Este artigo tem o objetivo de analisar as transformações da aviação civil brasileira a partir da ótica das concessões aeroportuárias à iniciativa privada, iniciadas no ano de 2012. O vertiginoso crescimento da demanda por serviços aéreos no Brasil nos últimos anos (2003 – 2017), resultado positivo do desempenho da economia doméstica, demonstrou deficiências infraestruturais no setor aeroviário. Nesse sentido, foram realizadas cinco grandes rodadas de leilões, em que o modelo de concessão adotado nas 1ª, 2ª e 3ª Rodadas, do Governo Dilma Rousseff manteve a participação da estatal Infraero, entretanto, a partir da 4ª e 5ª Rodadas, já no governo de Michel Temer, a estatal ficou de fora. Os resultados preliminares apontaram contínuo crescimento da receita tarifária ao longo dos últimos cinco anos, porém, as concessionárias gestoras privadas aumentaram as tarifas de embarque, estão com obras de ampliação atrasadas e descumprindo o pagamento das outorgas ao Estado brasileiro.
The aerial cargo shipment freight accounted for approximately 1/3 of the total international trade in 2013. Domestic cargo (national) moves in Brazil had 50% annual mean growth between 2004 and 2013. TAM, Gol and ABSA led the domestic cargo transportation in Brazil. As for the international freight, the foreign airlines recorded the highest percentages and the main flow (origin and destiny) headed to the United States. Such route was followed by Germany and Argentina. The aerial mode in Brazil represents 0.03% (in tonnes) of the total load and the main cargo airlift airports are Guarulhos/SP and Manaus/AM. Therefore, the present study aims, the understanding the dynamic movement of domestic and international cargos, its flows (origin-destiny) and the Logistics strategies adopted by airlines regarding cargo transportation. The methodology was based on literature review in articles and scientific journals, on statistical data analysis and on interviews with public and private agents.
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