics
1931: Creation of the Department
Of Civil Aviation (DAC)
2006: Creation
of the National
Civil Aviation
Agency (ANAC)
2001
2004
2001:
Liberalization
of domestic
airfares
1991
1991: Abolition
of the SITARs
2012: “Logistics
Investment
Program –
Airports” (PIL)
2011: Creation of
the Secretariat of
Civil Aviation of the
Presidency of the
Republic (SAC/PR),
holding the status
of Ministry
2007: Creation of the Secretariat of
Civil Aviation of the Ministry of
Defense (SAC/MD)
1927: First scheduled
flights in Brazil
1938: 1st Civil Aviation
Act (Law-Decree 483)
1959: Introduction of
jet aircrafts in Brazil
1966: 2nd Civil
Aviation Act
(Law-Decree
32)
1999: Creation
of the Ministry
of Defense
2009: National
Civil Aviation
Policy (Decree
6,780)
2014: “Regional Aviation
Development Program”
(PDAR; Provisional
Measure 652/2014)
Regulated air fares Deregulated air fares
Regulated routes Deregulated routes
Subsidies No subsidies
No limit to foreign
investment
20-percent limit on foreign investment on an airline
1966
Policy change
Program implementation
Regulatory
framework

SECRETARIAT OF CIVIL
AVIATION
• Public Policies and Planning
• Government Coordination
• Airports Grant Plan
MINISTRY OF DEFENSE
• Military Aviation and Air
Defense
• Air Traffic Control (ATC)
• Accident analysis
ANAC
Independent Federal
Agency
INFRAERO
Government-owned
public airport operator
DECEA
Military department in
charge of Air Traffic
Control (both civil and
military aviation)
CENIPA
Military center for
accident analysis and
prevention

North
Area: 45.3%
Population: 8.3%
Pop. density: 4.1 per sq. km
Midwest
Area: 18.9%
Population: 7.4%
BRAZIL Area: 8.52 million sq km (3.29 million sq mi)
Pop.: 202.7 million (2014 est.)
Adm. division: 26 states (divided into 5,570
municipalities) and one Federal District.
GDP (nominal): USD 2.24 trillion (2014 est.)
AMAZON
Northeast
Area: 18.3%
Population: 27.8%
Southeast
Area: 10.9%
Population: 42.1%
South
Area: 6.8%
Population: 14.4%

BRAZIL – Population density
Anthropization (in red)
1950-
1960
1997-
2004

106 airports currently served by scheduled flights – Sept. 2014

Domestic routes – Sept. 2014*
A route is considered, in this case, in terms
of departure and destination. A flight from
airport “A” to airport “B” is one route; a
flight from “B” to “A” is another route. Some
connections between airports are “one-way
only”.

Capacity offered on domestic routes, per week – Sept. 2014*
Differently from the previous map, a route
is considered, in this case, as the connection
between airports “A” and “B” regardless of
which one is an origin or destination point.

Source: ANAC
Supply (available seat kilometers – ASK) and demand (revenue
passengers kilometers – RPK) on Brazilian domestic air transport –
2001-2013 (in billions)
Demand Supply

Growth of supply (in ASK) and demand (in RPK) on the Brazilian
domestic market – 2001-jul/2014* (in percentages)
Source: ANAC
Demand (%) Supply (%)
* 2014: January to July, compared to the same period in 2013.

Monthly average load-factor on domestic routes – Jan/2000 to Jul/2014 (%)
Source: ANAC Load-factor (%) Linear trend (%)

Inflation-adjusted average airfare and yield on the Brazilian domestic
market – 2001-2013 (in BRL)
2012-2013:
4.63% increase of the average airfare
and 1.06% increase of yield values.
Inflation-adjusted average
rate (R$)
Inflation-Source: ANAC adjusted yield (R$)

Number of passengers on domestic and international flights in Brazil
– 2004-2013
Source: ANAC

Millons of passengers
(departures + connections + arrivals)
Number of passengers on Brazilian airports (departures + connections +
arrivals) – 2003-2013
Source: INFRAERO

Number of passengers on
Brazilian 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.

