F100 - Key Facts V2

Fokker 100

Key Facts © Nicolas Mollet

v2 - Sept 2006

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Fokker 100

© NM

Table of contents TABLE OF CONTENTS....................................................................................... 3 1

INTRODUCTION .......................................................................................... 7

2

AIRCRAFT GENERAL ................................................................................. 9

3

FLIGHT WARNING SYSTEM ......................................................................15

4

EMERGENCY EQUIPMENT........................................................................17

5

AUXILIARY POWER UNIT..........................................................................21

6

ELECTRICAL SYSTEM...............................................................................25

7

FUEL SYSTEM ............................................................................................31

8

POWER PLANT ..........................................................................................35

9

FIRE PROTECTION ....................................................................................47

9.1

Engine ............................................................................................................................................ 47

9.2

APU................................................................................................................................................ 49

9.3

Cargo and toilet compartments................................................................................................... 50

10

BLEED-AIR SYSTEM ..............................................................................51

11

AIR CONDITIONING / PRESSURIZATION .............................................55

12

ICE AND RAIN PROTECTION ................................................................63

13

HYDRAULIC SYSTEM.............................................................................67

14

LANDING GEAR......................................................................................71

14.1

Landing gear operation................................................................................................................ 71

14.2

Nose-wheel steering ...................................................................................................................... 72

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14.3

Brake control system .................................................................................................................... 74

14.4

Proximity switching / ground-flight control ............................................................................... 76

15

FLIGHT CONTROLS ...............................................................................77

15.1

Primary flight controls................................................................................................................. 77

15.2

Secondary flight controls ............................................................................................................. 81

15.3

Stall prevention system ................................................................................................................ 84

15.4

Take-off configuration warning .................................................................................................. 85

16

FLIGHT / NAVIGATION DATA SYSTEMS ..............................................86

16.1

Air data system ............................................................................................................................. 86

16.2

Attitude and heading system........................................................................................................ 87

16.3

Weather radar .............................................................................................................................. 89

16.4

VOR / DME / marker beacon / ILS ............................................................................................ 91

16.5

ADF................................................................................................................................................ 92

16.6

ATC transponder / TCAS ............................................................................................................ 93

16.7

Radio Altimeter ............................................................................................................................ 96

16.8

Flight Data Recording .................................................................................................................. 97

17

FLIGHT / NAVIGATION INSTRUMENTS ................................................98

17.1

Electronic Flight Instrument System .......................................................................................... 98

17.2

Secondary & standby instruments ............................................................................................ 100

17.3

Ground Proximity Warning System ......................................................................................... 102

17.4

Avionics Cooling System ............................................................................................................ 105

18

FLIGHT CONTROL & AUGMENTATION SYSTEM ..............................106

18.1

General ........................................................................................................................................ 106

18.2

Automatic Flight Control System.............................................................................................. 107

18.3

Autothrottle system .................................................................................................................... 110

18.4

Flight envelope protection.......................................................................................................... 111

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18.5

Flight mode annunciation .......................................................................................................... 114

18.6

Flight augmentation system....................................................................................................... 115

18.7

Wind shear detection & recovery.............................................................................................. 117

19

COMMUNICATION ................................................................................118

19.1

General ........................................................................................................................................ 118

19.2

Cockpit Voice Recorder (CVR)................................................................................................. 121

20

LIMITATIONS ........................................................................................122

20.1

General limitations ..................................................................................................................... 122

20.2

Weight limitations ...................................................................................................................... 122

20.3

Speed limitations......................................................................................................................... 122

20.4

Weather limitations .................................................................................................................... 123

20.5

Powerplant & APU limitations.................................................................................................. 123

20.6

Fuel system limitations............................................................................................................... 123

20.7

AFCAS limitations...................................................................................................................... 123

20.8

Navigations limitations............................................................................................................... 124

20.9

Miscellaneous .............................................................................................................................. 125

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Introduction

This document has been based on personal notes during computer based training and classroom sessions, experiences shared by instructors and the Aircraft Operating Manual itself which has been used as backbone for this writing. Its purpose was not to present a complete writing about the different subjects; it only contains key facts, enrichments and some further explanation by the diagrams. This is not an official document meaning that nothing of its contents may be used as training purpose. In that case, please only refer to an official publication. No further distribution is allowed as this manual contains copyright-protected material such as diagrams from the F100 A.O.M.

Enjoy!

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Aircraft general

(± 60 pulses/min)

2 NAV-lights + 1 strobe per unit. Only 1 NAV-light will be illuminated when NAV-light is OFF and towing switch activated. Figure 2-1: Exterior lighting of the Fokker 100

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Figure 2-2: Exterior lights panel

-

Maximum pavement width for a 180° turn is 22,2 m.

-

The door is properly locked when the inboard door lock handle is pointing in the direction of flight.

-

An indicator at the top left side of the door shows the door status: Green indicates locked Red indicates open

-

Mechanically connected to the locking mechanism is a vent flap; when the door is locked, the flap is closed. The flap will dump the cabin pressure when the door is unlatched.

-

In battery only conditions, the electrical lock of the flight deck door is removed and the door can be opened from both sides. In this case the door can be locked with the lock pin. There are 2 parts in the flight deck door. At the flight deck side, the lower part of the door can be kicked out after the turn knob (under the doorknob) is removed. The spring plate will drop and the panel can then be removed.

-

In the event of an engine failure, all extended landing/taxi lights will retract automatically except when the landing gear is down.

-

Front and slide windows are electrically heated, side windows are demisted.

-

There are 34 windows on the left-hand side and 33 on the right-hand side. The cabin windows are a Perspex laminate and consist of inner and outer panels.

-

There are 5 maintenance access hatches: • 2 x avionics compartment • 3 x airco + space beneath flight deck floor

-

Cabin layout: • A total of 100 seats • 20 seat rows: o Two on the left side (A, C) of the aisle o Three on the right side (D, E, F) of the aisle • The rows are numbered row 1 - 12 and 14 - 21, excluding row 13 • Rows 12 and 14 have self – help emergency exits

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Seat restrictions: •

< 30 passengers: symmetrically about row 8; rows aft of row 16 are not used.

•

31-50 passengers: symmetrically about row 10; rows aft of row 20 are not used.

•

>50 passengers: symmetrically about row 12; all seats are available.

-

Overhead stowage compartments are fitted along the length of each side of the cabin and are stressed to contain 85 kg of luggage each, with the exception of one small compartment at row 1 (right side) which will take about 20 kg.

-

Area call lights are located forward and aft in the cabin ceiling: • • • •

A red light indicates a call from an attendant station A blue light indicates a passenger call A left or right amber light indicates a call from the left or right hand toilet A green light indicates a cockpit call

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Figure 2-3: Cabin & Ground call p/b

-

The F100 is fitted with an audible warning inhibit function below 400 feet. Any attempt to contact the flight crew over the interphone will result in the call button illuminating but the audible warning being inhibited.

-

Emergency lighting:

Figure 2-4: Location of the emergency lighting

•

•

Exit lights: -

Above the doors, above escape hatches, in the front of the cabin, and in the passenger compartment aisle.

-

ON when landing gear down and when the emergency lights are in armed position.

Standby lights: -

In the passenger entrance, in the passenger compartment aisle, and in the aft cabin area, toilet compartment.

-

ON in battery only conditions, except in the toilet compartment (Standby lights in the toilet compartment are continuously on). (When the aircraft is on the ground and no external power is available, the batteries can be switched on so that the standby lights will be illuminated from the aircraft batteries.)

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•

Emergency lights: -

Emergency lights are installed in the following locations: o o o o o o o o

1 in the flight deck 1 in the entrance 6 in the cabin 1 in each toilet compartment In the exit signs 3 on each side of the fuselage on the exterior Extra exit signs under the escape hatches and at the lower side of the doors Floor proximity path markings on the right hand side of the aisle

-

ON automatically when generator power is not available, provided the guarded emergency lights switch is in the armed position.

