D1.1 RETROFIT ORIENTATION - Fokker Technologies · D1.1 – RETROFIT ORIENTATION WP / Task N°: 1 ... retrofits attractive will be addressed as well as the question if specific research

PROPRIETARY RIGHTS STATEMENT

THIS DOCUMENT CONTAINS INFORMATION, WHICH IS PROPRIETARY TO THE RETROFIT CONSORTIUM. NEITHER THIS

DOCUMENT NOR THE INFORMATION CONTAINED HEREIN SHALL BE USED, DUPLICATED OR COMMUNICATED BY ANY MEANS TO ANY THIRD PARTY, IN WHOLE OR IN PARTS, EXCEPT WITH THE PRIOR WRITTEN CONSENT OF THE RETROFIT

CONSORTIUM THIS RESTRICTION LEGEND SHALL NOT BE ALTERED OR OBLITERATED ON OR FROM THIS DOCUMENT

D1.1 – RETROFIT ORIENTATION

WP / Task N°: 1

Lead Contractor (deliverable responsible): FS

Due date of deliverable M2.

Actual submission date: M3.

Report Period: 6 month □ 12 month □ 18 month □

Period covered: from: Month X to: Month X

Grant Agreement number: 265867

Project acronym: RETROFIT

Project title: Reduced Emissions of Transport aircraft Operations by Fleetwise Implementation of new

Technology

Funding Scheme: Support Action

Start date of the project: 01/11/2010 Duration: 12 months

Project coordinator name, title and organisation: M. Knegt, Fokker Services

Tel: +31 252 627211

Fax:

E-mail: [email protected]

Project website address:

PROPRIETARY RIGHTS STATEMENT

THIS DOCUMENT CONTAINS INFORMATION, WHICH IS PROPRIETARY TO THE RETROFIT CONSORTIUM. NEITHER THIS

DOCUMENT NOR THE INFORMATION CONTAINED HEREIN SHALL BE USED, DUPLICATED OR COMMUNICATED BY ANY

MEANS TO ANY THIRD PARTY, IN WHOLE OR IN PARTS, EXCEPT WITH THE PRIOR WRITTEN CONSENT OF THE RETROFIT CONSORTIUM THIS RESTRICTION LEGEND SHALL NOT BE ALTERED OR OBLITERATED ON OR FROM THIS DOCUMENT

List of authors

Full Name Company Information

Emile Kroon FS

Martin Knegt FS

Document Information

Document Name: Retrofit orientation

Document ID: D1.1

Version: 5

Version Date: 10/01/11

Author: E. Kroon

Security: PUBLIC

Approvals

Name Company Date Visa

Coordinator Knegt FS 10/01

WP leader Knegt FS 10/01

Documents history

Version Date Modification Authors

1 20/11 Initial version E. Kroon

5 10/01 Final version E. Kroon

ID: RETROFIT_D1.1_FS_160221012.doc Date: 10/01/11

Version: v5 Security: PUBLIC

Page 4/32

TABLE OF CONTENTS

1. INTRODUCTION ........................................................................................................................ 7

2. MARKET DESCRIPTION ....................................................................................................... 10

3 POTENTIAL RETROFIT PROGRAMMES AND TECHNOLOGIES ............................ 14

4. EXAMPLES OF RETROFIT PROGRAMS ........................................................................... 17

5. LITERATURE ........................................................................................................................... 25

6. QUESTIONNAIRE .................................................................................................................... 27

APPENDIX 1 : TECHNOLOGIES .............................................................................................. 29



Page 5/32

List of figures and tables

Figure 1: Market OUtlook Boeing ..................................................................................... 10

Figure 2: Airbus Market Forecast ........................................................................................ 10

Figure 3:Production rates (Aerostrategy 2008) ...................................................................... 11

Figure 4: Airbus A320NEO (Airbus GMF 2010) ................................................................... 11

Figure 5:Airbus key demand drivers..................................................................................... 14

Figure 6 : Blended Winglets Technology (Source Aviation Partners)....................................... 20

Figure 7: Possible timeframes for availability of technologies (Source IATA) ................... 32

table 1:Various Market Characteristics Compared ................................................................. 12

table 2:Technologies available for retrofit ............................................................................. 15

table 3 :Platforms Suitable for GNSS Retrofit ....................................................................... 22

table 4:Currently available technologies (source IATA) .................................................... 29

table 5:Technologies available for incorporation on existing production aircraft (Source IATA) ......................................................................................................................... 29

table 6:Technologies applicable to new aircraft designs prior to 2020 (source IATA) ....... 29

table 7:Technologies and concepts applicable to new aircraft designs after 2020 (Source IATA) ......................................................................................................................... 30

table 8:: Expected cumulated fuel burn reductions at various time horizons (Source) IATA) .................................................................................................................................. 31



