A PUBLICATION OF FOKKER SERVICES

v Enhanced Safety EGPWS for all Fokker aircraft types v Improved Flight Director on Fokker 70/100 aircraft v Internet News Fokker aircraft modications on-line v Composites A signicant part of your aircraft

F O K K E R

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FLIGHTLINE NO.4 - DECEMBER 2000

CONTENT
Page 4 Enhanced Safety EGPWS for all Fokker aircraft types Improved Flight Director on Fokker 70 and Fokker 100 aircraft Cockpit layout Fokker 70/Fokker 100 Internet News Modications on the Fokker Services website Composites A signicant part of your aircraft Colofon Wishing you a .....2001

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Page 10 Page 14

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

DEAR CUSTOMER,

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 Modication 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 protable 2001!

Kind regards,

FOKKER SERVICES
F O K K E R S E R V I C E S
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FLIGHTLINE NO.4 - DECEMBER 2000

EGPWS FOR ALL FOKKER AIRCRAFT TYPES

Peter van Oostrum

Recently TAM Brasil decided for its large eet of Fokker 100s to order the Enhanced Ground Proximity Warning Systems (EGPWS), based upon a modication developed by Fokker Services. Pro Forma Service Bulletins are now available, to introduce EGPWS, for all Fokker aircraft types. EGPWS will be a signicant contribution to the further reduction of Controlled-FlightInto-Terrain (CFIT) accidents. To take advantage of the benets of EGPWS as soon as possible and to prevent any installation delays prior to compliance deadlines, operators are urged to assess EGPWS now.

proposed a TAWS with a compliance date of January 1, 2005, once again on a retrot basis. It is expected that other airworthiness authorities will adopt similar rules.

or selected changes thereof for approaching high grounds. Based on the aircrafts 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 conict. 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 aircrafts position and flight path based upon information from the embedded Global Positioning System 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

W H AT I S EGPWS?
EGPWS is a terrain awareness and warning system providing terrain alerting and display functions. EGPWS has evolved from the traditional GPWS, adressing the two basic shortcomings of the GPWS. These are: no GPWS warning when the aircraft is congured 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 ight crew both visually and aurally. A terrain map database will be used, which provides EGPWS a means to estimate a flight-path

BACKGROUND
As result of the introduction of the original Ground Proximity Warning System (GPWS) developed by AlliedSignal (now Honeywell) in the early 1970s, 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 at terrain away from the intended landing site. To overcome the limitations 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 retrot basis on all aircraft, by March 29, 2005. TAWS is a generic term for EGPWS. The European JAA has

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FLIGHTLINE NO.4 - DECEMBER 2000

Aircraft type Fokker 70 Fokker 100 Fokker 50 Fokker 60 F-28

Proposed system EGPWS MK V

Standard Embedded GPS. Terrain on EFIS. Embedded GPS. Terrain on EFIS

Optional None Integrated solution EDZ-807/808. Interface with existing FMS/GPS.

EGPWS MK VIII

EGPWS MK VIII

Embedded GPS. Dedicated TRA-45A Terrain Display Unit, The 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. Embedded GPS. Terrain on Wx radar indicator. a. Primus 90 with DSU. b. Primus 400 with DSU. Dedicated TRA-45A combined Radio Altimeter and Terrain Display Unit, when RDR-1E/F or RDR-1300 or RDR-1400 is installed (3,26 x 3,26). Interface with existing FMS/GPS.

F-27

EGPWS MK VI

potential threat of collision with terrain, the EGPWS computer generates a warning, well before the classic GPWS would do. This enables the pilot to take appropriate actions.

SYSTEM C O N F I G U R AT I O N
Typical display mode on Fokker 70/100 Typical display mode on Fokker 50/60

Standard EGPWS congurations 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. 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 benets of EGPWS to any of these operators are evident. 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 benets of EGPWS are available to all Fokker operators now. Why wait?