-

With batteries fully loaded, the lights can illuminate for 30 minutes.

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‘NOT ARMED’ if selector in ON or OFF position

Figure 2-5: Emergency light switch

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Flight Warning System •

Two LEVEL 3-alerts cannot be cancelled by depressing either MWL: the LG-not-down alert: o LG not down o Radio altitude < 1000 ft o Flaps > 23° OR thrust below MIN TO • take-off configuration alert

-

Alert messages: • a maximum of 11 alert messages can be displayed • LEVEL 3 in red, LEVEL 2 in amber • on LH MFDU • in descending order of priority • the last incoming is indicated by a pointer

-

If LH MFDU fails, the information is automatically displayed on the RH MFDU. Secondary page information can be visualized with the XFR p/b except when red alert messages are displayed.

-

If more than 11 alert messages exist, it will be indicated by a ‘PAGE 1’: • Use ‘CANCEL’-button to remove presented amber alert messages • Alert message of page 2 will now be displayed • ‘MSG CANCELLED’ will appear if these amber alert messages are also cancelled. • Restoring cancelled amber alert messages possible with recall button (Remark: No red alert messages can be removed)

-

FWC generated alerts (in order of descending priority): 1. Cavalry charge (with or without autoland caution lights) 2. Whooler 3. Clacker 4. Repetitive triple chime and MWL 5. Autoland caution lights (without cavalry charge) 6. ‘C’ chord 7. Double chime and MCL 8. Single chime

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Aural alerts generated by FWC (≠ SAP-generated aural alerts (cavalry charge and clacker), GPWS) can be inhibited by depressing WARN AUDIO p/b.

Figure 3-1: Warn Audio p/b

-

Warning computer inoperative: • • • •

• • •

SAP automatically activated and only SAP alerts indicated SAP displays all LEVEL 3 alerts and some LEVEL 2 alerts ‘FAIL’ displayed on MFDU (provided by MFDS, not by FWC) Following alerts no more available: o MWL, MCL, AUTOLAND caution light o Overhead panel fault lights o Aural alerts except AP disconnect (cavalry charge) and overspeed (clacker) MFDS displays only engine indications AP, when off, cannot be engaged; when on, the AP remains engaged When thrust levers are below MIN TO position and the gear is up, the SAP will show a red LG warning, independent of flight altitude.

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Emergency equipment -

Crew oxygen mask: • • •

NORMAL (N): mixture of ambient air with oxygen on demand, dependant on the cabin altitude 100%: supply of 100% oxygen on demand. At 30 000 ft cabin altitude the flow in both modes will be 100% EMERGENCY: rotate to supply 100% oxygen continuous flow provided NORMAL/100% lever is set to 100%

Oxygen is set to 100% position; this is used in all circumstances unless decided otherwise by the FCM.

Figure 4-1: Oxygen mask

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When mask is activated, the mask microphone becomes hot. Close container doors and reset reset/test lever before regaining normal communication via boom.

Table 1: Duration table of cockpit oxygen bottle

-

Cabin oxygen system: •

Each passenger drop-out stowage holds a spare mask: o o o o

• • •

the unit above the double seats contains three masks the unit above the triple seats contains four masks units located above all crew seats each contain three masks units in each toilet compartment contain three masks

Drop-out at ± 14 000 ft or manually with MAN OVRD p/b non-smoking sign comes on at drop-out pulling mask starts oxygen flow for approx 12 min

Figure 4-2: Pax oxygen p/b

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Figure 4-3: Emergency equipment location

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ELT: • • •

121.5 Mhz for 72 hrs 243 Mhz for 72 hrs 406 Mhz for 24 hrs

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Auxiliary power unit -

APU requires for operation: • Fuel from LH collector tank • DC electrical power

-

When the combination of electrical and bleed-air loads exceeds the APU capacity, bleed-air supply is decreased.

-

In flight the APU shuts down automatically in case of: • APU fire • Overspeed • Starting cycle > 90s On the ground for any failure (e.g. fire, overspeed, low oil pressure, high oil temperature, high exhaust gas temperature,…).

-

All APU fault on the ground are level 2 + auto shutdown.

-

Landing with an APU fault leads to an automatic shutdown 60s after touchdown.

-

APU bleed should be switched off during aircraft de-icing.

-

Unsuccessful start: • Start selector to OFF before attempting another start • Restarting inhibited till 30s after OFF selecting (= till RPM < 10% to avoid damage), but wait 2 min for draining • Not more than 3 consecutive APU starts allowed

-

If no external power available, wait 70s before switching off the batteries after APU shutdown.

-

Air supplies through air intake door (on top fuselage). Door closed if APU off. If APU on: • 15° on the ground • 10° in flight

-

Air for oil cooling and ventilation ducted from inlet on fuselage: controlled with ventilation (inlet) valve. Closed if: • APU off • APU fire

-

Exhaust valve at RH side fuselage.

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Bleed air valve closed when airborne.

LH Collector tank

Fuel fire shut-off valve Bleed air valve

Fuel Control Unit

APU

Oil Cooling Fan

Accessory Exhaust valve gearbox

AC Gen

Fuel shut-off valve Figure 5-1: Auxiliary power unit - schematic

-

APU start sequence: • Selector to ON APU OFF • After 3sec APU OFF, DOORS TRAVEL • Ventilation valve opens • Air intake opens APU OFF, READY TO START • Pull and rotate start to START APU START IN PROGRESS Fuel fire SOV opens Power supplied to starter motor At 10% RPM: fuel SOV opens and igniter energizes At 50% RPM: self sustaining At 94,5% RPM: APU AVAILABLE • After 2’: bleed air valve opens • • • • •

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-

APU off: • All air and fuel valves close • 30sec time delay in start system

-

Normal APU fuel flow is 1,44 kg/min or 86 kg/h (AOM 9.02.01 p2)

Figure 5-2: APU start switch

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Electrical system -

115 V / 400 Hz three-phase AC power and 28 V DC power electrical system.

-

Batteries supply the DC ground handling bus, provided AC and DC external power are not available.

-

As long as the batteries are the only electrical sources, a red AC SUPPLY light on the SAP is on.

-

Total loss of emergency power may occur after 30 minutes.

-

When AC external power is connected and within limits, the AVAIL light in the external power p/b is on and the AC ground service bus is energized.

-

Table of priorities:

Automatic AC bus transfer system Priority

AC BUS 1

ESS AC BUS

EMER AC BUS

AC BUS 2

AC GND SERV BUS

1 2 3 4

GEN 1 EXT PWR APU GEN GEN 2

GEN 1 GEN 2 APU GEN EXT PWR

ESS AC BUS EMER INV -

GEN 2 EXT PWR APU GEN GEN 1

AC BUS 2 EXT PWR -

DC bus transfer system Priority

DC BUS 1

BAT BUS 1

ESS DC BUS

EMER DC BUS

BAT BUS 2

DC BUS 2

DC GND SERV BUS

1

TRU 1

BAT 1

ESS TRU

ESS TRU

BAT2

TRU 2

2

TRU 2*

-

DC BUS 1

DC BUS 1

-

TRU 1*

-

BATs

-

-

DC EXT PWR GND SERV TRU -

3 (*) manual operation (DC X-TIE)

Table 2: AC and DC priority table

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-

ESS + EMER PWR ONLY: • power from AC bus 1 and 2 removed • essential + emergency AC bus remain energized

-

In flight during single generator operation, the galley busses are automatically deenergized.

-

Dual DC Bus provides uninterrupted power source in the event of DC Bus 1 or 2 failure during landing for: • lift dumpers • anti-skid • speed brake

-

DC Ground Handling Bus supplies power to: • fuelling panel • towing • hydraulic service panel • engine starter valve

-

LOAD is expressed in (%); except for BAT where is mentioned in AMP.

