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Transcript of 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
Page 4 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
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
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
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
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
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
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.
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
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
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
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.
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
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
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
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.
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
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
F O K K E R S E R V I C E S
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
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
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.
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
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
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
A significant part of your aircraft
PAGE
17
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.
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
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
FR
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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:
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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
F O K K E R S E R V I C E S
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