# AircraftConversions Stotionsplein NO Building 

### 144 Suite 

### 203 Moildrop 

### 274 Tel. +31 (0)20 601 5365 

### Fox +31 (0)20 6570002 www.oircroftconversions.com 

## Plane Solutions

Ref.: Re : 

### 1117 CJSchiphoi-Oost 

## TheNetherlands

Fokker50Freighter STC Corp Attn.: Arnaud 

### J. Smit, President 13394 East Control Tower Road Englewood, Colorado 80112 

### United States ofAmerica Cc: Randy Blosser
8249 

### Dote: February 191h 2013 FAA request for further information with regards to the petition to increase the maximum operating altitude from FL200 to FL250 for the FokkerSOFrelghter aircraft equipped with Large Cargo Door Installations r STC ST01916LA

.


### Dear Mr. Smit, With reference to FAA's letter dated28 January, 2013 requesting for more supporting information withregards to the abovementionedpetition, we can inform you as follows. 1) Fuel and Emissionreduction

- FL250 Wehave attached a fuel savings calculation comparingthe fuel used on a normal and average flight profile for the Fokker50 at FL 250 (which is the normal passenger version) and FL200 for theFokker50Freighter. This calculation is performedbythe senior airline analyst from the OEM (FokkerAircraft Company), who has retired but is still actively consulted bythe industry and the OEMfor route studies and other airline studiesrelated to the FokkerAircraft Products. The calculation shows a 9.19% fuel saving oran approximately 52 kilogram offuel perflight hour in case the flight is done on FL250. With an average utilization of 1200 FHperyearthis amounts to at least 62,000 kg less fuel spendperyear (per aircraft)
. This also translates to a (9.19 %) reduction ofemissions, whichis at least 725 kgNOx and 312 kg COperyearper aircraft (deductedfrom attached studyresults from the SwedishDefenseResearch AgencyFOI dated 17 December2001). 2) Fuel andEmissionreduction

- OperationalFlexibility Thepossibilityofflying at FL250 will also have a substantial impact onthe operational flexibility andflight time. We have consultedthe airlines again and their feedback was loud and clear. This aircraft has a designedpotential to fly at FL250, but the Freighter operation is limited to FL200 onlybecause thepilots are not allowedto fly with supplemental oxygento a cabin altitude of 12,000 ft. This is for the airlines a serious operational limit which has a substantial impact onthe amount ofwastedfuel byrerouting for the lower FLdue to ATC issues, natural barriers, weather avoidance andplain safetyreasons which would not occur ifthe FL250 could be used. It

### evenmeans that someroutes cannot be served at all.



### 1 

## Rabobank: I BAN: 

### Nl24RABO

### 0126878048 

## Co(

## Amsterdam: 34198811 

## VATnr: Nl8129.07.978.B01 mRinr: NLB1290797B

# AircraftConversions

Plane Solutions 

### One airline quoted that they are highlypenalized at FL200 such as: Quote
.... -unable to fly the airway on Mont Blanc, we waste at least 15 minutes from Bergamo Airport to Charles de Gaulle Airport

- Bergamo to the UK, we must fly through Brussels with at least 20 minutes more because not allowed to fly above Paris

- Routes above some countries can not be flown due to the restriction ofminimum altitude ofFL250, which means that significantrerouting over other countries is required.

- Several more cases can be listed
.

......Unquote Consideringthe above specific cases areduction ofat minimum 350 kg fuel wastage on a 5 FlightHour mission (10% reduction or70 kg fuel perFH) and thus 10% Fuel emission can be saved. This does not yet include the benefits from other specific cases. Another airline quoted: Quote
....

. . .that most important ofall must be the environment savings and fuel savings. Higher altitude andmodified aircrafts with 8:33 Khz channel spacingwill openup other routes up in the skythat must be one ofthe primaryreasons to get higher level.

.....Unquote In discussions with potential customers, the FLrestriction is a major discussionpoint as well. Moreover, one ofthe airlines is already flying their fleet ofoldertype Fokker F27's at FL250 with supplemental oxygen for manyyears without any significant problems. 3) Conclusively It

### can be saidthat a total reduction fuel and emissions ofat least 52 kgper flight hour for higher altitude (Ref 1) and 70 kg perflight hour for operational flexibility (Ref 2) can be achieved. This means that a reduction of 146,400 kg fuel wastedperyearper aircraft andreduction ofrelated emissions canbe achieved ifthe request can be granted.