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Figure 6-1: Electrical panel

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Figure 6-2: AC electrical system

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Figure 6-3: DC electrical system

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FAULT in pump p/b

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Fuel system -

The center tank and each wing tank contain 2 electrically driven fuel pumps.

-

Wing tank = 4 sections = 3 outboard sections + 1 collector tank.

-

Fuel from the center tank is transferred to the wing tanks. When the collector tank is full, the excess fuel flows into the outer tank.

-

With 1 pump operating in the center tank, a normally closed transfer valve will open to allow fuel transfer from the operating pump to both collector tanks.


LoP



Figure 7-1: Fuel system Key Facts

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Automatic fuel transfer from center tank to collector tank is possible:

AUTO FEED p/b blank + either center tank pump is ON AND Engine fuel flow > 1135 kg/hr AND/OR Fuel quantity of both wing tanks below a predetermined value

-

AUTO FEED MAN = fuel transfer to collector tank as soon as a center tank pump is switched ON.

Note: We can select CTR TK fuel pumps on before departure when operating in AUTOFEED. Even with full wing tanks. CTR TK pumps will only start operating when the fuel level in the wing tanks is below a predetermined level. So no fuel will be pumped overboard.

-

Each pump in the collector tank has sufficient capacity to supply one engine in all thrust conditions or both engines in climb and cruise conditions.

-

Fuel asymmetry alert if > 350 kg and disappears if < 250 kg.

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Indication in case of a pulled fire shut-off valve:

Figure 7-2: System shut-off indicator

-

Pump L1 or R1 inop: Pump L2 or R2 inop:

14 kg unusable fuel 120 kg unusable fuel

-

Fuel is measured with: • 10 capacitive-type probes / wing tank • 2 capacitive-type probes in center tank

-

Main tanks, collector tanks & center tank incorporate: • Water drain • Ventilation vents at outbound flap track fairings

-

1 wing tank = 4 sections: • 3 main tanks • 1 collector tank

-

18 jet-pumps maintain maximum collector tank level.

-

Flapper valves provide gravity feed if the jet-pumps fail. Level in the collector tank will be equal to that of the main tanks.

-

LEVEL 1 alert if collector tank < 600 kg.

-

When the fuel quantity drops < 100 kg, LO + numerals (flashing) will be shown on the corresponding fuel quantity display.

-

Digital fuel quantity indicator receives information from CPT (= Combined Processor Totalizer).

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Figure 7-3: Fuel panel

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Power plant -

Twin spool, bypass turbofan engines:

Figure 8-1: Rolls Royce Tay twin spool, bypass turbofan engine

LP-spool

1-3-3

N1 (LP rpm)

Single-stage fan, three-stage Intermediate Pressure (IP) compressor, three-stage LP turbine

Figure 8-2: Low speed gearbox

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HP-spool

12-2

N2 (HP rpm)

Twelve-sage HP compressor, two-stage turbine

Figure 8-3: High speed gearbox

-

The LP shaft passes through the HP shaft.

-

Fan output: ¼ is directed to the engine core, ¾ is bypassed.

-

The engine is started by an air starter motor which drives the HP shaft via the high speed gearbox.

-

10 combustion chamber, 2 igniter plugs (chamber 4 & 8).

-

2 bleed air tappings on HP compressor.

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Self-contained oil system: Oil which is too thick (cold) passes the by-pass valve

Oil pump

Engine and IDG oil cooler

Filter

 Temp. bulb (info to FWC + MFDS)

Single pressure Pump driven by high speed gear box

Engine bearings and gear boxes

 Oil-fuel cooler

Scavenge Pumps

Filters 

Oil Tank

de-aerator

chip detector

Figure 8-4: Self contained oil system

Starting: -

Supply: • pneumatic power • electrical power (AC power or batteries)

-

Air can be supplied to starter motor when the electrically operated starter valve is open =



-

system electrically armed via START p/b engine selector operated

If fuel lever opened: • Fuel shut-off valve opens  fuel to nozzles • Igniter activated Key Facts

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-

At 43% N2: starter cut-out: • starter valve closes (if not: alert) • ignition de-activated

-

Upon moving the start selector, the air conditioning packs are shut-off and the output of hydraulic and pneumatic power from the respective engine is inhibited. During engine start with battery power only, hydraulic and pneumatic power inhibit, and automatic air conditioning shut-off is not provided.

-

Start sequence: 1. Ignition switch in NORMAL 2. START p/b ON (electrical power is available on the start system) 3. Start selector 1 or 2. This will open the starter valve (= air entering from APU, EXT or other engine to starter motor) 4. HP spool starts rotating 5. At min 15% N2, select fuel lever open (= fuel + ignition) 6. At 43% N2: starter valve shuts (red & amber limit jump on TGT) 7. After starting both engines: START p/b OFF

HP shaft High Speed Gearbox APU

EXT

Air Starter Motor Control Valve

single stage turbine

Other engine

Figure 8-5: Starter system

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Ignition:

43% N2

Figure 8-6: Ignition system

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EMER DC BUS

© NM

NORM

igniter plug 1 activated during start when FUEL lever opened; de-activated at starter cut-out

CONT 1 continuous ignition of selected plug ESS DC BUS

CONT 2

EMER DC BUS ESS DC BUS

RELIGHT

continuous ignition of both igniter plugs

Table 3: Ignition system

Figure 8-7: Engine start panel

-

FAULT in engine START p/b: starter valve not closed after engine start.

-

The fuel system is a mechanical all-speed governing system which controls fuel flow automatically to maintain a selected N2.

-

To reduce engine acceleration time from idle to go-around, thrust idle N2 is increased to 70% when the landing gear is lowered (approach idle). Normal (low) idle is regained five seconds after touchdown.

-

When the flight control lock is on, forward thrust lever movement is limited to approx 80 % N2.

-

MAN EPR: if both AT channels fail or if both AT p/b’s are manually selected off, an EPR target (for pilot reference) can be set manually. Key Facts

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Pressure differential switch

-

-

TLA N2 HP compressor inlet & outlet pressures

Figure 8-8: Engine fuel system

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N1 governer:

F U E L FUEL 

 Nozzle N1 turns the governer. In case of N1 overspeed; fuel is inhibited Figure 8-9: N1 Governer

Figure 8-10: Reverse thrust lever

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EMUX/EFSU (Engine Multiplexer / Engine Failure Sensing Unit)

N2 < 43% EMUX

OR

‘Engine Out’

GLC (Generator Line Contactor) open

 L & R N1 > 30% AND

Drop N1 > 50 RPS

EFSU

‘Engine Fail’ (rapid detection of thrust loss)

AND

Both TLA ≥ MIN TO

-

-

Engine indications: •

Wedges: Maximum EPR for selected thrust rating. Wedge is not presented during manual control of EPR target.

•

Lazy T: EPR target:  Blue: automatically controlled (not in descent or in AFCAS)  White: manually controlled.

•

Oil Quantity is displayed from 15 min after both engines out till START p/b has been depressed.

•

Fuel Used is set to zero when on the ground the START p/b is depressed OR when secondary page MFDU is turned OFF and ON on the ground.

When an engine has to be shut down, depress either AT disconnect button before retarding the thrust lever. When the engine has been shut down, ATS can be reengaged after positioning the thrust lever of the inoperative engine adjacent to the thrust lever of the live engine. Key Facts

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-

The max range speed for engines out is the green dot speed. The green dot speed increases with weight and/or altitude and is equal to VFTO and above 15000 ft increased by 2 kt/1000 ft.

-

For the max range speed the still air descent distance (engines out) is approx 3 nm for each 1000 ft altitude lost.