Airports served by scheduled
flights in 1999
192 airports served by scheduled
flights throughout 1999, with a peak
of 183 airports in February 1999.
Airports serving State capitals (31)
Regional airports (161)

Routes and airports served by
scheduled flights in 1999
flights throughout 1999, with a peak
of 183 airports operating
simultaneously in February 1999
1,020 routes served by scheduled
flights, with a peak of 837 routes
being operated simultaneously in
Januray 1999.
Route served by scheduled flight (1,020)

Comparison of airports served by
scheduled flights in 1999 and
flights in Sept/2014.
95 airports stopped being served by
scheduled flights.
9 airports began to receive
scheduled flights.
Sept/2014
Regional airports operated in 1999 and 2014 (66)
Airports where operations began after 1999 (9)
Airports where operations ceased after 1999 (95)

Airports served by scheduled
flights in Sept/2014
Regional airports operated in 1999 and 2014 (66)
Airports where operations began after 1999 (9)

706 routes served by scheduled
Routes and airports served by
scheduled flights in Sept/2014
Route served by scheduled flight (706)

flights in Sept/2014 (381 already
served in 1999; 325 new routes).
flights in 1999 had ceased operations
until Sept./2014.
Comparison of routes served by
scheduled flights in 1999 and
Sept/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 scheduled
flights – from Jan. 1999 to Sept. 2014
Airports
Source: Civil Aviation Secretariat (with data provided by the National Civil Aviation Agency – ANAC)
Routes
Airports Routes

Passengers on
Brazilian 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% py
9% py
10% py
Passengers on
Brazilian airports
(departures + connections +
arrivals) – Estimated from
2013 to 2035
113 million

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

Logistics Investment Program - Airports
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

PROGRAMA DE INVESTIMENTO EM LOGÍSTICA: AEROPORTOS
(PIL-Aeroportos)
BACKGROUND
The creation of the Secretariat of Civil Aviation – SAC, in March 2011, as a Special
Secretariat 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 Política
Nacional de Aviação Civil – PNAC (National Civil Aviation Policy), approved by
Decree n. 6,780 of Feb. 18th, 2009. It provided the adequate institutional framework
and financial resources to invest in air transport.
Development of the PIL-Aeroportos program began in July 2011. It was triggered by
recurring 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?

(PIL-Aeroportos)
Which airports should receive investments in infrastructure?
During the 2nd semester of 2011, a preliminary study was undertaken by SAC to
select airports that could possibly receive investments in order to provide adequate
infrastructure 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 be
presented and discussed with other organizations (inside and outside the Federal
Government).

(PIL-Aeroportos)
Throughout 2012, SAC presented and discussed the selection of airports with the
following 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.

(PIL-Aeroportos)
It was particularly important to discuss with State Governments the list of airports
that would receive investments, not only to make it compatible with their social and
economic planning but because 631 of the 719 public aerodromes/airports are
operated by States or Municipalities (directly or indirectly). SAC invited officials from
each State government to present a list of airports of their respective State (other
States’ airports were not presented), after which they were granted enough time to
evaluate 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.

On December 20th, 2012 a list
of 270 was presented at the
announcement of the PIL-Aeroportos
Region Airports
North 67
Northeast 64
Midwest 31
Southeast 65
South 43
TOTAL 270
program.
The estimated investment will
ammount to R$ 7.3 billion
(US$ 2.92 billion).
The following maps show the
regional airports selected.

Set/2014
204 of the 270 regional airports are
not 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
NORTH
AMAZONAS
PARÁ
TOCANTINS
RORAIMA
AMAPÁ
RONDÔNIA

State Airports
Alagoas 2
Bahia 20
Ceará 9
Maranhão 11
Paraíba 3
Pernambuco 9
Piauí 7
Rio Grande do
2
Norte
Sergipe 1
TOTAL 64
MARANHÃO
RIO GRANDE DO NORTE
PERNAMBUCO
CEARÁ
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
SOUTHEAST
SÃO PAULO

State Airports
Paraná 15
Rio Grande do Sul 15
Santa Catarina 13
TOTAL 43
SANTA CATARINA
PARANÁ
RIO GRANDE DO SUL
SOUTH