AVAILABILITY
The following Pro Forma Service Bulletins (SBs) have been issued: Fokker 70 Fokker 100 Fokker 50 Fokker 60 F-28 F-27 SB F28/34-61 SB F27/34-64 SBF50-34-055

SBF100-34-074

The SBs assume that the aircraft have been equipped with a traditional GPWS. Based on specific demand from operators in South East Asia, additional SBs are being developed for operators which y F-27s and F-28s which are not equipped with a traditional GPWS.

Typical Weather radar Display on F-27/F-28

Typical Terrain Display Unit for F-27/F-28

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FLIGHTLINE NO.4 - DECEMBER 2000

IMPROVED FLIGHT DIRECTOR ON FOKKER 70 & 100 AIRCRAFT

Rudi den Hertog

INTRODUCTION
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 Aircraft 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 Certicates to Fokker Services BV in June 1996, Fokker Services BV is now completing this plan with the recent certication 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 certication 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.

background and intends to give a better insight how the IFD is mechanized 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.

on F-28 and Fokker 100 airplanes in the event that undetected upper wing ice contamination is present. Preliminary simulations with different 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.

BACKGROUND HISTORY
Following the F-28 La Guardia accident, the FAA introduced significantly 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

AERODYNAMIC & S I M U L AT O R D ATA

Wind tunnel testing has shown, that a fully contaminated wing with particles 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 associated lift loss amounts to 26%. Fixed base simulator exercises with pilots in the loop were then performed, normal take-offs with a clean wing, see gure 1.

NORMAL TECHNIQUE/NORMAL VR
18 16 14
Pitch angle, O

O, (deg)

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

12 10 8 6 4 2 0 30 32 34 36 38 42
g/se c
Angle of attack,

3 de

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

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FLIGHTLINE NO.4 - DECEMBER 2000

18 14 Angel of attack (deg) 12 10 4 2 0 30

VR V2 Two-step Low pitch rate

Stall clean wing Stall for stall constaminated Flight

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

for lift off

Rotation Increase speed

DEVELOPMENT OF THE IMPROVED FLIGHT DIRECTOR (IFD)

Because the Fokker 70 and the Fokker 100 have a very sophisticated Flight Director, it was subsequently decided

140

150

CAS (kt)

160

to investigate if these ndings could be implemented in its behaviour. The objectives where: To bring FD commanded pitch rate better in line with typical (lower) airline rates

Figure 2: Angle of attack for successful take-offs (contaminated wing)

Also take-offs 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 gure 2. Further optimization took place in a next round of off-line simulations, without FD but with a xed initial pitch target. The following tools in order of decreasing effectivenessto reduce the peak angle of attack were investigated: 1. Two step rotation with a xed initial pitch target, decreasing from 18 to 10 degrees. 2. Lower pitch rate and 3. Increased speeds

Figure 3 provides the outcome:

FOKKER 100 CONTAMINATED WING

14 12
Target pitch 10 o

14 12

Target pitch 10 o

VR -10kt VR VR +10kt

max

10 6 2 0 2 4 6

VR -10kt VR VR +10kt

max

10 6 2 0 2 4

for stal onset (contami nated)

average pitch rate

average pitch rate (deg/sec)

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

The rotation technique that was considered most effective and practical 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 gure 4.

To prevent invitations for higher pitch rates To provide some additional margin in angle of attack As already indicated in the introduction, the IFD is not an alternative to

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FLIGHTLINE NO.4 - DECEMBER 2000

TWO STEP ROTATION TECHNIQUE/NORMAL VR

18 16 14
Pitch angle, O

command bar and the auto pilot. Both control laws have been improved and modified as follows

O, (deg)

12 10 8
/sec
Wing stall

TA K E - O F F AIRSPEED CONTROL LAW

The airspeed control law provides pitch attitude commands, limited to 10 and 18 degrees, to control to and/or maintain the following speed targets: When ight director guidance is used (manual ight) 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)

Angle of attack,

6 4 2 0

3 deg

TIME (sec)
Figure 4: take-off technique (contaminated wing)

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 inuenced by the type of precipitation. However, sometimes the type of precipitation cannot be positively identied by the ight crew. For those situations, the IFD has been designed to provide an additional 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.

