fokker egpws

A PUBLICATION OF FOKKER SERVICES

F L I G H T L I N E N O . 4 - D E C E M B E R 2 0 0 0

F O K K E R S E R V I C E S

� Enhanced SafetyEGPWS for all Fokker aircraft types

� Improved Flight Directoron Fokker 70/100 aircraft

� Internet NewsFokker aircraft modifications on-line

� CompositesA significant part of your aircraft

Enhanced SafetyEGPWS for all Fokker aircraft types

Page 6 Improved Flight Directoron Fokker 70 and Fokker 100 aircraft

Page 10 Cockpit layout Fokker 70/Fokker 100

Page 14 Internet NewsModifications on the Fokker Services website

Page 16 CompositesA significant part of your aircraft

Page 18 Colofon

Page 19 Wishing you a .....2001

CONTENTCONTENT

TAM Transportes aereos regionais SA introduces a new aircraft color scheme.

PAGE

DEAR CUSTOMER,DEAR CUSTOMER,

3

Reading this Flightline the year 2000 is already changing over into 2001. 2000 has

been an exciting year in many ways. There was the world-wide uncertainty about

computer behaviour at the change of the century. Looking back we can conclude

that for us it was a smooth change-over. Next to this there are the

impressive new developments on internet

and e-communication.

Fokker Services introduced new on-line

e-functionalities such as, your customized

account team at Fokker Services, Quarterly

Reliability Reports, All Operator Messages, and Technical and Operational Notices.

The challenge for the new year is the introduction of an additional customer

dedicated website named: ‘MyFokkerFleet.com. To start with, this site will provide

you ‘My Aircraft Modification Assistant’, Spare parts pricing and availability

with integrated fax-ordering, and on-line accessability of the Service Experience

Digest and Service Letters / Notice to Operators. However this is not all.

There is more to come!

This fourth issue of Flightline addresses some interesting new aircraft

developments such as, the ‘Improved Flight Director’ for the Fokker 70/Fokker 100,

and the ‘Enhanced Ground Proximity Warning System’.

The editorial staff of Flightline wishes you a save and profitable 2001!

Kind regards,

FOKKER SERVICES



Petervan Oostrum

4PAGE

Recently TAM Brasil decided

for its large fleet of Fokker

100s to order the Enhanced

Ground Proximity Warning

Systems (EGPWS), based upon

a modification developed by

Fokker Services. Pro Forma

Service Bulletins are now

available, to introduce EGPWS,

for all Fokker aircraft types.

EGPWS will be a significant

contribution to the further

reduction of Controlled-Flight-

Into-Terrain (CFIT) accidents.

To take advantage of the

benefits of EGPWS as soon

as possible and to prevent

any installation delays prior to

compliance deadlines, opera-

tors are urged to assess

EGPWS now.

B A C K G R O U N D As result of the introduction of the

original Ground Proximity Warning

System (GPWS) developed by

AlliedSignal (now Honeywell) in the

early 1970’s, the number of aircraft

accidents due to CFIT decreased

rapidly. However, CFIT still ranks as

the number 1 cause for accidents,

not just in mountain terrain, but

more often also on relatively flat

terrain away from the intended

landing site. To overcome the limi-

tations of GPWS, which essentially

is looking down only, EGPWS has

been developed. Meanwhile, the US

FAA has issued a requirement to

install a Terrain Awareness and

Warning System (TAWS), on a retro-

fit basis on all aircraft, by March 29,

2005. TAWS is a generic term for

EGPWS. The European JAA has

proposed a TAWS with a compliance

date of January 1, 2005, once again

on a retrofit basis. It is expected that

other airworthiness authorities will

adopt similar rules.

W H A T I SE G P W S ?

EGPWS is a terrain awareness and

warning system providing terrain

alerting and display functions.

EGPWS has evolved from the tradi-

tional GPWS, adressing the two

basic shortcomings of the GPWS.

These are: no GPWS warning when

the aircraft is configured to land

on non-precision approach, and

warnings which sometimes came

too late for pilot response.

EGPWS integrates terrain situational

awareness with respect to current

airplane position and predicted

trajectory with an advanced Ground

Proximity Warning System.

EGPWS provides alert information

to the flight crew both visually and

aurally. A terrain map database will

be used, which provides EGPWS a

means to estimate a flight-path

or selected changes thereof for

approaching high grounds.

Based on the aircraft’s position,

terrain that is above or within 2,000 ft

below the aircraft is presented on

the system display. A simple and

intuitive terrain color coding scheme

facilitates rapid identification of

terrain hazards, as indicated in the

accompanying illustrations.

Terrain situational awareness may

be provided up to 30 min. before a

potential terrain conflict.

The terrain map database also

comprises geographic data on

virtually all airports available and

will therefore be very effective

in preventing premature/incorrect

descents.