-

With the VIB p/b set to ALTN a subsequent high vibration will only be indicated by a single chime and the MFDS, the VIB HI light on the overhead ENGINE panel will not come on.

-

If TGT start limit (740° C) has not been exceeded, a second start may be attempted. Normal use of the starter is limited to 4 attempts with a maximum of 2 minutes per attempt. Observe 30 seconds rundown time between each attempt. After 4 attempts delay use of the starter for at least 15 minutes.

-

Light-up should normally occur within 5 to 10 seconds after selecting the fuel lever to OPEN.

-

APU bleed air pressure required for engine starting: 25 – 35 PSI at sea level. Key Facts

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-

In case of a high TGT during start, shut the fuel lever and select START p/b OFF after 30 seconds.

-

In case an engine fails during take-off in PROF, MCT is set automatically via ATS upon reaching the single-engine climb speed.

-

Above FL250: CLB EPR = MCT EPR.

-

Icing conditions are present when visible moisture is present, such as clouds or fog with low visibility, rain, snow, sleet, ice crystals or with standing water, ice or snow present on the ground and when: OAT (TAT) is below +6° C down to and including -25° C on the ground (in flight)

-

Bleed air requirement for starting: • External air: 30 – 50 PSI • Cross bleed starting: advance thrust lever till approx 30 PSI

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9

Fire protection

9.1

Engine

-

Dual sensing element loops. Both loops must report a fire condition to the FWC before triggering an alert.

-

2 extinguisher bottles behind rear pressure bulkhead: • Bromo-trifluro-methane gas • Nitrogen as propellant

-

Rupture disc: fracture in the event of overpressure.

-

Electrically detonated cartridges to let detonate rupture disc to fire the bottle.

-

If a predetermined temperature is reached, a fire warning is presented.

-

Pulling a fire handle closes: • The respective fire shut-off valves in the fuel system • The respective fire shut-off valves in the hydraulic system • Over Pressure and Shut-Off Valve (OP/SOV) in the bleed-air system

-

When pulling the handle, check ‘Agent Low Pressure’ on. Also ON when rupture disc is broken due to e.g. overpressure (caused by e.g. high ambient temperatures).

-

During fire warning test, the white fuel lever warning light will not come on if in SHUT position.

-

In case of a faulty loop; fire detection will be inoperative as long as faulty loop has not been switched OFF manually.

Figure 9-1: Engine fire panel Key Facts

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Engine Fire Panels (red light in handels) Flight Deck Alert

FWC

MFDS

Fuel levers (white light) SENSOR ELEMENTS

FDCU

 Temperature sensitive material If T   R  Figure 9-2: Engine fire detection

Figure 9-3: Test panel: engine & APU fire test

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 Fire Detection Control Unit (aft avionics bay)

Fokker 100

9.2

© NM

APU

-

Single sensing element loop.

-

Fire shut-off valve in the fuel system closes automatically and APU shuts down.

-

If the aircraft is on the ground a warning horn, located in the nose wheel well, sounds also (inhibited during APU fire test).

-

Bottle discharged 5 seconds after the warning in order to close the APU inlet door and vent valve.

Figure 9-4: APU fire panel

Key Facts

-49-

Fokker 100

9.3

© NM

Cargo and toilet compartments

-

Both incorporate a smoke detection and a fire-extinguishing system.

-

Fwd and aft cargo compartment each have dual smoke detectors.

-

Toilet compartments each have a single (hidden) smoke detector. The call that is suggested for use by the FCM is (twice): “Attention cabin crew, check right/left toilet” “Attention cabin crew, check right/left toilet”

-

Two extinguisher bottles are installed for the fwd and aft cargo compartment: • Agent 1: high rate discharge bottle • Agent 2: low rate discharge bottle

-

Selecting DISCH 1 causes immediate total discharge of agent 1 into the selected compartment. Simultaneously agent 2 is discharged into the selected compartment at a reduce flow rate to maintain a minimum extinguishing agent concentration. Selecting DISCH 2 will discharge the same agent 1 and agent 2, however the power supplies for discharging are interchanged for redundancy. The agent 1 low pressure light (LO1) comes on within seconds after selecting DISCH 1 or DISCH 2 and the agent 2 low pressure light (LO2) remains off for approx 60 min due to the reduced flow rate.

-

One fire-extinguisher bottle is installed in the waste container area in each toilet compartment. If there is a fire in the waste container, the agent will discharge automatically into the waste container.

Figure 9-5: Cargo smoke panel Key Facts

-50-

Fokker 100

10

© NM

Bleed-air system TAIL ANTI-ICE

Single walled duct

See GND SRV + bleed valve SO and modulating valve

ENG 1

- incorporating check valve - connected to source 2

X

MANIFOLD

ENG 2 APU

GND SRV

ENG 1 STARTING

ENG 2 STARTING

ENG 1 ANTI-ICE

ENG 2 ANTI-ICE

SO and regulating valves

AIR COND & PRESS

WING ANTI-ICE

Pack valves

WATER RESERVOIR

HYDRAULIC RESERVOIR

SO and modulating valves Double walled duct (additional protection in pressurized areas)

Figure 10-1: General bleed air distribution

-

LP bleed is used in any flight condition except idling. During idling, the HP bleed valve opens fully to supply pressure while the LP valve is closed.

-

At take-off when thrust increases; HP bleed valve closes.

-

Any anti-icing system ON: activation of the temperature modulating function of the HP bleed valve to admit HP bleed-air to the LP bleed flow that the required temperature is maintained.

Key Facts

-51-

Fokker 100

© NM

Inhibition: • 60 seconds after TOGA selection • Continuously when either thrust lever is selected to maximum take-off position -

Conclusion: HP valve open: During idling (N2 range up to 80%) Anti-ice ON

-

PR/SOV: • Pressure Regulating and Shut-Off Valve • Will limit downstream pressure • Controls 55 ± 5 PSI • Controlled by bleed p/b

-

OP/SOV: • Over Pressure and Shut-Off Valve • Will limit downstream pressure in case of a failure of the OP/SOV • Closes if pressure > 70 ± 2.5 PSI • Closes if fire handle is pulled

-

Overheat: • closes respective HP bleed • closes respective PR/SOV • Level 1 – alert: Bleed 1(2) remark: OP/SOV remains open to provide bleed-air from the other engine anti-icing

-

Leakage: • closes respective HP bleed • closes respective PR/SOV • closes respective OP/SOV • Level 1 – alert: Bleed 1(2) duct leak remark: Engine anti-icing on the affected side will be inoperative although airframe anti-icing remains available.

-

Temperature in the common duct (where it is measured) will be maintained at 250° C.

Key Facts

-52-

Fokker 100

© NM

12th stage

7th stage

 to prevent reverse flow To control temperature 250° ± 15° C

Key Facts

-53-

Fokker 100

© NM

Figure 10-2 (previous page): Bleed air system

-

On the ground APU supplies air to both engine starters if both: • APU bleed valve open • OP/SOV open

-

APU delivers air as long as pressure is greater than 12th stage. Increasing thrust lever decreases APU supply.

-

A single bleed system will meet all bleed-air demands.

-

Bleed air pressure: • Normal operating range: • Recommended minimum for engine start:

Key Facts

-54-

15 – 49 PSI 25 PSI

Fokker 100

11 -

© NM

Air conditioning / pressurization The airflows from pack 1, servicing the flight deck, and pack 2, servicing the cabin, pass into a manifold. The excess airflow from the flight deck system supplements the cabin airflow.

PACK 2

Cabin (70 %)

Flight Deck (30 %)

PACK 1

-

Pack valve is open when relevant p/b is blank + following conditions are met: • Bleed-air pressure > 10 PSI • No pack overheat condition • No Auto Shut-off has occurred

 -

During engine start (except in battery power only) When both thrust reversers are unlocked Engine failure detected during take-off or in flight at altitudes below 13 500 ft and a thrust lever setting above MIN TO is selected (*). Ventilation now by recirculation fans

(*) Auto shut-off function due to engine failure can be manually deactivated with the Air Conditioning Auto Shut p/b.