Page 6/32

Glossary

Acronym Signification



Page 7/32

1. Introduction

1.1 FP-7 RETROFIT STUDY PROJECT SUMMARY

The RETROFIT project will analyze the possibilities and attractiveness of retrofitting new

technical solutions into the large existing fleet of commercial airliners. A new generation of

airliners is only at the horizon. Existing aircraft still have a long life to serve. But the operational

environment is changing.

Airlines are confronted with

• emission trading limits,

• new noise rules,

• increasing fuel prices,

• new safety and security demands,

• new ATM environment where older aircraft cannot comply with the new ATM standards,

and

• passenger expectations to enjoy the highest levels of comfort possible.

The project addresses the stakeholder requirements first. It will next investigate current and future

technology options to retrofit existing aircraft. The need to perform additional research to make

retrofits attractive will be addressed as well as the question if specific research activities should be

integrated in the Framework programs.

Special attention will be given to certification as modified aircraft should be accepted as

derivatives of existing types in order to keep certification time and cost as low as possible.

A cost benefit analysis will be made based on existing airline fleets and potential applications of

new technical solutions. This will result in an assessment of retrofitting which new technologies to

which airplanes .

Furthermore an assessment will be made about funding mechanisms for promising business cases.

The results of the project will be widely disseminated. Promising cases can lead to a substantial

economic activity in many European countries.



Page 8/32

1.2 DEFINITION OF RETROFIT

The definition of Retrofit is

To change the design or the construction, or to include, modify or substitute parts or equipment of

aircraft already in operation, in order to incorporate improvements that were not existing, available

or used at the time of original manufacture.

Modifications are defined as changes not covered by original approved type certificate for the

product.

Conversions are a special type of modifications as these change the original role or mission of the

aircraft, like converting passenger aircraft to freighters or aerial tankers, VIP aircraft, patrol or fire

fighting aircraft. These types of modifications are not part of the study.

Retrofits are different than MRO, Maintenance Repair and Overhaul activities, as these involve

inspection, maintenance, repair and overhaul of aircraft and aircraft components without including

novel parts or modifying the aircraft or its components.

1.3 OBJECTIVE OF THE RETROFIT STUDY PROJECT

The objective is to define suitable Retrofit opportunities within the civil aviation sector by:

• Knowing the requirements and the decision factors for Retrofit opportunities

• Identifying suitable aircraft to incorporate these technologies

• Finding suitable (sufficiently mature, available, economically feasible and certifiable)

technologies to incorporate in existing civil aircraft and identifying new technologies that might be

suitable for retrofits

• Perform a cost benefit analysis

• address certification issues

• Identify the need for RTD issues to support future retrofit programmes and recommend

these issues for FP7 funding

• Matching the opportunities for funding with existing European Incentives

• Identifying possible industrial conglomerates/partnership to take up possible retrofit

opportunities

1.4 TASK 1.1: ORIENTATION PHASE

The orientation phase will start with a literature study on the subject to collect relevant information

on the current views on retrofit as well as applicable new technologies and RTD programs that may

be candidate to use in future retrofit programs. From this study a questionnaire will be defined,

which can be used as a basis to start interviews with stakeholders from the industry on the subject

of retrofit and extended use of aircraft.



Page 9/32

Moreover a list of possible industry stakeholders will be defined based on the current network of

the project team members and general market knowledge, whereby an air transport and

manufacturing industry spread, preferably EU-based, must be achieved to cover most areas of

interest and views towards the subject. The results of this first phase will be reviewed by the

project team members and adjusted if required and will be used for Task 1.2. This report has been

produced to register the results of the orientation phase.



Page 10/32

2. MARKET DESCRIPTION

2.1 COMMERCIAL AIR TRANSPORT MARKET

Figure 1: Market OUtlook Boeing

Figure 2: Airbus Market Forecast

The market of civil turbofan powered transport aircraft is currently about 19.000 aircraft.

According to Boeing only 16% of the world fleet in 2029 will consist of currently existing aircraft.