EGPWS is able to determine the air-

craft’s position and flight path

based upon information from the

embedded Global Positioning Sys-

tem and FMS, Air Data System,

Radio Altimeter and VOR/ILS

systems. The EGPWS computer

compares aircraft altitude with its

internal terrain database. If there is a



EGPWS FOR ALL FOKKER AIRCRAFT TYPESEGPWS FOR ALL FOKKER AIRCRAFT TYPES

5PAGE

potential threat of collision with ter-

rain, the EGPWS computer generates

a warning, well before the classic

GPWS would do. This enables the

pilot to take appropriate actions.

S Y S T E MC O N F I G U R A T I O N

Standard EGPWS configurations for

all Fokker aircraft types have been

developed as indicated in the table

above. Various options are available

for the Fokker 50, F-27 and F-28

aircraft.

A V A I L A B I L I T YThe following Pro Forma Service

Bulletins (SBs) have been issued:

The SBs assume that the aircraft

have been equipped with a tradi-

tional GPWS. Based on specific

demand from operators in South

East Asia, additional SBs are being

developed for operators which

fly F-27s and F-28s which are not

equipped with a traditional GPWS.

The

benefits of EGPWS to any of these

operators are evident.

As a one-stop-shopping concept

Fokker Services provides the

Appendix SB and the complete

modkit, which includes the EGPWS

computer and GPS antenna, as well



Typical display mode on Fokker 70/100 Typical display mode on Fokker 50/60

Aircraft type Proposed system Standard Optional

Fokker 70 EGPWS MK V � Embedded GPS. ● NoneFokker 100 � Terrain on EFIS.

Fokker 50 EGPWS MK VIII � Embedded GPS. ● Integrated solution EDZ-807/808.Fokker 60 � Terrain on EFIS ● Interface with existing FMS/GPS.

F-28 EGPWS MK VIII � Embedded GPS. ● Dedicated TRA-45A Terrain Display Unit,� Terrain on WXR radar indicator. when RDR-1E/F is installed.a. RDR-4A/B. ● Interface with existing FMS/GPS.b. RDS-86 with IN862A display.c. Primus 90 with DSU.d. Primus 400 with DSU.

F-27 EGPWS MK VI � Embedded GPS. ● Dedicated TRA-45A combined Radio� Terrain on Wx radar indicator. Altimeter and Terrain Display Unit, whena. Primus 90 with DSU. RDR-1E/F or RDR-1300 or RDR-1400 isb. Primus 400 with DSU. installed (3,26” x 3,26”).

● Interface with existing FMS/GPS.

Fokker 70

Fokker 100

Fokker 50

Fokker 60

F-28 SB F28/34-61

F-27 SB F27/34-64

as manual revisions for the Fokker

50/60/70/100. Manual revisions for

the F-27 and F-28 are also available,

however only as an option.

Concluding, the enhanced safety

and all of its associated benefits of

EGPWS are available to all Fokker

operators now. Why wait?

SBF100-34-074

SBF50-34-055

Typical Terrain Display Unit for F-27/F-28Typical Weather radar Display on F-27/F-28

IMPROVED FLIGHT DIRECTOR ONFOKKER 70 & 100 AIRCRAFT

Rudi den Hertog

IMPROVED FLIGHT DIRECTOR ONFOKKER 70 & 100 AIRCRAFTI N T R O D U C T I O N

The Improved Flight Director (IFD) is

the remaining item to complete the

Fokker Ice plan. This Ice plan was at

the time put in place by Fokker Air-

craft BV (currently defunct) after

two accidents, where ground icing

was a factor, i.e. a F-28 in 1992 in

LaGuardia and a Fokker 100 in 1993

in Skopje. Following the reissuance

of the Type Certificates to Fokker

Services BV in June 1996, Fokker

Services BV is now completing this

plan with the recent certification of

the IFD also for the Fokker 100. The

already completed parts of the ice

plan are:

● Black stripe on the outboard part

of the wing to improve visibility of

small ice particles against a gray

wing for ground use.

● IFD certification on the Fokker 70

in 1994.

● On Ground Wing Leading Edge

Heating System

● Ice Awareness program consisting

of:

● Video “Look twice for ice”

● Presentations to airlines.

● Ice data for training simulators.

● Publications in Wingtips and

FlightLine.

● Updates to manuals.

For implementation details, like

references, Service Bulletin numbers,

see separate box at the end of this

article.

One planned development, the

over wing ice inspection light, was

stopped when testing showed that

the system was not suitable as an

alternative to a physical hands on

(tactile) inspection.

This article provides some IFD

6PAGE

background and intends to give a

better insight how the IFD is mecha-

nized and what the advantages are.

It should be noted that the IFD is not

intended to replace the so called

Alternate Take-Off technique (ATO),

but is intended for general use,

including protection for those cases

with some “rest contamination”

after spraying.

B A C K G R O U N DH I S T O R Y

Following the F-28 La Guardia acci-

dent, the FAA introduced signifi-

cantly improved de-icing procedures

before the 1992/1993 winter season.