-

Flow control: •

Normal flow:

•

Economy flow: o Manual selection (with ECON p/b): - Both pack valves must be open - Automatically controlled cabin temperature is within a preset range from the selected temperature Key Facts

-55-

Fokker 100

© NM

o Automatic selection - During take-off, normal flow is restored approx one minute after lift-off - When TOGA is activated the economy flow is maintained for 60 seconds - Inhibited when both temperature control p/b’s are in manual mode. - If an engine fails/shut down above 13 500 ft with thrust lever > MIN TO - As long as max T/O thrust is selected •

-

Augmented flow: Only available when one pack is manually switched OFF. The remaining pack valve will open fully.

Example of a normal sequence: • APU Ops: normal (or ECON if selected) • Engine start: Auto Shut-OFF, then back to normal (or ECON if selected) • MIN TO pos: ECON • 1’ after lift-off: back to normal (or ECON if selected) • Thrust reverse: Auto Shut-OFF till reversers are stowed • Engine failure: < 13 500 ft: thrust > MIN TO > 13 500 ft: thrust > MIN TO

Auto Shut-OFF ECON

Figure 11-1: Airconditioning auto shut & ram air p/b

-

LP conditioned air ground connection at forward right section of the aircraft

Key Facts

-56-

Fokker 100

© NM

NORM ECON Augmented mode AUGM CLSD

Pre-cooling fan (ram air) + Air cycle machine



LP

Conditioned air

 Right fwd side of a/c Only pack 2 intake has a RAM AIR connection

Figure 11-2: Airconditioning system Key Facts

-57-

Fokker 100

-

© NM

In AUTO the control valves are automatically modulated to obtain the selected temperature. In MAN the selector knob directly controls the valve position. There is no temperature control, so the pilot has to monitor the temperature and adjust the control knob as necessary. Remark: There is no indication of a failure of the AUTO-mode. Only a too high/low temperature.

-

ECON: • Reduces APU fuel consumption + APU TGT • Reduces fuel consumption in flight by ± 0.5 %

Figure 11-3: Aircondtioning panel

Key Facts

-58-

Fokker 100

-

© NM

Protections: • Automatic: . The controller limits the differential pressure to 7.46 PSI . A cabin altitude of 8000 ft can be maintained at 35 000 ft. • Manual: . The outflow valves limit the max differential pressure to 7.65 PSI . Altitude limiting is provided at 13 500 ± 1500 ft. . The cabin alt limiter will close both outflow valves.

-

Excessive cabin altitude warning at 10 000 ft.

-

2 outflow valves; primary valve is controlled by pressurization controllers while secondary is controlled by the primary.

-

2 inward pressure relief valves prevent negative cabin pressure.

-

Dual channel pressurization controller of which one active and one inactive. Alternated: • After each landing • After each power interruption • Manually by pressing PRESS CONTROL p/b twice • Should the active channel fail

Figure 11-4: Pressurization control p/b

Key Facts

-59-

Fokker 100

-

© NM

Regulated maximum rate of cabin pressure change:

• Aligned with datum: maximum 500 FPM in climb and 300 FPM in descent • Fully INCR: maximum 2500 FPM in climb and 1575 FPM in descent • Fully DECR: no change, 0 rate

Figure 11-5: Cabin pressurization panel

Key Facts

-60-

Fokker 100

-

© NM

Operation: 1. 2. 3.

Select land altitude (cabin altitude will now be established for different flight phases) Door closed + engines running: airport elev. – 70 ft Thrust levers forward: airport elev. – 200 ft

In case of RTO 4. 5.

Cabin climbs to airport elevation – 70 ft in 20 seconds Cabin depressurizes 1 minute later

Normal TO If destination elevation > departure elevation 4. 5. 6.

Cabin climbs at selected rate to the selected (land) altitude Maintains this cabin altitude till climb schedule is intercepted Climbs according to climb schedule

If destination elevation < departure elevation 4. 5. 6.

Cabin descends to selected (land) altitude at dwell rate (= ½ of the selected rate; e.g. 150 FPM if rate selector is neutral) -At selected altitude: cabin climbs according to climb schedule

In case of aborted flight (return to base) 7.

Cabin altitude returns to departure airport altitude if aircraft loses 1000 ft • Within 10’ after take-off OR • Before aircraft reaches 6000 ft

Key Facts

-61-

Fokker 100

© NM

Normal cruise 8. 9.

When the aircraft reaches cruise altitude, cabin reaches cruise altitude (according to schedule) and remains steady for 10 minutes. After 10 minutes cabin descends towards destination airport altitude: • limited by max diff. pressure  stabilizes at this altitude Once aircraft starts descent, the cabin descents according to the descent schedule (differential pressure and cabin altitude decreases). Rate of cabin altitude change is determined by pressurization controller with a maximum of 300 FPM if rate selector is in neutral

OR • selected altitude is reached

10. Touchdown: cabin altitude = airport elevation – 200 ft 11. Within 1 minute: airport elevation – 70 ft 12. Thereafter: cabin depressurized

-

Avionics compartment, main instrument panel, glare shield and pedestal are cooled by the avionics cooling system: • 3 blower fans • 3 suction fans • 1 emergency cooling fan

-

The EFIS emergency cooling fan will automatically be activated in case of: • an inoperative avionics cooling • when operating on battery power only

Key Facts

-62-

Fokker 100

12

© NM

Ice and rain protection Inhibited: - till 60s after lift-off - till 60s after TOGA selection - continuously while either T/L in max TO POS

FAULT in p/b

LO CPTY (*)

Nacelle L/E

(Flexible tip)

LO CPTY (*)

Leading edge horizontal Leading edge

= wing bay overheat or duct overpressure

stabilizer

FAULT in  p/b (*) No local lights, only MFDU message

Key Facts

-63-

Fokker 100

© NM

Figure 12-1 (previous page): Engine and airframe anti-ice system

-

Airframe anti-icing is not available on the ground but can be pre-set.

-

Tail and/or Wing LO CPTY can be caused by a low bleed-air pressure. Increasing thrust may correct the situation.

-

Static ports heated in combination with pitot heads.

-

In battery-power-only condition only pitot head 1 is heated.

-

Level 1alert when: • • • •

Pitot heat system is OFF Aircraft on the ground PARK BRAKE released Engines running

AND AND AND AND Key Facts

-64-

Fokker 100

© NM

This alert in only available from engine start till T/O-power. This allows switching of pitot heat during taxi-in. -

In case of a PITOT 1 (2) FAULT, switch on the other AP, switch ADC and FCC to ALTN and select AT and STAB TRIM switches on FAC of the affected side OFF.

In flight, icing conditions are present when TAT is below +6° C down to and including -25° C and visible moisture is present

-

In case of late engine anti-ice system activation, select RELIGHT ignition prior to wing anti-icing activation.

-

Level 1 alert triggered as soon as ice deposit on ice detector reaches 0.5 mm.

Figure 12-2: Engine & Airframe Anti-ice System p/ b

Key Facts

-65-

Fokker 100

© NM

INTENTIONALLY LEFT BLANK

Key Facts

-66-

Fokker 100

13

© NM

Hydraulic system

1

2 LH Aileron

RH Aileron

Rudder Elevator Stabilizer Priority Valve

Speed brake Thrust reversers

Normal braking system

Landing gear Nose-wheel steering Alternate braking (incl. parking brake) Flaps Lift dumpers

Figure 13-1: Basic hydraulic system

-

To equalize the fluid level in the tanks on the ground a transfer system is installed. In the fluid transfer line a transfer valve is installed. To ensure equal air pressure in the tanks, the top of the tanks are interconnected. In the tank air pressure connection line a shut-off valve is installed. Both valves normally closed and will open for a pre-set time with the aircraft on the ground and both: o At least one engine running o Parking brake set

Key Facts

-67-

Fokker 100

© NM

-

Minimum fluid level for dispatch: 70 %.