Around 25000-30000 new aircraft are expected to be delivered in the next 20 years. Both Airbus

and Boeing expects that the largest part of the deliveries will be single aisle aircraft accounting for

approximately 75% of the market. The relative market growth for single aisle aircraft will be at the

expense of the regional jet market.

Aerostrategy expects that the production rates are on average of 1200 Aircraft per year over the

next 8 years (Aerostrategy 2008). In order to achieve the substantial production volume needed to



Page 11/32

reach the Boeing target substantial additional production capacities need to be created, possibly in

the new aviation countries like China and India.

Figure 3:Production rates (Aerostrategy 2008)

Deducting from both these figures it is likely to assume that during the next 20 years the number of

existing aircraft still flying would be 16% of the current fleet ( some 3500 aircraft), that in general

plus the aircraft delivered in the next 5 years (some 6000 aircraft) would be target for retrofit

opportunities (some 10.000 Aircraft).

Considering presented plans from Airbus, part of new deliveries are aircraft with incorporated new

technologies within an existing design, such as the A320 NEO. Airbus promotes this aircraft as a

proven technical design with upgrades that enables 15% in fuel reduction due to aerodynamic

upgrades (sharklets & winglets) and new engine options. However Airbus currently is not offering

retrofits to the existing A-320 fleet, even for aircraft with low accumulated flying hours.

Figure 4: Airbus A320NEO (Airbus GMF 2010)



Page 12/32

Retrofit programmes have been particularly successful in the military market, where both fuel

economies and changing threats have stimulated retrofit programs as the replacement of older

aircraft has become more difficult due to financial restrictions and high cost of next generation

military aircraft. Examples of retrofit programmes are the re-engining of the KC-135 fleet in the

USAF and the mid life update programs for aircraft like the Tornado, F-16, Harrier and F-4.

Retrofitting in the commercial aircraft fleets is less obvious up to now, but changing requirements

like environmental issues, increasing fuel prices and passenger comfort may stimulate the existing

fleet to be modified using more advanced technologies.

2.2 MARKET CHARACTERISTICS COMPARED WITH MILITARY FIXED WING

AND BUSINESS AVIATION

Retrofitting Aircraft also occurs in other markets. In the military fixed wing market various

elaborate retrofit programs have been executed and even in business aviation various re-engine

programs and avionics updates have taken place. What characterizes these markets which could

possible establish critical success factors and enables retrofit programs

table 1:Various Market Characteristics Compared

Commercial Aviation Business Aviation Military Fixed Wing

Regulation requirements Fixed high safety standard

Comparable or less stringent (CS23) to Commercial Aviation

Based on demonstration of capability

Availability of replacement Aircraft

High replacement rate sufficient new and used alternatives

High replacement rate sufficient new and used alternatives

Low replacement rate (availability of suitable and economic replacement very limited)

Asset Value Medium/ High Medium High, very High

Financing Owned and Leased Owned and leased Almost fully owned

Cost Benefit Philosophy Return on Investment in limited period

Life Cycle Cost and ROI (depending on owned vs. chartered)

Life Cycle Cost

Availability of Retrofit Programs

Limited non mandatory Examples (Winglets, GNSS solutions, solid state data recorder, re-engine) often Mandatory (Avionics, Cockpit Doors, Landing Gear)

Various examples (Re-engining, Winglets, Avionics upgrades)

Numerous Examples (Nimrod, Tornado, etc.)

Market Demand for Modifications

Global increase of 7% Total market $4,5 Bln

Global increase of 9% Total Market $ 1 Bln

Stable Total Market $ 2 Bln

Motivation for Retrofit/Modification

Economic Improvement Misson/Owner change or Regulatory Requirement

Life Cycle Cost improvement, Regulatory Requirement, Image improvement

Mission Requirement, Life Cycle cost improvement



Page 13/32

Examples of Common Modifications

Cabin Refurbishment, Pax Appeal, Cargo Conversions

Interior-, exterior Refurbishment, Avionics Cabin Management, IFE

Re-engining, Updating weapons systems and Navigation, Role Conversions (i.e. Tankers Maritime Patrol Aircraft)

Configuration Control OEM

Strong Limited Limited



Page 14/32

3 POTENTIAL RETROFIT PROGRAMMES AND

TECHNOLOGIES

This Chapter describes briefly possible required technologies for future demand and provides

examples of existing implemented solutions

3.1 KEY TECHNOLOGY DRIVERS

Figure 5:Airbus key demand drivers

The key technology drivers which Airbus has identified could also be used to identify demand for

retrofit technologies.