The objective of these procedures

was: keep the wing clean before

take-off.

In addition, on request of the NTSB,

Fokker Aircraft BV investigated how

take-off performance and stall

margin would be affected by using

a lower initial target pitch attitude

on F-28 and Fokker 100 airplanes in

the event that undetected upper

wing ice contamination is present.

Preliminary simulations with diffe-

rent target pitch attitudes showed

reductions in peak angle of attack of

2.3-2.6 degrees when the target

pitch angle was decreased from 18

to 10 degrees.

A E R O D Y N A M I C& S I M U L A T O R

D A T AWind tunnel testing has shown, that

a fully contaminated wing with par-

ticles of 1 mm high and a density of

1 per cm2, i.e. representative of

hoarfrost, stalls at an angle of attack

some 6 degrees lower than an

uncontaminated wing. The associa-

ted lift loss amounts to 26%.

Fixed base simulator exercises with

pilots in the loop were then perfor-

med, normal take-off’s with a clean

wing, see figure 1.



18

16

14

12

10

8

6

4

2

030 32 34 36 38 42

NORMAL TECHNIQUE/NORMAL VR

TIME (sec)

Angle of attack, α

Pitch angle, O

3 de

g/se

cO, α

(d

eg)

Figure 1: Normal take-off technique (Clean wing)

This technique was chosen over

other alternatives, as it matches

well with the Fokker 70/ Fokker 100

natural tendency to hesitate the

rotation at 8-10 degrees pitch

D E V E L O P M E N TO F T H E

I M P R O V E DF L I G H T

D I R E C T O R ( I F D )Because the Fokker 70 and the Fokker

100 have a very sophisticated Flight

Director, it was subsequently decided

to investigate if these findings could

be implemented in its behaviour.

The objectives where:

● To bring FD commanded pitch

rate better in line with typical

(lower) airline rates

● To prevent invitations for higher

pitch rates

● To provide some additional

margin in angle of attack

As already indicated in the introduc-

tion, the IFD is not an alternative to

Figure 3 provides the outcome:

The rotation technique that was

considered most effective and prac-

tical in providing additional safety

margin was a combination of low

pitch rate of say 2-3 deg/sec and an

initial target pitch angle of 7.5-10

degrees, see figure 4.

7PAGE



7PAGE

Also take-off’s with a contaminated

wing were performed and with four

different take-off techniques:

● Normal technique, which resulted

in a stalled condition on the ground

● Variations in pitch rate, ranging

from 2-8 deg/sec

● Reduction in pitch target

● Increased rotation speed Vr

These approaches are graphically

shown in figure 2.

Further optimization took place in a

next round of off-line simulations,

without FD but with a fixed initial

pitch target. The following tools

in order of decreasing effectiveness-

to reduce the peak angle of attack

were investigated:

1. Two step rotation with a fixed

initial pitch target, decreasing

from 18 to 10 degrees.

2. Lower pitch rate and

3. Increased speeds

18

14

12

10

4

2

030 140 150 160

CAS (kt)VR V2

Low pitch

rate

Stall clean wing

Two-step

Increase

speed

Rotation

α for lift off

Flight

Stall

α for stall

constaminated

An

gel

of

atta

ck (

deg

)

Figure 2: Angle of attack for successful take-off’s (contaminated wing)

14

12

10

6

2

0 2 4 6

FOKKER 100 CONTAMINATED WING

average pitch rate

α m

ax

Target pitch 10o

VR -10ktVR

VR +10kt

14

12

10

6

2

0 2 4 6average pitch rate (deg/sec)

α m

ax

Target pitch 10o

VR -10kt

α for stalonset(contaminated)

VR

VR +10kt

Figure 3: Peak angle of attack vs pitch rate. (max us 2 target pitch angles)

8PAGE

the Alternate Take-Off technique

(ATO), but is intended to provide

additional improvements to cater

for practical situations of de-iced

aircraft approaching the end of the

assumed hold over time. In practical

terms the holdover time is a “gray

area” as it is greatly influenced by

the type of precipitation. However,

sometimes the type of precipitation

cannot be positively identified by

the flight crew.

For those situations, the IFD has

been designed to provide an addi-

tional stall margin during each and

every take-off. It also provides

improved safety in the (improbable)

case that a (light) contamination

was not noticed before departure

and therefore the aircraft was not

properly de-iced.

I F D M E C H A N I Z A T I O NThe next task was, how do we

arrive at an Improved Flight Director

that incorporates most of the above

simulated aspects, that also suits

day-to-day pilot techniques and

provides an additional angle of

attack margin. The simplified dia-

gram of the IFD take-off control law

is as given in figure 5:

S P E E D T A R G E TThe AFCAS take-off pitch control

law for FD and autopilot consists of

a take-off airspeed control law and

an angle of attack (AOA) control

law. It can be seen from the below

schematic, that the lowest pitch

command controls the FD pitch

command bar and the auto pilot.