(PIL-Aeroportos)
After the announcement of the PIL-Aeroportos program, SAC pursued the following
line of action:
• Hire Banco do Brasil (BB) to manage the projects and investment. BB is in charge
of delivering the Estudos de Viabilidade Técnica – EVT (“Technical Feasibility
Studies”), the Estudos Preliminares de Engenharia – EP (“Engineering Preliminary
Studies”) the Anteprojetos de Aeroporto Regional – AP (“Regional Airport
Preliminary Projects”) to SAC.
• Create standard projects for small, small-medium and medium airports:
• Establish partnerships with local governments (State and Municipal) for the
management 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 maintenance
and operation;

PROJECT STAGES Technical Feasibility
Studies
Engineering Prelimary
Studies
Regional Airport
Preliminary Projects

STANDARD PROJECTS FOR REGIONAL AIRPORTS

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

PROGRAMA DE DESENVOLVIMENTO DA AVIAÇÃO REGIONAL (PDAR)
BACKGROUND
The proposal of subsidies to airlines as a way to increase the number of airports
served by scheduled services was part of the Logistics Investment Program (PIL-Aeroportos)
announced in Dec. 2012. Discussions concerning the primary aspects of a
subsidy program were held concurrently to the selection of regional airports that
were to receive investments in infrastructure, and involved mostly organizations that
are 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 send
their suggestions, all of which were to be analysed by SAC. A public hearing was held
in Brasilia to receive suggestions by anyone attending. Most suggestions were made
by airlines.

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 time
frame; the expected results; government and airlines obligations; oversight and
information provision; and penalties due to infringement of obligations.
SAC initially proposed that the subsidy program would last for 2 years and could be
continually renewed for the same period. Airlines would not be obligated to apply for
subsidies, but in doing so would be required to provide information on a monthly
basis. Evidences of wrongdoing by an airline would result in investigation and possibly
the 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 subsidy
program:
1. Increase the Brazilian population’s access to the air transport network by
reducing the average airfare;
2. Integrate remote communities to the civil aviation national network in order
to facilitate the transport of people and goods, such as food supplies and
pharmaceuticals;
3. Integrate regions with lower economic potential to medium- and large-sized
urban centers;
4. Facilitate the access to regions with tourism potential;
5. Increase the number of passengers on already-existing routes; and
6. 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 departure
or destination airport received less than 50,000 passengers on a certain year, whereas
medium-density routes would be those on which these airports had more than 50,000 and
less than 800,000 passengers. High-density routes would be those in which both the
departure and destination airports had more than 800,000 passengers/year or those
serving 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 general
guidelines that may be considered when drafting the final proposal for the creation of the
subsidy program.
More information on Public Consultation n. 2/2013 can be found at
http://www.aviacaocivil.gov.br/acesso-a-informacao/arquivos-pdf/proposta-de-modelo-de-subsidios2013.
pdf (Portuguese only)

PROVISIONAL MEASURE N. 652, OF JULY 25TH, 2014
Following Public Consultation n. 2/2013, discussions were held between SAC and the
Ministry 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 what
legal instrument would be used to provide the Federal Government with the
possibility to grant subsidies to regional flights – a provisional measure (Medida
Provisória) or a bill (Projeto de Lei) –, and to which aspects should be included and
which ones should be detailed on a Presidential Decree.
Opting between a provisional measure and a bill was a key issue during those
debates. Although both eventually become a law once aproved by a majority on the
Senate and the House of Representatives, there are substantial differences concerning
the 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 urgency
and 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 the
total 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 the
Senate 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 only
once) or it looses its effectiveness.
Does not need to be voted within a given time frame.
Is analysed only in one especially-created Commision (Comissão
Mista) formed by members of the Senate and of the House of
Representatives.
Is analysed by at least 3 different commisions on each House of
Congress.
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 discussions
involving mostly Government organizations throughout 2013 and 2014 – almost all of
which were consulted when drafting the PIL-Aeroportos program (State governments were
not 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 grant
any right to subsidies before it is regulated by a Presidential Decree. The PM creates the
Programa de Desenvolvimento da Aviação Regional (PDAR, Regional Aviation
Development Program).
The provisional measure was sent to Congress and must be approved by both Houses
before November 24th, 2014, or it looses its effectiveness. Representatives and Senators
proposed 85 amendments to the PM until August 5th. Due to general elections in Brazil in
October 5th and 26th, Congressional activities were halted. On November 4th, the special
commission resumed its activites and a public hearing was held in order to discuss the
matter. SAC analysed the 85 amendments and submited this analysis to Congress.