• As the environmental impact of air travel is a topic, a demand for technologies which limit

the environmental impact of air traffic could exist.

I.e. fuel / noise reduction/ reusability/toxicity of paints / protective coatings etc. (Fuel,Range)

• Avionic technologies which solve the limited available ATM infrastructure within these

areas.(new routes, emerging markets, origin destination)

• Urbanisation and increased density on various routes might also spur the demand for

safer/improved aircraft including the less developed regions in the world.(Urbanisation, Population

growth Global cities)

• Different airlines with different business models might require different technologies (i.e.

airlines requiring short turnaround times might benefit from various diagnostic tools to assess the

technologic state of the aircraft during turnaround (business models, frequency)

• As the global adoption of the internet, wireless communication and social and the use of

interactive media is increasing, demand for IFE solutions taking into account these developments

could exist (comfort, demographics)



Page 15/32

3.1 PREVIOUS STUDIES

ADSE performed an investigation for the NIVR into the possibilities of upgrading the existing

transport aircraft fleet to reduce the climate effects of air transport.

This report presented the following conclusions regarding retrofit opportunities to reduce negative

climate effects:

“The most promising retrofit programs would be those which are financially self-supporting due to

the fuel saving, but which would require a trigger or push from outside to be started. This push

could be financing part of the development costs, risk sharing or more stringency in the

regulations.” (ADSE 2007)

3.1 LIST OF PROGRAMS

Possible programs to reduce emissions should focus on the following items

• Re-engining

• Aerodynamic improvements

• Weight Reduction

• System Improvements

The following possible R&D programs have been identified

• Winglets

• Biofuel for air transport

• Fuel composition to reduce C content

• Riblets in paint surface

• New FMS and related systems

“In particular the subjects which would have an effect on all of the air transport operations (fuel,

riblets) could show a very large reduction in global warming effects.”(ADSE 2007)

3.2 LIST OF TECHNOLOGIES

In the following Table an overview of the retrofit technologies identified in the IATA Technology

roadmap is presented. A more elaborate technology overview can be found in Appendix 1.

WP2 will consider the technologies in more detail as part of the technology inventory.

table 2:Technologies available for retrofit



Page 16/32

c) Engine retrofits: advanced heat-resistant materials, better blade design and more efficient energy management

d) The CO2 benefits of alternative fuels are considering the entire fuel life cycle. Negative CO2 reduction values can occur if during the lifecycle of

the fuel net CO2 emissions are higher than for current kerosene. In some cases (soy or palm oil) they can reach approx. 7 times the amount from kerosene.

In the following chapter’s examples of various retrofit programs will be given which will give a

more in depth requirements for future retrofit programs



Page 17/32

4. Examples of Retrofit Programs

4.1 RE-ENGINING AND ENGINE MODIFICATION PROGRAMMES

4.1.1 DC8-6 PROGRAMME

DC8-6 is one of the only few retrofit engine programs of commercial aircraft performed. In the

1970’s several airlines approached McDonnell Douglas to modify the JT3D engines to reduce

noise, McDonnell Douglas did not act to this demand. Only when General Electric approached the

airlines in 1975 with a plan to replace the JT3D engines with the CFM 56, McDonnell Douglas

came on board.

This project resulted in the birth of the super 70’s series and was seen as a technical success with

70% less noise and 20% reduction in fuel consumption.

A total of 110 60-Series DC-8s were converted by the time the program ended in 1988

The DC-8/JT3 combination was an ideal candidate for re-engining because the DC-8 had

significant structural reserves and the CFM56 turbofan engine had a significantly better efficiency

and performance than the first-generation turbojet JT3D engine.

4.1.2 HUSH KITS

Hush kits are engine modification packages to reduce the noise accompanied with the use of low-

bypass engines. Hush kits had been designed for older aircraft with low bypass engines to comply

with FAR stage III and ICAO chapter III noise rules.

The Husk kit functions similar to the fan of a high by pass engine, by enveloping the noisy core jet

air stream with the bypass air using an engine mixer (mixing relatively low available bypass air,

surrounding airflow and the jet core flow).