Both control laws have been im-

proved and modified as follows

T A K E - O F F A I R S P E E D

C O N T R O L L A WThe airspeed control law provides

pitch attitude commands, limited to

10 and 18 degrees, to control to

and/or maintain the following speed

targets:

● When flight director guidance is

used (manual flight) and both

engines are operating the air

speed target is V2 +10 (speed bias

added for the IFD, see below)

● When the A/P is engaged (>35 ft)

and both engines are operating

the airspeed target is changed to

the airspeed at A/P engagement

with a minimum of V2 (unmodified)

● At engine failure, the speed target

is changed to the speed at engine

failure with a minimum of V2

(unmodified)

Experience with the currently instal-

led FD has shown, that in general

terms during nose-up rotation to

the TO pitch angle (18 deg) the FD

pitch command guidance remains

in advance of the pitch attitude that

is controlled by the pilot.



18

16

14

12

10

8

6

4

2

0

TWO STEP ROTATION TECHNIQUE/NORMAL VR

TIME (sec)

Angle of attack, α

Pitch angle, O

Wing stall

3 de

g/se

cO, α

(d

eg)

Figure 4: take-off technique (contaminated wing)

actualspeed

ANGLE OF ATTACK

CONTROL LAW

AIRSPEEDCONTROL

LAW

engine out

MAX

MIN MIN pitch ratelimiter

appr. 1deg/s

18 deg

10 deg

pitchcommand toFD and AP

Seed target

AOAtarget

actual AOA

Figure 5: Basic take-off control law in AFCAS (simplified)

9PAGE

By adding an internal bias (not visible

to the pilot) to the FD speed target

for dual engine, and fading this bias

out as soon as the pilot rotates

above 5 deg pitch, the FD command

guidance for rotation from 10 to 18

deg is slightly delayed. This follows

the natural tendency of the Fokker

70 and Fokker 100 to hesitate in

rotation at about 8 degrees. As a

result, the IFD guidance is easier to

match than the current FD.

Operation of the old FD and new IFD

is illustrated in figures 6 & 7.

A N G L E O FA T T A C K

P R O T E C T I O NC O N T R O L L A W

The AOA control law provides pitch

attitude commands to control to

and maintain an AOA that corres-

ponds to:

● Vma (=V2 min) when one engine

has failed (unchanged)

● Vma + 10 kt when both engines

are operating with IFD, for FD this

is Vma.

This change to the AOA control

law yields 1.6 deg for the Fokker

100 and 2 deg for the Fokker 70

additional angle of attack margin

for dual engine take-off operations

with the IFD. It should be noted

that the AOA loop uses actual

AOA’s.

F L Y I N G T H EI F D

Although the AFM dictates that

speed prevails as the primary cue

over FD guidance, in practice it is

very hard for a pilot to ignore the

FD. Unless it is switched-off of

course, but then a valuable tool

providing very accurate guidance

in all circumstances, including

windshear and engine out would

be lost. Therefore, in practice

during flight training and in opera-

tion, the FD is normally used in

the Fokker 70 and Fokker 100.

Upon TOGA trigger, the FD moves

up to 10 degrees pitch. Then,

when the pilot pitches the aircraft

up during rotation, the FD further

moves to 18 degrees pitch. As

explained earlier, the current FD

provides very little guidance during

rotation of the aircraft to 18 degrees

of pitch, as the FD command guidan-

ce remains in advance of the pitch

attitude that is controlled by the

pilot.

Both the Fokker 70 and the Fokker

100 have a natural tendency to stop

the initial rotation at approximately

8 degrees pitch (depending on c.g.)

and further stick input is required to

increase the pitch attitude towards

18 degrees. As the FD has moved

already from the 10 degree position,

the pilot never “catches up” with

the FD. As can be seen in figure 6,

the pilot cannot match the current

FD until at 15 degrees of pitch.

The new IFD also moves up to 10

degrees pitch upon TOGA trigger

(unchanged). But when the pilot

rotates towards 10 degrees (at a

rate of 2-3 deg/sec), the IFD will stay

See further page12



20.0

0 2 64 12 14 168

Time histories of test flight with Fokker 70

Old FD

10.0

15.0

5.0

0.0

-0.5

Time [s]

Angle of pitch

Angle of attack

ang

le [

deg

]

FD_bar

Figure 6: Flight Director guidance in take-off, old IFD, pitch angle vs time.

0 2 64 12 14 168

Time histories of test flight with Fokker 70

New IFD

10.0

15.0

5.0

0.0

-0.5

Time [s]

Angle of pitch

Angle of attack

ang

le [

deg

]

FD_bar

Figure 7: Flight Director guidance in take-off, new IFD, pitch angle vs time.



continuation of page 9

longer at 10 degrees before advan-

cing to 18 degrees. This behavior

has two important advantages:

1. The delay at 10 degrees is in line

with the tendency of both the Fokker

70 and Fokker 100 to decrease the

pitch rate between 8 and 10 degrees

pitch, as described above. The pilot

is “allowed” more time to apply the

stick input necessary to enlarge the

pitch angle. In case the pilot rotates

the initial open loop part to 10 degrees

pitch a little fast, an earlier IFD nose

down effect will be generated. Why

this is so important will be explai-

ned later.