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 simplied diagram of the IFD take-off control law is as given in gure 5:

and both engines are operating the airspeed target is changed to the airspeed at A/P engagement with a minimum of V2 (unmodied) At engine failure, the speed target is changed to the speed at engine failure with a minimum of V2 (unmodied) Experience with the currently installed 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.

S P E E D TA R G E T
The 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
engine out actual speed Seed target AIRSPEED CONTROL LAW

10 deg

MAX

MIN

IFD M E C H A N I Z AT I O N
The next task was, how do we arrive at an Improved Flight Director

AOA target actual AOA

pitch rate limiter

MIN

ANGLE OF ATTACK CONTROL LAW

appr. 1deg/s
18 deg

pitch command to FD and AP

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

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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 gures 6 & 7.

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 AOAs.

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 guidance 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 gure 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 LY I N G T H E IFD
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 ight training and in operation, 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

ANGLE OF AT TA C K PROTECTION CONTROL LAW

The AOA control law provides pitch attitude commands to control to and maintain an AOA that corresponds 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.

Angle of pitch

Time histories of test flight with Fokker 70 Old FD

Angle of attack FD_bar

Time histories of test flight with Fokker 70 New IFD

Angle of pitch Angle of attack FD_bar

20.0 15.0
angle [deg] angle [deg]

15.0 10.0 5.0 0.0 -0.5 0 2 4 6 8

Time [s]

10.0 5.0 0.0 -0.5

12

14

16

8
Time [s]

12

14

16

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

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

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FLIGHTLINE NO.4 - DECEMBER 2000

Cockpit layout Fokker 70/Fokker 100

1. Cockpit voice recorder 2. Electrical system 3. Hydraulic system 4. Anti-ice 5. Lighting 6. EFIS control 7. Auto pilot system 8. Fire panels 9. Air conditioning 10. Fuel panel 11. Engine start 12. Pressurization 13. APU 14. Landing gear

20

20

FLIGHT DIRECTOR COMMAND BARS

10

10

LONGITUDINAL AXIS

HORIZON
1 8 9 10 2 3 4 5 4 11 12 13

CENTER OF AIRCRAFT SYBOL (BORE SIGHT) 10 10FT 10

= = =

PITCH ANGLE FLIGHT PATH ANGLE ANGLE OF ATTACK

Figure 8: Flight Director on EFIS Primary Flight Display and basic aerodynamic angles just after lift off
6 7 14 6

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
15 16 17 23 18 19 20 21 28 29 22 23 24 25 26 27 28 29 30 17 16 15

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 rotation to 18 degrees pitch as guided by the IFD. During a take-off with a slightly contaminated wing (unnoticed by the crew), the pilot can still rotate to 10 degrees pitch without restrictions. Depending on the degree of contamination, the speed at 10 degrees pitch will be somewhat lower than normal due to the larger drag resulting from the contamination. Thus, the IFD will stay at 10 degrees longer. The pilot will be limited in pitching up the aircraft (until speed and angle of attack are within limits), and then through the guidance 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 contamination, the Fokker 100 and Fokker

down effect will be generated. Why this is so important will be explained later. 2. The pilot can now catch up with the IFD shortly after 10 degrees pitch. This means that further rotation towards 18 degrees is now guided, 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 gure 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 rotation is required leading to lower peak angles of attack. During a normal take-off (with a clean wing), the FD will not be limi-

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

continuation of page 9

longer at 10 degrees before advancing 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

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buffet and to react to it. Thus, the (pending) stall. It is important to tool to prevent or recover from a
Figure 9: (V-bar): FlightDirector presentation on the Primary Flight display at 30 ft, note y down command. Figure 10: Effect of one leading edge heating cycle plus Take off run: no run back ice! Note: Windtunnel testing has shown signicant reduction of lift loss on a fully contaminated wing, when cleaned to at least 10% of wing chord.

realize however, that simulator training 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 contaminated wing

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 before the stall. The stall itself is characterized 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 accident. First, the pilot should be allowed to recognize the heavy buffet. In itself this buffet is not hard to recognize and to take action to prevent stalling. The problem is however that the buffet is followed immediately 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 modied 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 modied IFD.