An example of such a hush kit had been designed by Pratt & Whitney with technical assistance

from Boeing for the 727-100, specifically for FEDEX. For a ship set price of $ 300,000

The installation included

• modified fan blades for all three engines;

• acoustically treated nose cowls for engines 1 and 3;

• internal exhaust gas mixers for all three engines;



Page 18/32

• modified cascade vane thrust reverser assemblies and acoustic tailpipes;

• modification of engine pylon aft fairings

With the installation of these additional parts, hush kits come with a weight penalty and which can

cause a decreases in engines efficiency. For the 727-100 this caused a 0.5% fuel increase on short

trips.

Hush kits however could not comply with the stringent EU noise regulations, causing the

prevention of Hush kit outfitted aircraft to be operated in Europe.

4.1.3 COST BENEFIT

Cost benefit analysis for retrofitting Engines use the following parameters (Air Force Studies

Board ,2007)

The fully burdened cost of the various alternatives, including these:

1. Engine kit costs

2. Accessory costs

3. Airframe modification costs

4. Operating inventory costs

5. Man-hour costs for program engineering and maintenance

6. Certification costs

7. Technical manual/documentation costs

8. Maintenance costs related to inspections and shop visits

The indirect costs of the engine alternatives, including these:

1. Weight empty impact

2. Out-of-service time costs

3. Costs of training for flight crew, maintenance crew, and station crew

4. Costs of training out-of-service personnel

The service life remaining to verify financial return on investment, including these:

1. Structural life verification

2. Maintenance cost escalation

3. Aircraft systems life/cost verification



Page 19/32

The benefits of various engine alternatives:

1. Maintenance shop visit cost reduction

2. Fuel consumption savings (trip cost impact)

3. Performance improvement, where applicable, in takeoff distance, time to climb, cruise

altitude, landing distance, range, payload, and reduced thrust opportunities

The Net Present Value (NPV) calculations related directly to the DC8-6 re-engine programme had

been quite accurate; the programme met all its financial and operational goals.

However when looking at the unplanned cost, the picture is somewhat different.

Due to the downtime involved with the retrofit programme, other programmes where

simultaneously initiated such as a new cabin interior, accelerated AD completion and the

standardization of Cockpit configuration.

All of these programs where initiated with limited or no cost benefit analysis done, but where

initiated to optimize the use of the downtime.

During the re-engine programme, new air traffic control procedures were implemented. Aircraft

had to fly at cruise speed and cruise altitude until they were in close proximity to the airport (to

reduce fuel consumption and traffic volume). The re-engining program made it difficult for the

flight crews to slow down and get down because the aircraft had less drag and more residual trust.

The only way for crew to slow down was to use the flaps.

These unplanned loads resulted in, increased inspection, increased replacements of damage parts

and recurrent crew training on proper flap use and thus increased costs (not calculated in the

previous business case)

The DC8 re-engine program had the proper requirements for a re-engine case: An airframe with

sufficient structural reserves and a replacement engine which was major improvement in

comparison with the original engine (70% less noise and 20% decreased fuel consumption).

But even with these requirements, the program resulted in extra unplanned cost due to unforeseen

load patterns and the induced additional programs resulting from the downtime accompanied with

the re-engining.

“Aircraft and their engines are designed in an integrated fashion to provide optimum performance

and characteristics in regard to the operational profile. Unexpected costs and/or operational



Page 20/32

implications are likely to result from any change to the engines regardless of how much planning

and analysis was committed to the development of the program. A multi-organizational approach

will help to prevent program surprises but is an impediment to rapid action in the face of high-

priority economic, operational, or regulatory needs”( Air Force Studies Board, 2007).

“It is unlikely that next-generation commercial aircraft will lend themselves to potential re-

engining campaigns in the near term, because the engines and airframes are highly optimized to

meet service requirements, engine technology is not improving sufficiently or fast enough to justify

significant expense, and structural and certification constraints pose a significant cost burden that

will be difficult to bear” (Air Force Studies Board ,2007).

4.2 AERODYNAMIC IMPROVEMENTS – WINGLETS

Aviation Partners provides a retrofit solution by incorporating blended winglets on Aircraft which

previously did not have winglets.

Figure 6 : Blended Winglets Technology (Source Aviation Partners)

This technology has been designed to primarily reduce drag and thus increases performance (e.g.

fuel saving, increased cruise speed, climbing performance and range). The secondary aspect of this

technology is its aesthetics (as this is difficult to quantify in a cost benefit analysis, these element

will not be taken further into account).