2. The pilot can now catch up with

the IFD shortly after 10 degrees

pitch. This means that further rota-

tion towards 18 degrees is now gui-

ded, allowing correction for low

speed and/or high angle of attack

above approximately 12 degrees of

pitch. The advantage is obvious

Both effects can be clearly seen in

figure 6 & 7, pitch angle vs Time: In

these graphs, it is clearly illustrated

that the delayed increase of the FD

bar facilitates the interception of the

aircraft pitch angle by the pilot. As a

consequence, less aggressive rota-

tion is required leading to lower

peak angles of attack.

During a normal take-off (with a

clean wing), the FD will not be limi-

ting the controlled pitch. During a

normal take-off, 10 degrees pitch is

reached with a speed somewhere

between V2+10 and V2+20, and

ample margin in speed and angle of

attack exists to allow a normal rota-

tion to 18 degrees pitch as guided

by the IFD.

During a take-off with a slightly con-

taminated wing (unnoticed by the

crew), the pilot can still rotate to 10

degrees pitch without restrictions.

Depending on the degree of conta-

mination, the speed at 10 degrees

pitch will be somewhat lower than

normal due to the larger drag resul-

ting from the contamination. Thus,

the IFD will stay at 10 degrees lon-

ger. The pilot will be limited in pit-

ching up the aircraft (until speed

and angle of attack are “within

limits”), and then through the gui-

dance of the IFD the speed and

angle of attack are kept within limits

during rotation towards 18 degrees

of pitch.

Assuming a typical degree of conta-

mination, the Fokker 100 and Fokker

12PAGE

FLIGHT DIRECTOR COMMAND BARS

HORIZON

10FT

10 10

1010

20 20

CENTER OF AIRCRAFT SYBOL(BORE SIGHT)

= PITCH ANGLE

= FLIGHT PATH ANGLE

= ANGLE OF ATTACK

LONGITUDINAL AXIS

α

α

θ

θ

γ

γ

Figure 8: Flight Director on EFIS Primary Flight Display and basic aerodynamic angles just after lift off

1

2

8

9

10

11

12

13

3

4

5

6 7 14 6

15 16 17 23

18

19

20

21

28

29

22

23

24

25

26

27

28

29

30

151617

1. Cockpit voice recorder�

2. Electrical system�

3. Hydraulic system�

4. Anti-ice�

5. Lighting�

6. EFIS control�

7. Auto pilot system

15. Primary flight display�

16. Navigation display�

17. Multi-function display�

18. Speed brakes�

19. IRS�

20. Parking brake�

21. Thrust rating panel�

22. ACARS

23. Flight management system�

24. Printer�

25. Flap selector�

26. Throttles�

27. Fuel control�

28. Communication�

29. Navigation�

30. Trim

�8.�Fire panels�

�9.�Air conditioning�

10. Fuel panel�

11. Engine start�

12. Pressurization�

13. APU�

14. Landing gear

4

Cockpit layout

Fokker 70/Fokker 100

13PAGE

F L I G H T L I N E N O . 2


70 will stall at an angle of attack

around 10 degrees. This is what

happened for instance in the Fokker

100 accident at Skopje. The stall

occurred at an angle of attack

between 10 and 11 degrees and was

preceded by heavy buffet just befo-

re the stall. The stall itself is charac-

terized by a sharp roll off, followed

by severe wing rock. The crew of

the accident aircraft (the aircraft

was not de-iced) concentrated on

controlling the wing rock, but at the

same time kept pitching up towards

the FD cue above the current pitch

angle of 10-12 degrees (Auto pilot

was off). Every time they pitched up

towards the FD, the aircraft stalled

again.

With respect to the FD, two lessons

have been learned from this acci-

dent. First, the pilot should be allo-

wed to recognize the heavy buffet.

In itself this buffet is not hard to

recognize and to take action to pre-

vent stalling. The problem is howe-

ver that the buffet is followed imme-

diately by the severe roll off. Thus

the pitch rate when approaching the

“critical” angle (near 10 degrees

pitch) should be low to create more

time to allow the pilot to correct the

pitch angle. This effect is gained

with the modified IFD.

Second, the FD should not be above

the controlled pitch angle, thus

tempting the pilot to increase the

pitch angle, when the aircraft is in

fact close to a stall and the only

escape is to lower the pitch angle. In

fact, the FD should command to

lower the pitch angle. This effect is

also gained with the modified IFD.

