D5.4 - Leaflet about Retrofit - Fokker Services

Several retrofitting technologies that could reduce emissions,
increase passenger comfort and safety and/or improve punctuality
also have a potential to be applied commercially. However, the
Return On Investment (ROI) often becomes positive after a period
of several years and the air transport industry seems reluctant to
take this financial risk which proves to be a substantial barrier for
retrofits. The EASA classification gives an indication of the certification
requirements and the usage indicates how the retrofit has
been applied up until now.
RETROFIT
Reduced Emissions of TRansport aircraft Operations by Fleetwise
Implementation of new Technology
Technology EASA Classification Usage RTD Required
Replace whole engines with new ones; Significant Small scale No
Combustor / high pressure system performance
and durability upgrade; (if thrust increases by
more than 10% classed as significant)
Alternate fuels, not considered retrofit by consortium;
(non-significant unless composition of
fuel changes or thrust is increased above 10%)
Non significant Large scale Yes
Non significant Trial stage Yes
Nacelle serrated trailing edges; Non significant Small scale Yes
Active or passive suction laminar flow; Significant Trial stage Yes
Winglets / Sharklets for Boeing 737, Airbus
A320;
Riblets in paint surface and other drag reducing
coatings;
Significant Large scale Yes
Non significant Small scale No
Zonal dryers; Non significant Large scale No
Exchange of secondary structures by composite
parts for weight reduction;
Cabin Operation, Functioning, Safety Network
and Cabin Management System (hard lined or
wireless);
In flight or on ground Advanced Health and
Usage Monitoring Systems;
Flight Data Management monitoring & improvement:
Advanced flight data analysis;
Upgraded Flight Management System to meet
SESAR requirements;
Non significant Small scale Limited
Non significant Trial stage Yes
Non significant Trial stage Yes
Non significant Trial stage Yes
Non significant Trial stage Yes
Taxi with internal power; (main undercarriage) Non significant Small scale Yes
Lithium batteries for secondary power; Non significant Trial stage Yes
The Shear Thickening Fluid luggage Fly bag; Non significant Experimental Yes
Definition of Retrofit
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.
Reduce emissions now, or wait till 2030? For more information on the project
‘RETROFIT’ and its results and deliverables please visit the following web
address or contact the project coordinator.
www.fokkerservices.com/retrofit_fp7
Project Coordinator:
Fokker Services B.V.:
Martin Knegt, martin.knegt@fokker.com, Telephone: +31 (0)88 628 0202
Acknowledgement
The work described in this paper & the research leading to these results has received
funding from the European Community’s Seventh Framework Programme
FP7/2007-2013, under grant agreement n°265867, RETROFIT project
Automatic Fire Suppression System; Non significant Large scale No
Lightweight surveillance system for cockpit
access, cabin or cargo surveillance;
Non significant Large scale No

Context
Many new technologies are developed every day. Only if a large number of
new technologies can be incorporated into the new design, will a new aircraft
be developed. Typically the development time of a new aircraft program is at
least five years. It may take another 10 years before a sizeable fleet of the new
aircraft is in operation. This implies that it will take at least 15 years before the
benefits of new technologies become noticeable on a global scale.
Existing aircraft still have a long life to serve, but the operational environment
is changing. Airlines are confronted with emission trading, new noise legislation,
increasing fuel prices and new safety and security demands. Aircraft
need to operate in a new Air traffic Management (ATM) environment in which
older aircraft do not comply with the new ATM standards. Also the passengers
expect to be provided with high levels of comfort, communication and safety
possible. Integration of new technologies on existing aircraft provides an opportunity
for stakeholders and society to benefit from new technologies much
earlier.
The goal of the RETROFIT project is to analyze the possibilities and attractiveness
of retrofitting the large fleet of commercial airliners with new technical
solutions in order to satisfy todays and tomorrow’s commercial, environmental
and safety demands.
The RETROFIT project is a Coordination and Support Action (CSA) within the
Seventh Framework Programme co-funded by the European Commission.
(Grant agreement n°265867)
The RETROFIT project first addressed the stakeholder requirements and
investigated current and future technology options for retrofitting existing aircraft.
Next, it investigated the need for research and integration activities to
make retrofits attractive. It selected specific research activities that could be
called for in the near-to-medium term in the RTD Framework Program of the
European Commission. It also performed a cost benefit analysis on integrating
selected mature (high Technology Readiness Level (TRL)) technologies
on existing airline fleets. Finally, it investigated the possibilities for funding of
retrofits and the possible role the European
Commission could play. The results of the project will be widely disseminated.
Promising cases can lead to a substantial economic activity in many
European countries.
The project provides recommendations to the European Commission with
respect to Research and Technology Development (RTD) for retrofit to be incorporated
in Framework Programme FP7 as well as for Horizon 2020. It also
suggested that the Commission could create incentives for an early application
of retrofits in the air transport fleet.
Technology TRL Level RTD Required
Cost-efficient implementation of Single European Sky ATM Research requirements
(SESAR) on existing aircraft, e.g., through a validated and certifiable uniform SESAR box
to be interfaced with existing avionics suites.
Feasibility and implementation of advanced, stand-alone (i.e., not tied into main avionics)
Health and Usage Monitoring Systems (HUMS) for structures and none-critical systems
on existing aircraft, supported by RTD on air-ground communication and more advanced
data communication (integrated data-power, wireless transmission) in existing aircraft.
Wireless data communication in existing aircraft for integrated configurable network
solutions for, e.g., advanced In-Flight Entertainment and Connectivity, cabin management
and safety.
3 YES Level 0/1
4-6 YES Level 1
4-5 YES Level 2
Approach
In the RETROFIT project, Fokker Services B.V., ADSE Consulting and Engineering,
the National Aerospace Laboratory NLR, AD CUENTA B.V., PARA-
GON S.A. and L-UP SAS worked together to analyze the possibilities and
attractiveness of retrofitting the large fleet of commercial airliners with new
technical solutions in order to satisfy today’s and tomorrow’s commercial,
environmental and safety demands.
Air-ground and at-gate communication in existing aircraft, e.g., for Advanced Health and
Usage Monitoring System (AHUMS), black boxes, turn-around operations, connectivity
with maintenance base and IRU fault detection.
Engine systems and components retrofit development, rig testing, demonstration, and
flight qualification such as combustion chamber retrofit for Nitrogen Oxide reduction.
Development of a retrofit kit for nacelle and composite fan casing, for weight reduction,
aerodynamics benefits (laminar flow) and potentially also reduction of noise.
The long term performance of alternative, non-drop-in fuels (incl. synthetic fuel and
biofuel) in existing engines without (major) modifications on existing aircraft, such as the
effect on the gas path, the effect on the engine maintenance on the long term, and the
effect on the engine washing.
Integration and validation of new parts for the exchange of secondary structures by
composite parts, for weight reduction and other structural benefits.
5 YES Level 1
5-6 YES Clean Sky
CFC 7-8
NC 1
YES Clean Sky
4-9 YES Clean Sky
8-9 No
Feasibility of a glass cockpit replacing analogue instruments in existing aircraft. 8-9 YES Per Type
Alternatives to main engine based taxiing for existing aircraft, such as taxiing on internal
power using electric motors in the main undercarriage, to allow main engines on idle
setting or switched off during taxiing.
4 YES Clean Sky