-

Normal system pressure 2800 – 3200 PSI.

Tank air pressure connection line

QTY (%) 100

Fluid transfer line

LO QTY

FAULT

System pressure: 3000

- Smooth out shock loads - Emergency hydraulic power - Nitrogen pressurized to 1000 PSI

Figure 13-2: Functional diagram of the hydraulic system

-

Hydraulic system operation is not affected during single-engine operation. Reservoir capacity: • System 1: 23 L • System 2: 4L Key Facts

-68-

Fokker 100

-

© NM

Priority valve: All systems below the priority valve incorporate an alternate system. • Priority valve activated if pressure • Priority valve de-activated if pressure

-

LO QTY – alert if : • System 1: • System 2:

< 2300 PSI > 2650 PSI

if < 37 % tank capacity if < 20 % tank capacity

-

FAULT in ENGINE PUMP p/b if pump output pressure is < 2400 PSI (≠ system pressure).

-

OVHT if fluid temperature > 90° C.

-

Electrically driven pumps: • For maintenance use • To pressurize hydraulic systems prior to engine start (e.g. use of parking brake on the alternate braking system (sys 1))

If prior engine start the alternate brake pressure is below 1000 PSI, switch ELEC PUMP of HYDR SYS 1 on until pressure is approx 3000 PSI

Key Facts

-69-

Fokker 100

© NM

Figure 13-3: Hydraulic panel

Key Facts

-70-

Fokker 100

© NM

14

Landing gear

14.1

Landing gear operation

-

Gear extension: ± 26s Gear retraction: ± 9s

-

Operation of the alternate LG selector dumps the LG hydraulic system pressure. The LG will then free-fall and mechanically lock down. The main-gear inboard doors will stay open and are protected against serious damage on landing by slide strips. Nose-wheel steering becomes inoperative after alternate gear extension.

-

During alternate gear extension, the blue transit light will remain on till the LG selector is selected down.

-

LG unsafe – warning (after down selection): if the gear fails to lock down within approx 35 sec.

-

L (R) (NOSE) LG DOWNLOCK SW – warning: After gear retraction and with a speed > 200 kt, this alert may result in either a RUD 1 or RUD 2 fault as the rudder limiter does not switch automatically from LO to HI speed. Manual switching is not effective. The affected rudder channel should be switched off. After gear extension this alert may result in a RUD LMTR fault: the applicable procedure should be applied (= Manual rudder limiter procedure).

Figure 14-1: Landing Gear Lever

Key Facts

-71-

Fokker 100

14.2

© NM

Nose-wheel steering

-

Nose-wheel steering angles (either side): • Rudder 7° • Steering tiller 76° • Towing 130°

-

When the LG is selected up, the nose wheels are hydraulically centered.

-

Upon LG down selection, the steering system will be depressurized to prevent inadvertent steering angles while using rudder pedals. Steering pressure will be restored approx 5 seconds after touchdown of the LH main gear.

-

Towing switch depressurizes the nose-wheel steering system.

Key Facts

-72-

Fokker 100

© NM

(1) Steering system depressurized

Depressurizes system for towing purposes

> 76°

(2) Steering pressure restored after ± 5 sec

depressurizes system till again < 76°

(hydraulically)

Figure 14-2: Functional diagram nose-wheel steering Key Facts

-73-

Fokker 100

14.3

© NM

Brake control system

-

Automatic change-over to alternate brake operation (system 1) occurs when the pressure of hydraulic system 2 drops < 1500 PSI.

-

Alternate brake operations provides skid protection on paired wheels on either side.

-

In the event of loss of system 1 pressure, the accumulator in the alternate brake system will provide 6 brake applications.

= Alternate brake system pressure indicator

-

Brake unit: • Carbon fibre • Self adjusting • Brake wear indicator • Thermocouple (temperature measurement) • Speed sensors for anti-skid system

Key Facts

-74-

Fokker 100

© NM

Figure 14-3: Brake temperature indicator

-

Anti-skid control box: • Touchdown protection circuit: in flight no brake fluid to brakes  no landing with brakes possible • Locked wheel protection: reduces possible aquaplaning during landing • Skid detector circuit at positive wheel rotation: gives maximum wheel braking when needed

Key Facts

-75-

Fokker 100

14.4 -

© NM

Proximity switching / ground-flight control After takeoff, the gear selector cannot be moved up:

No actions below 400 ft > 400 ft: No GND/FLT CTL alert failure anti-retraction lock

GND/FLT CTL alert ESS / EMERG PWR ONLY condition anti-retraction solenoid is powered by dual DC bus

use OVRD button

unextended main landing gear strut. GND/FLT CTL relay remains in ground position do not retract gear – see GND/FLT CTL fault effects

Key Facts

-76-

Fokker 100

© NM

15

Flight controls

15.1

Primary flight controls

15.1.1

General

PILOT Actuator moves

Surface moves

SERVO

-

Control input stops: • Hydraulic pressure difference ceases • Movement of control surface stops when input stops

-

Artificial feel: • Incorporated in ailerons and rudder • Proportional to rate of input • Not required in horizontal stabilizer and elevator (aerodynamic load already felt)

-

Flight control lock: • Lock linked with thrust levers to prevent take-off thrust being selected • The rudder is hydraulically dampened

-

If hydraulic system 1 or 2 should fail, the local FAULT lights of the respective flight controls are inhibited. The lights are not inhibited for a complete hydraulic system failure.

15.1.2

Ailerons

-

Outbound trailing edge.

-

20° in either direction.

-

If one aileron actuator becomes depressurized, the servo tab will unlock to assist in manual operation of the affected aileron.

Key Facts

-77-

Fokker 100

© NM

If hydraulic pressure is not available, both servo tabs are unlocked and are operated by control wheel movement. The ailerons are then operated by the servo tabs. -

In manual, control forces increase at low speeds.

15.1.3

Rudder

-

Rudder normally operated by hydraulic system 2 (n° 1 actuator depressurized). If system 2 hydraulic pressure is not available the rudder will be operated by hydraulic system 1.

-

33° in either direction.

-

Rudder authority at high speed is reduced by a rudder limiter which uses airspeed information from both ADC’s to reduce the hydraulic pressure at the rudder actuator. •

Automatic mode: o o

•

< 200 kts: actuator hydraulic pressure: 3000 PSI > 200 kts: limiter reduces actuator hydraulic pressure to 1100 PSI

Manual mode: In the event of a rudder limiter failure, a low or a high speed mode can be manually selected when the rudder limiter p/b is depressed to MAN: The system will default to: o o

low speed mode LO if the landing gear is down high speed mode HI if the landing gear is up (= reduced hydraulic pressure

Figure 15-1: Flight augmentation panel

Key Facts

-78-

Fokker 100

15.1.4

© NM

Elevator

-

Left actuator powered by system 1 and right actuator by system 2

-

Either system capable of operating of operating the elevator, interconnected by torque tube.

-

25° up and 15° down

-

In manual, elevator forces increase to approx 5 times normal.

15.1.5

Stabilizer

-

Left actuator powered by system 1 and right actuator by system 2

-

Either system capable of operating of operating the stabilizer, interconnected by torque tube.

-

9° ANU and 3° AND

-

Mach trim active > M 0.75

Key Facts

-79-

Fokker 100

© NM

Controlled by FAS (automatically in AP ON or with stabilizer trim switches on steering column) (FAS fails)

Stabilizer trim wheel (hydraulic pressure n/a)

Alternate stabilizer (electric) trim switch

-

Runaway stabilizer: There is not checklist; by recall switch both STAB trim switches on FAP to OFF.