C O N C L U D I N GR E M A R K S

Although the stall margin is signifi-

cantly increased by using the new

IFD, it should be realized that it is

still possible to stall the aircraft if

the wings are significantly contami-

nated. However, the crew is allowed

more time to recognize the pre-stall

crew is provided with an excellent

buffet and to react to it. Thus, the

(pending) stall. It is important to

tool to prevent or recover from a

realize however, that simulator trai-

ning is required to reinforce this.

To this end all Fokker 70/ Fokker 100

simulators have been modified

to provide heavy buffet when

approaching a stall with a contami-

nated wing

S U M M A R YWith the IFD, Fokker Services BV

introduces added safety during each-

and every day take off. With a clean

wing the pilot has the advantage of

improved guidance from 10 to 18

degrees pitch. With a contaminated

wing, the IFD provides an excellent

tool to prevent or recover from a

stall.

To facilitate introduction of the IFD,

Fokker Services BV offers this opti-

onal Service Bulletin SBF100-22-046

free of charge to the operators.

Document Subject description

SBF100-22-037 Intro of improved FCC (V7.02 & V7.03)SBF100-22-046 Intro of the Improved

Flight Director (IFD)SBF100-30-018 Intro of On Ground Wing Leading Edge Heating System

SBF100-51-004 Intro of black stripe on upper wing surface to assist ice detection

Service Letter 255 Use of type IV fluids for ground de- and anti icing

AMM Ch 12-30 Up to date procedures for snow andice removal and cold weather protection

SED 30-10/001 The build up of clear ice on the wingsAOM Ch 7 Flight techniques Adverse Weather Operation

Official documents issued for Fokker 70 & Fokker 100 in relationto Cold weather operation

Figure 10: Effect of one leading edge heatingcycle plus Take off run: no run back ice! Note:Windtunnel testing has shown significant reduc-tion of lift loss on a fully contaminated wing,when cleaned to at least 10% of wing chord.

Figure 9: (V-bar): FlightDirector presentation on the Primary Flight display at 30 ft, note fly down command.

Leo van der Laan

Internet News

14PAGE

Modifications are essential to

keep your aircraft fleet compe-

titive and in compliance with

airworthiness requirements.

Fokker Services B.V offers a sub-

stantial number of modifications.

For the Fokker aircraft types currently

in service, near 4,500 Fokker Service

Bulletins have been issued among

which many modifications.

Since the founding of Fokker

Services B.V. in 1996, more than

275 Service Bulletins have been

published. This means an average

of 5 new Service Bulletins per

month over the last 4,5 years.

It is not easy to find your way in this

huge amount of available modifica-

tions. It is also not easy to keep

track of all new product develop-

ments. Therefore Fokker Services

has decided to provide more up to

date modification information via

the Fokker Services internet web-

site. By means of your login, we will

offer customized modification infor-

mation, which is accessible at any

moment in time. You will be kept up

to date on modifications that are

being developed and when they

become available.

In September 2000, a start has been

made to improve the information

on Fokker modifications on the

Fokker Services Internet site. The

following 4 actions are planned:

1 Introduction of a top 20 of most

important and recently issued

modifications

2 Introduction of a category/key

word to modifications to support

cross-selections

3 Establish a link to the configu-

ration databases to customize the

modification information to your

Fokker fleet

Add the Service Bulletin index

4 Development and introduction of

an easy-to-use cost-benefit tool

Introduction of the top 20 is current-

ly being developed and information

on a number of very interesting

modifications is now available

under the button New Products and

Services. This information is acces-

sible without a key or login.

Implementation of the configuration

databases is expected to start by the

end of this year. Beginning 2001, the

information provided under “More

Details” will be accessible after use

of your login. Enter the www.

FokkerServices.com site now and

follow these instructions. You do

not need a member login yet!

If you click on the New Products and

Services button, you will find a

summary of hyperlinks to the latest

modifications:

If you click on one of these hyper-

links (for instance Substantial

improvement of cabin cooling), a

short summary of the modification

will be presented accompanied by

an illustration. On the right hand

side, the most important benefits of

the modifications are summarized

for easy reference.

This page helps you to get acquainted

with the highlights of the modifi-

cation. To know more about the

modification, please click the “More

Details” link.

A full description of the modifica-

tion is now presented including

illustrations. Also detailed informa-

tion on the benefits, installation,

availability, and Service Bulletin

references is included. All together



MODIFICATIONS ON THEFOKKER SERVICES WEBSITEMODIFICATIONS ON THEFOKKER SERVICES WEBSITE

15PAGE

the information presented is more

extensive than you will find in the

Service Bulletins.

Modifications are only interesting if

they fulfill a market demand. For

optional modifications, the econo-

mical benefits and payback are of

vital importance to your decision

process. Therefore, we pay special

attention to provide you with refe-

rence data like aircraft downtime,

operational consequences and

man-hours for installation depen-

ding on the relevance to the subject

modification.

Price information and lead-time are

not jet included because this

depends on the individual situation,

fleet-size etc. Contact your Account

Manager, which can also provide

answers to any questions on the

modification. A link is provided at

the bottom of each modification

presentation for your convenience.