With kind regards,



### 2

# AircraftConversions Plane Solutions 

## Influence flight level on fuel consumption Cruise condition Speed schedule

Actual cruising altitude : ISA, no wind Proc. 5H3 alternate Climb 150 kts CAS 150 kts CAS Cruise 227 kts/M.507 99% best sfc Descent 227 kts CAS 180 kts CAS : Lowest of minimum rate ofclimb 200 ftlmin or

minimum 20% ofdistance covered in cruise Max. aircraft rate ofdescent: 3000 ftlmin Max. cabin rate of descent : 300ft/min Manoeuvring allowances Time 4 min 2 min 4 min 2 min

Fuel reserves applied Payload Result

Route distance 550 nm

Block time [min]: Block fuel [kg] : Payload [kg] :

MRL-50-fff-140213-fl250-2b Engine start and taxi-out Take-offto start ofclimb@ 1000ft: Approach and landing from 1000 ft: Taxi-in Total 12 min No distance credit during manoeuvring : - Diversion to standard alternate at 87 nm plus

- 45 minutes extended cruise : 60% of max. structural payload

FL200 FL250 Diff. VS FL200 134.2 138.4 1306 1186 -9.19% 4260 4260 fueli 23 kg 35 kg 28 kg 12 kg 98 kg 

### rom080501 Fokker 50 Srs 100 AIR TRAFFIC

Method Master using Hurdy-Gurdy 1.2 Method Expiation Hurdy-Gurdy manages Flight Cases, where performance, fuel comsumption and emissions are based on modelling of results according to PIANO (above Lto altitude) and HARP (Lto) methods. PIANO is a trademark of Lissys Ltd, UK. Copyright 2001 FOI, Sweden. Creator FOI Aviation and Environment Date 2001-12-17 Aircraft ID Fokker 50 Srs 100 Hurdy_Gurdy Key Fokker 50 Srs 100, Cabin Factor 65% Emission_key PW125B No of Engines 2 Engine Category Turboprop Cabin Factor 65% C02 Fuel Factor 3,16 Flight_Distance [nm] 125 250 500 750 1000 1500 Flight Distance [km] 232 463 926 1389 1852 2778 Flight Altitude [ft] 25000 25000 25000 25000 25000 25000 Flight Altitude [m] 7620 7620 7620 7620 7620 7620 Takeoff Mass [kg] 16280 16534 17043 17553 18063 19085 Landing Mass [kg] 15950 15950 15950 15950 15950 15950 Sum Total Time [min] 53,26 83,45 143,83 204,23 264,66 385,59 Sum Lto Time [min] 16,35 16,38 16,44 16,5 16,56 16,68 Time Taxi Out [min] 5 5 5 5 5 5 Time Take Off [min] 0,31 0,31 0,32 0,33 0,33 0,35 Time Climb Out [min] 1,2 1,22 1,28 1,33 1,38 1,48 Time Climb Cruise Descent 3000 ft [min] 36,91 67,07 127,39 187,73 248,1 368,91 Time Approach Landing [min] 4,85 4,85 4,85 4,85 4,85 4,85 Time Taxi In [min] 5 5 5 5 5 5 Sum Total Fuel [kg] 427,8 681,6 1189,5 1697,9 2206,8 3226,3 Sum Lto Fuel [kg] 124,1 124,6 125,7 126,7 127,7 129,7 Fuel Taxi Out [kg] 28,8 28,9 29 29,1 29,2 29,4 Fuel Take Off [kg] 5,6 5,7 5,8 6 6,1 6,4 Fuel Climb Out [kg] 18,1 18,5 19,3 20,1 20,9 22,4 Fuel Climb Cruise Descent 3000 ft [kg] 303,6 557 1063,9 1571,2 2079,1 3096,5 Fuel Approach Landing [kg] 42,7 42,7 42,7 42,7 42,7 42,7 Fuel Taxi In [kg] 28,8 28,8 28,8 28,8 28,8 28,8 Sum Total NOx [kg] 5,378 8,214 13,893 19,58 25,277 36,705 Sum Lto NOx [kg] 1,244 1,252 1,268 1,284 1,3 1,332 NOx Taxi Out [kg] 0,208 0,208 0,209 0,21 0,21 0,212 NOx Take Off [kg] 0,103 0,104 0,107 0,109 0,112 0,117 NOx Climb Out [kg] 0,296 0,302 0,315 0,327 0,34 0,365 NOx Climb Cruise Descent 3000 ft [kg] 4,134 6,962 12,625 18,296 23,977 35,373 NOx Approach Landing [kg] 0,43 0,43 0,43 0,43 0,43 0,43 NOx Taxi In [kg] 0,207 0,207 0,207 0,207 0,207 0,207 Sum Total HC [g) 0 0 0 0 0 0 Sum Lto HC [g] 0 0 0 0 0 0 HC Taxi Out (g] 0 0 0 0 0 0 HC Take Off (g] 0 0 0 0 0 0 HC Climb Out [g] 0 0 0 0 0 0 HC Climb Cruise Descent 3000 ft (g] 0 0 0 0 0 0 HC Approach Landing [g] 0 0 0 0 0 0 HC Taxi In (g] 0 0 0 0 0 0 Sum Total CO [g] 2580,9 3717,1 5990,1 8264 10539 15092,6 Sum Lto CO [g] 724,1 725,4 728,1 730,8 733,5 738,9 CO Taxi Out [g] 259,5 260 261 261,9 262,8 264,7 CO Take Off [9] 11,3 11,4 11,7 12 12,2 12,8 CO Climb Out [g] 34,5 35,2 36,7 38,1 39,6 42,6 CO Climb Cruise Descent 3000 ft [g] 1856,8 2991,7 5262 7533,3 9805,5 14353,7 CO Approach Landing [g] 159,8 159,8 159,8 159,8 159,8 159,8 CO Taxi In [g] 258,9 258,9 258,9 258,9 258,9 258,9

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