Figure 15-2: Alternate Stab trim switch + wheel

Figure 15-3: Stab Trim switch

Key Facts

-80-

Fokker 100

15.2

© NM

Secondary flight controls

15.2.1

Flaps

-

2 flaps (outer and inner) per wing.

-

Flaps fully extended: • 20 sec hydraulically • 90 sec electrically

-

A feedback system will de-activate the flap drive when the flaps reach the selected position.

-

When asymmetry between the LH and the RH flap positions is detected, hydraulic operations will be de-activated and an alert presented.

-

When use of alternate flaps: • hydraulic operations de-activated • disagreement alert inhibited • asymmetry protection not provided; i.e. when an asymmetry is detected, the alert is presented, but alternate operation is not de-activated

-

During flap asymmetry, DO NOT use alternate flaps (may aggravate the asymmetry). Figure 15-4: Flap Lever & Altn Flap Switch Figure 15-5: Speedbrake

15.2.2

Speed brake

-

Can be extended when: • The thrust levers < MIN TO • Gear is down (except in TO or GA mode)

-

Automatic retraction: • When TOGA triggers activated • Maximum forward thrust position is select (wind shear recovery) Key Facts

-81-

Fokker 100

© NM

• •

A thrust lever advanced > MIN TO with landing gear up The landing gear is selected up with both thrust levers > MIN TO (manual go-around)

-

After TOGA activation in the air, lift dumper arming is inop for 60 sec.

-

Retraction in case of a failure: • Electrical failure: speed brake will retract automatically but very slowly • Hydraulic failure: speed brake remains in selected position. At IN selection, speed brake will retract very slowly by aerodynamic air load

-

Can be deployed at any speed: • > 190 kts: until air load and hydraulic forces balanced • < 190 kts: to maximum 60°

-

No memo message on MFDU, only 2 speed brake lights on main instrument panel.

15.2.3

Lift dumpers

-

Armed before take-off: • System is automatically disarmed at lift-off • In the event of a rejected take-off the lift dumpers will extend when the thrust levers are retarded and the speed is above approx 50 kts

-

Armed in flight (before landing): • Automatic operation of lift dumpers: o Wheel spin-up AND o Thrust levers idle • Retraction when thrust levers are advanced • Disarmed when TOGA triggers are activated or either thrust lever advanced to max TLA

Note: At any moment the lift dumpers can be disarmed or retracted by depressing the arming p/b.

-

Manual operation of lift dumpers: when reverse thrust levers are raised.

-

Accumulators provide pressure to extend and retract the lift dumpers once in case of hydraulic failure.

Key Facts

-82-

Fokker 100

© NM

-

Lift dumper p/b on hydraulic panel to inhibit lift dumper operation.

-

LIFTD FAULT: manual operation (thrust reverse ops) still available.

Key Facts

-83-

Fokker 100

15.3 -

© NM

Stall prevention system Stick shaker activation: • < 20 250 ft - Controlled by stall protection computers - Activation in function of angle of attack and flap position •

-

> 20 250 ft - Controlled by stall protection enhancement units - Activation when airspeed drops to VSS (calculated by the FCC’s) - If both protection enhancement units fail, the stick shaker function would still be performed by the stall protection computers. In this case the margin between the moment of stick shaker actuation and actual stall will be reduced

Stick pusher: • Pneumatic operated stick shaker • Both stall protection computers must detect a stall condition • Inhibition: - Till 10 sec after lift-off - During wind shear recovery

Key Facts

-84-

Fokker 100

15.4 -

© NM

Take-off configuration warning Level 3 alert when aircraft on the ground an either thrust lever advanced to MIN TO position (or TOGA triggered) and following conditions are not met: • • • • • • •

Flight control lock on Parking brake set (*) Stabilizer not in TO range Speed brake not in Flaps not in TO position or in the alternate mode Lift dumper unlocked One elevator hydraulic system depressurized

(*) will not initiate the alert in case of the TAKE-OFF CONF test.

Figure 15-6: T/O configuration Test Button

Key Facts

-85-

Fokker 100

© NM

16

Flight / navigation data systems

16.1

Air data system

-

Pitot-static 1 feeds ADC 1 Pitot-static 2 feeds ADC 2 Pitot-static 3 feeds: • combined altimeter-airspeed indicator (P+S) • stand-by altimeter (S) • cabin differential pressure indicator (S) • air conditioning pack auto shut-off control (S)

-

Pitot vanes + static ports + vanes are electrically heated.

-

2 temperature probes.

-

Dashes on Barometric reference display indicated that the offside ADC supplies the onside system.

-

Never transfer to offside ADC (source select P/B) for electrical problems (or smoke).

Figure 16-1: Source select switches

Key Facts

-86-

Fokker 100

16.2

© NM

Attitude and heading system

-

TAS information is provided by the ADC’s (both to both IRS’s).

-

Initialization is possible with both the FMS CDU and the ISDU.

-

During alignment and when the mode selector at the ISDU is in HDG/STS, the time to nav is displayed from 7 to 0 minutes.

-

A flashing ALIGN-light on the MSU means that a position needs to be entered.

Notes: 1. The mode selector should remain in ALN when entering a new position. 2. As long as the ALIGN-light remains on, the aircraft should not be moved.

Key Facts

-87-

Fokker 100

© NM

-

Use of ATT-mode: • Fly straight and level (as long as the ALIGN-light is on) • Put IRS mode selector (MSU) in ATT • When attitude information is restored, put the following information in the ISDU: o Select the SYS DSPL on L or R o Enter ‘H’ and the corresponding magnetic heading on the keyboard o Press ENTER

-

A yaw rate sensor provides information for AFCAS to ensure yaw damper operation in case of an IRS failure.

-

All directions are based on True North.

-

Never transfer to offside ATT/HDG (source select P/B) for electrical problems (or smoke).

-

IRS 1 is connected to the EMER DC BUS and can be battery powered. IRS 2 uses battery power only for power-down in the OFF mode.

-

During IRS shutdown (OFF mode), the IRS’s store ‘status’ and ‘PPOS’ – data in non-volatile memory.

Figure 16-2: Inertial System Display Unit & Mode Select Unit Key Facts

-88-

Fokker 100

16.3

© NM

Weather radar

-

Level 1 alert if flight control lock is on and WX Radar not off.

-

WX-info can also be displayed on the RH MFDU. Either captain’s (WXR L) or the F/O’s (WXR R) control setting can be selected.

Figure 16-3: MFDS / TRP

-

-

Activation with either: • WX control knob at EFIS control panel • WXR page p/b at MFDS panel.

(OR)

Order of intensity: • green • yellow • red • magenta (in WX/T only to indicated turbulence within 50 nm) Key Facts

-89-

Fokker 100

© NM

-

WX/T only possible if range 60 is selected and can only detect < 50 NM.

-

IDNT button: ground clutter suppression to reduce intensity of ground returns when operating in the WX modes.

-

MAP: ground mapping (green, yellow, red).

-

TFR: to display offside WXR info (with selected mode, gain and tilt).

-

Receiver Gain: for optimum weather and terrain mapping details (in WX, WX/T and MAP).

-

Gain UCAL (uncalibrated) light: receiver sensibility below the calibrated sensitivity.

Figure 16-4: Weather radar control panel

-

Antenna is stabilized for pitch and roll by a drive mechanism using data from IRS 1 + manual selection for 15° up/down.

Key Facts

-90-

Fokker 100

16.4

© NM

VOR / DME / marker beacon / ILS

-

VOR frequency range: 108.00 MHz to 117.95 MHz with 0.05 MHz or 50 kHz spacing.

-

ILS frequency range: 108.00 MHZ to 111.95 MHz with 0.05 MHz or 50 kHz spacing.