You can print the information by

using the normal Internet features.

By clicking Back twice, you will

return to the summary.

Now, try another modification and

bring yourself up to date on the

modifications Fokker Services B.V.

offers you to improve your operation.

It is our intention to include more of

these interesting modifications in

the coming months.

Please take a moment to visit the

on-line New Product & Services

section within our website.

Mark Wellens

COMPOSITES:COMPOSITES:

16PAGE

R E C O N D I T I O N I N GO F

I N T E R I O R P A R T S

It is widely recognised that passen-

ger appeal and comfort is a very

important factor in today’s flight

operations. When interior parts,

such as side-walls, luggage bins,

partition walls, galleys, toilets, and

floor panels are damaged you are

faced with the decision whether or

not to replace them. As you know

replacement is rather expensive.

Fortunately in many cases replace-

ment is not necessary. Very often a

part can still be repaired despite of

it’s condition. The above mentioned

interior parts are examples of parts

which often can still be repaired.

You will be surprised what a com-

posite repairshop can do with these

parts.

Depending on the frequency of

failure of parts a continuous evalu-

ation is taking place. Where necessary

modifications are being introduced.

Let’s have a closer look to the cover

assy of the passenger stair.

Composite parts can be found every-

where in today’s propline and

jetline aircraft. Why are composite

parts used in aircraft ?

● To save weight,

● Freedom in design,

● Resistance against corrosion,

● High resistance against fatique.

In general composite parts can be

divided into interior parts and

exterior parts. Originally composite

parts were used mainly in secon-

dairy constructions (such as interior

parts). Nowadays composites are

also used in primairy constructions.

Ofcourse composite parts also get

damaged during daily use of the

aircraft. What about repairability?

There are more repair possibilities

than you might have thought. Let’s

take a closer look to the repair of

composite parts.

D O O R C O V E RI M P R O V E M E N T S

Many Fokker 50 operators have

been faced with frequent repairs on

the cover assy of the passenger

stair integrated in the door. For this

part Fokker Services Engineering

and Repair shops are jointly deve-

loping repair and improvement

methods in order to improve the

Mean Time Between Failure (MTBF).

This will result in modifications and

repair procedures which will often

be laid down in a Service Bulletin.

As such the number of repairs is

reduced and a reduction in the cost

involved is reached.

Of course there are limits to repairs

that can be performed due to engi-

neering or operational restrictions.

Door cover before repair

Door cover after repair

Refurbisched Side Wall panel



A significant part of your aircraft

requires quite some shop proces-

sing time. Therefore this can best be

combined with a Heavy Maintenance

check or for instance at the time the

aircraft is in a conversion program.

R E C O N D I T I O N I N GO F E X T E R I O R C O M P O S I T E

P A R T SAlso exterior parts can often be

repaired. Parts such as fairings, lea-

ding-edges, flight control surfaces,

radomes, engine air-intakes, engine

cowlings, and access panels. But

there is more!

In general repairs are performed in

accordance with the Structural

Repair Manual (SRM) of the particu-

lar aircraft type. However when

the damage exceeds the repairs

mentioned in the SRM, Fokker

Services has the in-house capability

to develop and certify a new repair.

E X C H A N G E S E R V I C E

Fokker Services offers an extensive

exchange service for composite

parts offered for repair. This is orga-

nised within the Structural Parts

Availability Service (SPAS, see also

Flightline nr2, may 2000). An example

of parts which are in the exchange

program and running succesfully

for several years now, are the Fokker

50 Wing and Tailplane Leading Edges.

Repair capabilities such as offered

by Fokker Services , may save you

money ,increase the passenger

appeal and, in combination with mo-

difications, increases your reliability.

All of the above mentioned services,

capabilities, and programs are avai-

lable to you at Fokker Services.

If you want to get more out of your

composite parts and if you have any

questions on any of the above

items, please contact your Sales

manager or Customer Services

Representative at Fokker Services.

The Fokker Services website

(www.fokkerservices.com – section

Products & Services – Component

Maintenance) also provides you infor-

mation on the repair of composite

parts.



Repair methods are continuously

evaluated and new repair methods

are developed in order to get

composite parts maintenance more

cost effective. All repairs and

modifications performed by Fokker

Services meet the requirements as

imposed by the JAA/FAA. A lot of

knowledge and expertise is required

to meet the safety standards on the

area of flammability, toxicality and

smoke. Fokker Services is proud to

be able to offer you these complete

range of capabilities.

Another capability not mentioned

so far is the redecoration of interior

parts.

C A B I N / I N T E R I O R

R E F U R B I S H M E N TDo you want to give the passengers

the impression that they are in a

new aircraft? Wouldn’t you wish

that your sidewalls, luggage bins,

and ceilingspanels look like new?

It is possible!