The result of both these characteristics is that the product can be marketed in various ways:

1. As an environmentally friendly technology which reduces emissions and fuel consumption

(5%)

2. As a technology which reduces direct operating cost (economics)

3. As a technology which improves aesthetics and performance (image)

4. Due to all of the above benefits incorporating blinded winglets increase residual value of

the aircraft (economics)



Page 21/32

The technology is available for business jets (Hawker, Falcon, and Boeing BBJ) and large

commercial jets (Boeing 737, 757, 767).

Aviation Partners launched the blended winglets retrofit technology in the business aviation market

(namely the Gulfstream II) and participated in various record attempts to prove its technology to

the market.

Aviation Partners joined forces with the Boeing Company to introduce winglets for the Boeing

Business Jet program, this enabled aviation partners to introduce the Blended Winglets on 737

commercial jets within 3 years.

Within 15 years Aviation partners has installed its technology on over 500 Aircraft. Aviation

Partners uses outfitters/MRO’s and OEMS (Hawker Pacific and Boeing) for the installation of the

winglets.

For Boeing aircraft the technology can be incorporated on the production line or retrofitted.

General installation time of the blended winglets is between 4-20 days (depending on the aircraft,

available provisioning in the wing and capability of the installation crew)

The Blended Winglet benefits serve two purposes:

1. Economics

2. Image

Market introduction and proof of technology has been done in the business aviation market

Introduction into large commercial market has been done with an OEM partnership.

Installation has been delegated to MRO’s and OEM’s with a downtime comparable to a heavy

maintenance check

Besides blended winglets other aerodynamic developments could be potentially be retrofitted and

are beneficial for improved fuel consumption such as Fairings, Riblets (Sharkskin paint structure)

and Hybrid Laminar Flow Control (HLFC). Some of these technologies can be implemented while

others require more research and development (IATA 2009),( Peter Thiede et Al, 2000)

4.2 SYSTEMS IMPROVEMENTS

4.2.1 RNP RETROFIT (GNSS SOLUTION)

Another example is the modification to make aircraft compatible with new navigation options

without changing the FMS systems of the older aircraft:

Required Navigation Performance (RNP) is a new approach to navigation increasing the

profitability and safety aviation worldwide.

RNP operation is mainly based on Global Positioning System technology (GPS) (generic term:

Global Navigation Satellite Systems (GNSS) ), rather than ground based radio navigation aids.

RNP capable aircraft fly precise, predetermined paths loaded into their Flight Management



Page 22/32

Computer (FMC). On-board performance monitoring and alerting, a key feature of RNP, alerts the

flight crew if their position becomes uncertain.

RNP brings improved aircraft track keeping performance in all flight phases, facilitating new

routes, access to new (remote) airports, environmentally beneficial arrival and departure

procedures, optimized approach

Routing, allowing for shorter approaches and lower decision altitudes.

The market for satellite based navigation is growing steadily. This growth will accelerate over the

next decade due to the introduction of new navigation systems and regulatory requirements such as

ADS-B.

The four main satellite navigation systems (GPS-GALILEO-GLONASS-COMPASS) provide

worldwide coverage for i.e. navigation for the aerospace.

For the existing aircraft fleet the installation of GNSS navigation system shall be customized to be

incorporated and installed on existing aircraft fleet.

Fokker Services has developed a solution in which the GNSS functionality doesn’t require the

installation of a whole new FMS system. The solution lets the GNSS system communicate with the

existing FMS system resulting in a similar functionality. The key benefit is that at a fraction of a

new FMS system the same end result can be provided

The installation of the GNSS system on existing aircraft requires the following platform:

1. Single or dual FMS installation

2. Dual or triple IRS or AHRS installation.

3. EFIS or analogue flight

The installation is an optimal candidate for reducing costs on operations and fuel for the aircraft

operators and savings up to 8% are feasible.

Candidate aircraft types to be retrofitted with Fokker GNSS solution are:

table 3 :Platforms Suitable for GNSS Retrofit

Note: Table can be adjusted after additional market research.

AIRBUS A300/A310 series

BOEING 737 Classics

BOEING 757

BOEING 767

BOEING MD 80/90 series

FOKKER 70/100



Page 23/32

Several Fokker operators are in the process of being retrofitted with this technology

4.2.2 LED LIGHTING

The availability of LED-lighting techniques creates new possibilities for avoiding day-today

concerns about the performance of the passenger cabin lighting system. Frequent replacement of

failed or discoloured lighting elements, or broken mounting units leading to high maintenance

costs, will become problems of the past. The LED-lighting system introduces a reliable, high-

performance system that lasts for many years.