SUMMARY
With the IFD, Fokker Services BV introduces added safety during eachand 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 optional Service Bulletin SBF100-22-046 free of charge to the operators.

CONCLUDING REMARKS
Although the stall margin is signicantly increased by using the new IFD, it should be realized that it is still possible to stall the aircraft if the wings are signicantly contaminated. However, the crew is allowed more time to recognize the pre-stall

Official documents issued for Fokker 70 & Fokker 100 in relation to Cold weather operation Document
SBF100-22-037 SBF100-22-046 SBF100-30-018 Edge Heating System SBF100-51-004

Subject description
Intro of improved FCC (V7.02 & V7.03) Intro of the Improved Flight Director (IFD) Intro of On Ground Wing Leading

Intro of black stripe on upper wing surface to assist ice detection Use of type IV uids for ground de- and anti icing Up to date procedures for snow and removal and cold weather protection

Service Letter 255

AMM Ch 12-30 ice

SED 30-10/001 The build up of clear ice on the wings AOM Ch 7 Flightwith an excellent techniques Adverse Weather Operation crew is provided

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Internet News

MODIFICATIONS ON THE FOKKER SERVICES WEBSITE

Leo van der Laan

Modications are essential to keep your aircraft eet competitive and in compliance with airworthiness requirements.
Fokker Services B.V offers a substantial number of modifications. For the Fokker aircraft types currently in service, near 4,500 Fokker Service Bulletins have been issued among which many modications. Since the founding of Fokker

2 Introduction of a category/key word to modications to support cross-selections 3 Establish a link to the conguration databases to customize the modication information to your Fokker eet Add the Service Bulletin index 4 Development and introduction of an easy-to-use cost-benet tool Introduction of the top 20 is currently being developed and information on a number of very interesting modifications is now available under the button New Products and Services. This information is accessible without a key or login.

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 modications: If you click on one of these hyperlinks (for instance Substantial improvement of cabin cooling), a short summary of the modication will be presented accompanied by an illustration. On the right hand side, the most important benets of the modications are summarized for easy reference. This page helps you to get acquainted with the highlights of the modication. To know more about the modication, please click the More Details link. A full description of the modication is now presented including illustrations. Also detailed information on the benefits, installation, availability, and Service Bulletin references is included. All together

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 nd your way in this huge amount of available modications. It is also not easy to keep track of all new product developments. Therefore Fokker Services has decided to provide more up to date modication information via the Fokker Services internet website. By means of your login, we will offer customized modication information, which is accessible at any moment in time. You will be kept up to date on modications 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 modications

Implementation of the conguration 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

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these interesting modications in the coming months. Please take a moment to visit the on-line New Product & Services section within our website.

the information presented is more extensive than you will nd in the Service Bulletins.

You can print the information by using the normal Internet features. By clicking Back twice, you will

Modications are only interesting if they fulll a market demand. For optional modications, the economical benets and payback are of vital importance to your decision process. Therefore, we pay special attention to provide you with reference data like aircraft downtime, operational consequences and man-hours for installation depending on the relevance to the subject modication. Price information and lead-time are not jet included because this depends on the individual situation, eet-size etc. Contact your Account Manager, which can also provide answers to any questions on the modication. A link is provided at the bottom of each modification presentation for your convenience.

return to the summary. Now, try another modication and bring yourself up to date on the modications Fokker Services B.V. offers you to improve your operation. It is our intention to include more of

