| Feb/17 | Jul 27, 26 | Aug 2, 26 | Aug 3, 26 | Aug 11, 26 | Aug 17, 26 | Aug 24, 26 | Aug 31, 26 | Δ |
|---|
| Aircraft | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 | — |
| Jets | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | — |
| Turboprops | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | — |
| Helicopters | 1 | 1 |
Showing 8 of 112 snapshots (the first plus the most recent); the chart and the Δ consider all of them.
Peaked at 3 aircraft (Jul/18, Aug/18, Sep/18, Oct/18, Nov/18, Dec/18, Jan/19, Feb/19, Mar/19, Apr/19, Jun/19, Jul/19, Sep/19, Oct/19, Nov/19, Jan/20, Feb/20, Mar/20, May/20, Jun/20, Jul/20, Sep/20, Oct/20, Nov/20); the latest snapshot shows 2. The endpoint delta alone would not show the peak.
| When | Registration | Model | From | To |
|---|
One aircraft came and went between the endpoints: it only shows up because we look at every snapshot, not just the first and the last.
Comparison across the RAB snapshots we hold. Between two snapshots there is no reading: the change may have happened at any point in the window, and the aircraft may have passed through other operators along the way.
The 80 snapshots before Sep/24 come from ANAC's monthly file without the engine column: reserved marks are under-detected in that stretch, and at the Sep/24 seam an aircraft that starts showing as reserved may just be detection kicking in, not a change in the RAB. Every attribution starts from the CNPJ reported by ANAC. From May/18 to Dec/21 ANAC masked every document: in those snapshots the CNPJ comes from name continuity on the same registration and, where that is not enough, from the company name when it resolves to a single CNPJ in our records (tax registry and current registration). Ambiguous names or vanished companies are left out.