Fokker Services offers a retrofit solution that replaces the traditional TL Lighting system with LED

lights without requiring a new power infrastructure.

• Less weight

- Fokker 50 - 13 kg

- Fokker 70 - 18 kg

- Fokker 100 - 28 kg

• More than 20% less power consumption,

• resulting in less fuel burn and CO2 emissions

• Reduced maintenance and replacement costs

Fokker Services offers this modification for Fokker 50/60 Fokker 70/100 as well as other aircraft

types such as B737, E-jets, and CRJ.

Several airlines and leasing companies (e.g. Austrian Airlines, Aerocentury) have ordered this

retrofit solution.

4.2.3 APU UPGRADES

Honeywell has various retrofit programs in place regarding APU replacements

Recently, Honeywell was selected by Vietnam Airlines for a retrofit program to replace various

Hamilton Sundstrand APUs

Reasons for such retrofit programs from a customer perspective are to reduce cost by:

• creating APU Fleet commonality

• reduce maintenance cost

• reduced fuel consumption



Page 24/32

The estimated saving regarding APU fuel consumption is estimated at $10,000 per aircraft per year



Page 25/32

5. Literature

REPORTS

1. Air Force Studies Board, Improving the Efficiency of Engines for Large Non fighter

Aircraft, The National Academies Press, 2007

2. Air Force Studies Board, Assessment of Wingtip Modifications to increase Fuel efficiency

of Air Force, The National Academies Press, 2007

3. E.Jesse, Fleet upgrade possibilities, an investigation into the possibilities of upgrading the

existing transport aircraft fleet to reduce the climate effects of air transport, ADSE, 2007

4. Honeywell, Into the Blue, FLIGHT PATH to Cutting APU Costs, 2007.

5. Peter Thiede et Al., Aerodynamic Drag Reduction Technologies, Springer 2000

6. IATA, The IATA Technology Roadmap Report, 2009

WEBSITES:

1. http://www.boeing.com, Boeing: Long-term market -- Current Market Outlook 2010-2029

– Overview, last visited 20-12-2010

2. http://www.janes.com, Boeing-727--FedEx-Stage-III-Hush-Kits-United-States, last visited:

29-12-2010

3. http://en.wikipedia.org, Hush Kit, last visited 29-12-2010

4. http://en.wikipedia.org, Douglas DC-8, last visited 29-12-2010

5. http://en.wikipedia.org, Panavia Tornado, last visited 20 12-2010

6. http://www.aviationweek.com, Graham Warwick, Riblets Back in the Groove, 2010, last

visited 3-01-2011

7. http://www.amtonline.com, Honeywell Wins $100 Million Retrofit Package to Provide

Avionics and Fuel-Efficient Auxiliary Power Unit to Vietnam Airlines, 2010, last visited 2 12 2010

8. http://www.aviationpartners.com, Blended Winglets, last visited 2-12-2010

9. http://www.environmentalleader.com, Boeing May Scrap Engine Retrofit for a New 737

Aircraft Design, 2010, last visited 2-12-2010

10. http://cnrp.marketwire.com, Blackhawk Modifications Improves Aircraft Performance with

New Pratt & Whitney Canada PT6A Engines, 2006, last visited 2-12-2010

11. http://www.asdnews.com, Austrian Airlines introduces LED cabin lighting in Fokker fleet,

2010, last visited 8-12-2010

12. http://www.fokker.com, LED Cabin Wash Lighting, 2010, last visited, 15-12-2010



Page 26/32

PRESENTATIONS:

1. Aerostrategy, The PBL Debate, An Overview Of The Global Military Aircraft MRO

Market, presentation at the Military Maintenance, Repair & Overhaul Conference and Exhibition,

2008

2. Aerostrategy, Military MRO Outlook, A Safe Harbor?, presentation at the Seventh Annual

Aerospace & Defense Industry Suppliers Conference, 2009

3. Aerostategy, Aerospace Industry Outlook, Implications For Composite Demand

,presentation at the Composites Industry Investment Forum, 2009

4. Aerostrategy, Outlook For The Business Aviation MRO, presentation at 15th Annual

Regional & Business Aviation Industry Suppliers Conference, 2010

5. Airbus, Airbus Global Market Forecast 2010 – 2029, Toulouse, 2010



Page 27/32

6. Questionnaire

General Questions on Retrofitting Aircraft

1. What in your opinion are the key elements which determine the decisions to enter into a retrofit program

a. What would you consider barriers to retrofit

b. What are incentives to retrofit (Direct Operating Cost (DOC), environment, Air Traffic Management

(ATM), Passenger appeal etc.)