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15

COMPOSITES:
A signicant part of your aircraft
RECONDITIONING OF I N T E R I O R PA R T S
It is widely recognised that passenger appeal and comfort is a very important factor in todays flight operations. When interior parts, such as side-walls, luggage bins, partition walls, galleys, toilets, and In general composite parts can be divided into interior parts and exterior parts. Originally composite parts were used mainly in secondairy 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. Lets take a closer look to the repair of composite parts. oor 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 replacement is not necessary. Very often a part can still be repaired despite of its condition. The above mentioned interior parts are examples of parts which often can still be repaired. You will be surprised what a composite repairshop can do with these parts. Depending on the frequency of failure of parts a continuous evaluation is taking place. Where necessary modications are being introduced. Lets have a closer look to the cover assy of the passenger stair.
Refurbisched Side Wall panel Door cover before repair

Mark Wellens

Composite parts can be found everywhere in todays propline and jetline aircraft. Why are composite parts used in aircraft ? To save weight, Freedom in design, Resistance against corrosion, High resistance against fatique.

DOOR COVER IMPROVEMENTS

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 developing repair and improvement

methods in order to improve the Mean Time Between Failure (MTBF). This will result in modications 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 engineering or operational restrictions.
Door cover after repair

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Repair methods are continuously evaluated and new repair methods are developed in order to get composite parts maintenance more cost effective. All repairs and modications 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 ammability, 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.

requires quite some shop processing 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.

RECONDITIONING OF EXTERIOR COMPOSITE PA R T S

Also exterior parts can often be repaired. Parts such as fairings, leading-edges, ight 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 particular 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.

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
Reskinning of Fokker 50 Leading Edge

CABIN/ INTERIOR REFURBISHMENT

Do you want to give the passengers the impression that they are in a new aircraft? Wouldnt you wish that your sidewalls, luggage bins, and ceilingspanels look like new? It is possible! You can decide to have your complete 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 signicantly. Refurbishment
Fokker 50 Wingtip fairing before repair

EXCHANGE SERVICE
Fokker Services offers an extensive exchange service for composite parts offered for repair. This is organised within the Structural Parts Availability Service (SPAS, see also Flightline nr2, may 2000). An example
Fokker 50 Wingtip fairing after repair

by Fokker Services , may save you money ,increase the passenger appeal and, in combination with modications, increases your reliability. All of the above mentioned services, capabilities, and programs are available 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 information on the repair of composite parts.

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COLOFON
COLOFON

This document has been prepared for use only within the customers 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

faith based on the most current information available to Fokker Services, no warranty or representation 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 companys internal policies may prohibit or restrict the use of information published in this document.

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. Fax +31-(0)164-618517 +31-(0)164-618666

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

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Would your colleague like to receive his/her own copy of FlightLine on a regular basis? Make a photocopy of the form below, fill it out and send, fax or mail it to the stated addresses. We will send this issue a.s.a.p. and all the following issues from now on.
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Please send this form to: Fokker Services B.V. Kristine Touw P.O.box 3 4630 AA Hoogerheide The 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: Kristine.Touw@ fokkerservices.storkgroup.com and please state as topic: FlightLine subscription

Happy New Year Selamat Tahun Baru Bonne Anne Glckliches Neues Jahr Feliz Ano Novo Gelukkig Nieuwjaar Feliz Ao Nuevo

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We care for planes We care for you!

Fokker Services is an independent, fully dedicated services provider to the worlds airline industry. We are committed to the safe, secure and protable operation of your eet. 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 Certicate 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.

Onderschrijft

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 Services
The Plane-Care Company for your Continued Competitive Operation

Visit our website: www.fokkerservices.com

Fokker Services B.V., Dept. Marketing & Sales P.O. Box 3, 4630 AA Hoogerheide, The Netherlands Tel. +31-(0)164-618207, Fax +31(0)164-618666 Fokker Services B.V., P.O. Box 231, 2150 AE Nieuw-Vennep, The Netherlands Tel. +31-(0)252-627000, Fax +31-(0)252-627111 Fokker Services B.V., Component Maintenance P.O. Box 75047, 1117 ZN Schiphol, The Netherlands Tel. +31-(0)20-6054546, Fax +31-(0)20-6053800 Fokker Services Asia Pte. Ltd, Building 139, Piccadilly, East Camp, Seletar Airport, Singapore 798378, Singapore Tel. (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

Fokker Services is a member of the Stork Group