The comission invited the Minister of Civil Aviation (SAC); the Director-President of
the National Civil Aviation Agency (ANAC); the President of INFRAERO; the Chief of
the Operations Subdepartment of the Department of Air Traffic Control (DECEA); the
President of the Brazilian Airlines Association (ABEAR); and the President of the
National Syndicate of Aeronauts (SNA). A representative of regional airlines was
present and was granted the right to speak.
Following the public hearing, Federal Government officials and the members of the
Comission discussed which aspects of the proposal and of the amendments should be
included on the vote of the Comission’s “Relator”, a member designated to analyse
the proposal.
On November 5th, the Comission’s “Relator” issued his vote. Members of the
Comission requested time to analyse it, and the following meeting is scheduled for
November 11th.

The Comission’s “Relator” rejected 11 amendments on the grounds of not being related to
aviation at all. A total of 16 amendments were rejected for not being related to regional
aviation, despite being related to aviation in general. 2 amendments were considered
unconstitutional. 7 amendments were rejected because they concerned matters already
allowed by law. This totals 36 amendments being rejected without further analysis, since
they did not relate to the subsidy program. The remaining 49 amendments were further
analysed by the “Relator” and 15 were totally or partially approved on his vote. He voted
for the following changes on the proposal:
• Establish a limit of 20% of the FNAC (Fundo Nacional de Aviação Civil) that can be used
to 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 to
600,000 passengers/year for airports located in regions other than the Amazon; up to
800,000 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-seat
aircraft is loaded with 60 passengers, the calculus for the subsidy will consider only 35
passengers.
• Airlines receiving subsidies must not have debts related to airport and air navigation
fees.
• 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 if
deemed 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 the
President, a Presidential Decree regulating the new Law must be issued.
Key aspects concerning the contents of the Decree are pending the approval of the
Provisional Measure, and thus can not be confirmed at the present time.
More information on legislative process of the the Provisional Measure n. 652/2014
may be found at http://www.senado.gov.br/atividade/materia/detalhes.asp?p_cod_mate=118341
(Portuguese only).

Further issues
FOREIGN INVESTMENT IN BRAZILIAN AIRLINES
The Código Brasileiro de Aeronáutica – CBA (Law n. 7,565/1986) allows for a
maximum of 20% of foreign investment with voting rights in Brazilian airlines. Other
activities 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 to
capital, credit and knowledge to Brazilian airlines. There are a number of proposals to
increase it to 49% or abolish it altogether.
FUEL PRICES
Fuel accounted for 37,3% of the operational costs of Brazilian airlines in 2013, up from
30,1% in 2009. Federal and State taxes – especially the Imposto sobre Circulação de
Mercadorias e Serviços (ICMS)* – impose a heavy burden to airlines, particularly in
remote areas where fuel prices tend to be higher. Although many States have
unilateraly decide to reduce the ICMS charged on aviation fuels, others such as São
Paulo – 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 to
establish such a limit. Alternatively, that could be achieved thru a Resolution by the
Senate.

Links
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
Throughout
airports

¡Gracias!
Thank you!
Obrigado!
Gustavo Pacheco Fortes Fleury
Air Services Policy Manager
Secretariat of Civil Aviation of the Presidency of the Republic
Secretariat of Civil Aviation Regulatory Policy
Department of Air Services Policy
+55 (61) 3311-7371
gustavo.fleury@aviacaocivil.gov.br
Setor Comercial Sul-B (SBS-B), Quadra 9, Lote C, 6th floor, 70308-200
Brasília, DF, Brazil

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