You can decide to have your com-

plete aircraft interior or a selection

of damaged parts refurbished by

Fokker Services. The replacement of

the existing ‘wallpaper’ by a new

one will refresh the cabin of your

aircraft significantly. Refurbishment

Fokker 50 Wingtip fairing after repairFokker 50 Wingtip fairing before repair

Reskinning of Fokker 50 Leading Edge

COLOFONCOLOFON

faith based on the most current

information available to Fokker

Services, no warranty or represen-

tation is intended and the document

must not be regarded as establishing

any obligation on the part of Fokker

Services B.V. Airline personnel are

advised that their company’s internal

policies may prohibit or restrict the

use of information published in this

document.

This document has been prepared

for use only within the customer’s

own organization. It may not be

reproduced or redistributed, either

wholly or in part, without the

express permission of Fokker

Services B.V.

All the data and estimates presented

in this document are for information

purposes only. While the information

presented is provided in good

COLOFON

FlightLine is a publication of Fokker

Services B.V.

EDITORIAL STAFF

Kristine Touw

Arie Drooger

Jan Henk Leeuwenburg

Manfred Hoogenboom

EDITORIAL ADDRESS

Fokker Services B.V.

Attn. Kristine Touw

P.O.Box 3

4630 AA Hoogerheide

The Netherlands

Tel. +31-(0)164-618517

Fax +31-(0)164-618666

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Would your colleague like to receive his/her own copy of FlightLine on aregular basis? Make a photocopy of the form below, fill it out and send, faxor mail it to the stated addresses. We will send this issue a.s.a.p. and all thefollowing issues from now on.

COMPANY:

NAME: INITIALS:

TITEL: MR/MRS/MS

ADDRESS:

POSTCODE: CITY:

COUNTRY/STATE:

TELEPHONE NUMBER: FAX NUMBER:

EMAIL ADDRESS:

WEBSITE ADDRESS COMPANY:

Please send this form to:

Fokker Services B.V.Kristine TouwP.O.box 34630 AA HoogerheideThe Netherlands

You can fax the form to:

Fokker Services B.V.Kristine Touw+ 31-(0)164-618666

Or you can send an email stating the

information asked in the form to:

[email protected] please state as topic: ‘FlightLine subscription’

W W W . F O K K E R S E R V I C E S . C O M

Use it!

18PAGE

Happy New Year

Selamat Tahun Baru

Bonne Année

Glückliches Neues Jahr

Feliz Ano Novo

Gelukkig Nieuwjaar

Feliz Año Nuevo

PAGE

19F L I G H T L I N E N O . 4 - D E C E M B E R 2 0 0 0


Fokker Services is a member of the Stork Group

Onderschrijft

Fokker Services is an independent, fully dedicated services

provider to the world’s airline industry.

We are committed to the safe, secure and profitable operation of

your fleet. In addition to traditional product support, we provide a

total package of integrated services - a one stop source for all

your aircraft servicing needs. We offer expertise and quality at a

competitive price.

As Type Certificate Holder of all Fokker aircraft we offer services

that no other facility can match. We have design and development

know-how and experience for each Fokker mark number.

Within minutes, we can access a comprehensive history of every

Fokker aircraft.

Our services are not limited to Fokker aircraft. Our professionals

have built a wealth of experience in structural engineering, advanced

electronics and mechanical systems. This experience has been used

to design and implement logistic and technical programs for many

different types of aircraft. We have expertise on aircraft like

ATR42/72, Boeing 737, Lockheed Martin F16, Westland Lynx and

Sikorsky helicopters.

Fokker Services has divided its operation into four core capabilities:

Aircraft Services, Material Support, Component Maintenance and

Technical Services. These units utilize a complete range of capabilities

and are renowned for their speed, reliability, and quality. Our regional

presence and total package of integrated services mean that we are

available whenever and wherever you need us.

Fokker ServicesThe Plane-Care Company for your Continued Competitive Operation

Visit our website: www.fokkerservices.com

Fokker Services B.V., Dept. Marketing & SalesP.O. Box 3, 4630 AA Hoogerheide, The NetherlandsTel. +31-(0)164-618207, Fax +31(0)164-618666

Fokker Services B.V.,P.O. Box 231, 2150 AE Nieuw-Vennep, The NetherlandsTel. +31-(0)252-627000, Fax +31-(0)252-627111

Fokker Services B.V., Component MaintenanceP.O. Box 75047, 1117 ZN Schiphol, The NetherlandsTel. +31-(0)20-6054546, Fax +31-(0)20-6053800

Fokker Services Asia Pte. Ltd,Building 139, Piccadilly, East Camp, Seletar Airport, Singapore 798378, SingaporeTel. (65)-4811080, Fax (65)-4811438

Fokker Services, Inc.5169 Southridge Parkway, Suite 100, Atlanta, GA 30349, U.S.A.Tel. (770)-991-4373, Fax (770)-991-4360

We care for planes…We care for you!

Fokker Services is a member of the Stork Group

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