2. In which segment of the market do you see the greatest market potential for retrofits ( passenger aircraft,

business jets, freighters etc.)

3. What could be an extra incentive for retrofitting like

a. Emission trading,

b. ATM Penalties,

c. passenger preference

d. regulation

e. Subsidies

f. Other..

Professional Experience with Retrofitting Aircraft

1. What is your experience with retrofitting existing aircraft? For what type of aircraft was this retrofit

applicable? What was the reason to get involved in a retrofit programme? What was your contribution to

this program?

2. What have been the reactions (company, passengers, engineers etc.) towards the retrofitted aircraft

3. What were the expected and achieved effects of the retrofit program (try to categorize into environment,

safety, passenger comfort, economics)

4. How would you asses a proposal to improve aircraft via a retrofit programme

a. Via Cost benefit analysis over the remaining aircraft life

b. Positive Financial effect over a payback of X years

c. Other , Namely

Technologies

1. From your experience in Aviation what type of Retrofit solutions would you expect that could be potentially

implemented into existing aircraft (please categorize your solutions using the following topics)

a. Re-engining

b. Aerodynamic updates:

c. Modernize the cabin

d. Alternative fuels

e. Advanced equipment

f. Other…



Page 28/32

2. Which technologies do you feel have the biggest potential?

3. Do you expect that avionic upgrades will be needed in a future ATM environment??

a. Do you expect that on board diagnostic systems will be retrofitted in existing aircraft?

b. What do you consider the benefits of such a system,

c. Could you quantify these

4. In what way should new technologies for passenger connectivity be incorporated into existing aircraft?

1.1.1.1. Industry

1. How would/could industrial partnerships influence retrofit developments in your business

2. In what way are Original Equipment Manufacturers (OEM’s) already filling the need for retrofit by upgrading

existing aircraft on or of the production line and is this adequate

3. In what way are conversions (e.g. pax to freight) an opportunity to simultaneously incorporate retrofit

technologies s in the aircraft?

4. Would you expect a retrofit programme to be performed by an OEM or by others

1.1.1.2. FUNDING

1. Is there a need for specific Research and Technology Developments (RTD) actions for retrofits or are the

technologies derived from technologies for new aircraft?

2. Do you think that the European Commission should allocate RTD funding to specific retrofit projects?

3. If retrofit programmes are supposed to be beneficial over the life time of the aircraft, do you feel that

sufficient funding opportunities exist via regular channels? What would be additional conditions to make a

retrofit program profitable (batch retrofits etc.)

4. If not, would funding via loans of the European Investment Bank help to start retrofit programmes.



Page 29/32

Appendix 1 : Technologies

table 4:Currently available technologies (source IATA)

table 5:Technologies available for incorporation on existing production aircraft (Source IATA)

table 6:Technologies applicable to new aircraft designs prior to 2020 (source IATA)



Page 30/32

table 7:Technologies and concepts applicable to new aircraft designs after 2020 (Source IATA)



Page 31/32

table 8:: Expected cumulated fuel burn reductions at various time horizons (Source) IATA)

c) Engine retrofits: advanced heat-resistant materials, better blade design and more efficient energy management e)Based on a structural wing weight reduction of 20%. f )Assuming 20% wing and fuselage structural weight reduction. d g h j) The CO2 benefits of alternative fuels are considering the entire fuel life cycle. Negative CO2 reduction values can occur if during the lifecycle of the fuel net CO2 emissions are higher than for current kerosene. In some cases (soy or palm oil) they can reach approx. 7 times the amount from kerosene. I) The engine technologies can be applied to multiple engine concepts for potential fuel reduction benefits. l) Assume to include Glare and CentrAl. k) Include fence, raked and blended wingtips. m) Include the advanced combustor. n) Include geared turbofan, counter rotating fan and open rotor/unducted fan. o) 20% correspond to the open rotor/unducted fan.p) Combine the new engine architecture and the hybrid laminar flow. q) Combine Hybrid-Wing-Body, Variable Cycle engine and fuel cell system.



Page 32/32

Figure 7: Possible timeframes for availability of technologies (Source IATA)