-

1 ILS panel but 2 localizer antennas, 2 glide slope antennas and 2 receivers.

-

GPWS receives data from ILS 1 and 2.

-

In the event of an ILS failure, the offside ILS can be selected with the source select p/b.

-

ILS frequency tuning is inhibited when LAND mode is activated.

-

Glide slope pointer flashes if: • deviation > 1 dot • altitude < 500 ft and > 100 ft • AP engaged

-

Localizer pointer flashes if: • deviation > 0.3 dot • altitude < 500 ft and > 5 ft • AP engaged

-

OM = blue, MM = amber and airway (fan) marker = white.

Figure 16-5: VOR/DME Selector Box

Key Facts

-91-

Fokker 100

16.5

© NM

ADF

-

Only 1 receiver is installed.

-

ADF frequency range is between 190 kHz and 1750 kHz and can be selected in steps of 0.5 kHz.

-

A1 (= BFO mode): provides 1000 Hz (= 1 kHz) tone for ease identifying unmodulated signals.

-

NORM: for reception of modulated signals.

Figure 16-6: ADF Selector Box

Key Facts

-92-

Fokker 100

16.6

© NM

ATC transponder / TCAS

-

XPNDR transmits replies when interrogated by ATC ground stations or TCAS equipped aircraft. Once every second the transponder transmits a beacon signal for traffic collision avoidance purposes.

-

Mode A and mode C replies are inhibited whilst the aircraft is on the ground.

-

A new code becomes active 5 seconds after entering except when pushing IDENT where the new ATC-code will be transmitted immediately.

-

TCAS surveillance range: ±40 nm, vertical range 9900 ft above and below the aircraft.

-

TCAS categories: → Resolution Advisory (RA) traffic:     

predicted to get too close within approx 25 sec displayed at PFD detected in TA/RA only Solid red square Type of RA’s: o Corrective RA Change vertical path of aircraft • aural advisory • red band + green ‘fly to’ on vertical speed scale • ‘get out of red box’ + arrow pointing o Preventive RA Maintain a present vertical speed • aural advisory • red band on vertical speed scale • ‘do not fly into’ cue(s) + arrow pointing

 Other warnings: TRAFFIC OFF SCALE on ND TRAFFIC on ND (= traffic display not selected on EFIS ctl panel or ARC/PLAN selected)

Key Facts

-93-

Fokker 100

© NM

→ Traffic Advisory (TA) traffic:      

predicted to get too close within approx 40 sec when in TA/RA predicted to get too close within approx 20 sec when in TA Only displayed at PFD detected in TA/RA & TA Solid amber dot Other warnings: TRAFFIC OFF SCALE on ND TRAFFIC on ND (= traffic display not selected on EFIS ctl panel or ARC/PLAN selected)

→ Proximate traffic:  Non-threat traffic within 6 nm horizontal and 1200 ft vertical  detected in TA/RA & TA  Solid blue diamond → Other traffic:  Non-threat traffic outside Proximate traffic range but within approx 2700 ft vertical  detected in TA/RA & TA  Open blue diamond  Altitude limits can be selected: o ABV: from 9900 ft above to 2700 ft below current altitude o N: from 2700 ft above to 2700 ft below current altitude o BLW: from 2700 ft above tot 9900 ft below current altitude -

Aircraft on ground or < 380 ft are considered as non-threat traffic. Optionally, aircraft on ground are never displayed.

-

Flight Identification light (FID): if FID selected and flashing when entering a FID code.

-

In case of RA, disconnect AP and follow PFD pitch cue (do not use FD in V/S).

-

When ‘CLEAR OF CONFLICT’, select AP on. The AP will engage in either the default V/S mode or ALT capture. Do not select LVLCH as the aircraft will first accelerate before intercepting the desired vertical path.

Key Facts

-94-

Fokker 100

© NM

Figure 16-7: ATC transponder - TCAS box

Key Facts

-95-

Fokker 100

16.7

© NM

Radio Altimeter

-

2 radio altimeter systems are installed.

-

FDR systems receives data from radio altimeter 1.

-

Range from 0 ft to 2500 ft.

-

In case of a failure, the offside RA can be selected with source select p/b.

Key Facts

-96-

Fokker 100

16.8 -

© NM

Flight Data Recording Flight data recording system compromises: o Flight Data Recorder (FDR) o Flight Data Acquisition Unit (FDAU) o underwater locator beacon:  3568m operating range  from -7° C to 37,8° C  lasts for 30 days o ground control p/b

-

Operates automatically whenever 1 fuel lever is open. Before engine start, the system may be operated by depressing FDR/CVR GND CTL p/b. Operation is indicated by an ON light in the p/b till engine start.

Figure 16-8: FDR/CVR GND control p/b

Key Facts

-97-

Fokker 100

© NM

17

Flight / navigation instruments

17.1

Electronic Flight Instrument System

-

The display units from EFIS 1 provide a DH passage output to the GPWS.

-

PLAN mode is true north up oriented.

-

MAP symbols may be added in both MAP and PLAN modes.

-

FPA, M/DA, DH –selector set to:

M/DA > 2500 ft AGL

DH < 2500 ft AGL

Selected DH =0

Selected DH ≠0

M/DA displayed at PFD

> 2500 ft AGL Selected M/DA = 0

DH displayed at PFD

< 2500 FT AGL

Selected M/DA ≠ 0

M/DA displayed at PFD

DH displayed at PFD

= Flight Path Target

= Flight Path Vector

= Ground Reference Pointer (indicates absolute altitude reference above terrain). Appears at approx 500 ft RA.

= Arrow; indicates the direction of the required pitch change (TCAS correction)

Key Facts

-98-

Fokker 100

© NM

= Indicates pitch angles to avoid (TCAS correction)

-

Wind direction on the ND is referenced to true north in cruise and to magnetic north in take-off or landing.

Figure 17-1: EFIS control panel

Key Facts

-99-

Fokker 100

17.2 -

© NM

Secondary & standby instruments Radio Magnetic Indicator: o Magnetic heading supplied by onside attitude and heading system o Power supply: Right RMI: 115V AC-bus Left RMI: 28V DC emergency bus o In case of a flag (failure); pointer will be fixed in last position

Figure 17-2: RMI

Key Facts

-100-

Fokker 100

-

© NM

Clock: o The clock installed at the captain’s side provides a GMT output to the flight data recording and flight management system o Electrically powered by 28V DC emergency bus

Figure 17-3: Clock

-

Combined stand-by altimeter / airspeed indicator

-

Stand-by horizon o Powered when either FUEL lever is opened. o The gyro reaches operational speed approximately one minute after power has been applied.

-

Stand-by compass o Compass light powered by 28V DC emergency bus

Key Facts

-101-

Fokker 100

17.3

© NM

Ground Proximity Warning System

17.3.1

Basic GPWS

 Based on radar altimeter; effective between 30 ft and 2450 ft RA. Mode

Event

Mode 1

Excessive sink rate

Mode 2

Excessive terrain closure rate

“TERRAIN TERRAIN” – “PULL UP”

Mode 3

Descent after take-off

“DON’T SINK DON’T SINK”

Mode 4

Inadvertent proximity to terrain

“TOO LOW TERRAIN” or “TOO LOW GEAR” or “TOO LOW FLAPS”

Inhibit: Guarded FLAP OVERRIDE switch; when a landing has to be made with less than landing flaps

Mode 5

. Descent below ILS glide slope

Aural warning

Visual warning “SINKRATE SINK RATE” Two red – “PULL UP” GPWS-lights

“GLIDE SLOPE GLIDE SLOPE”

Two amber GS-lights

“MINIMUMS”, “FIVE HUNDRED”, “ONE HUNDRED”, “FIFTY”, “FORTY”, “THIRTY”, “TWENTY”, “TEN” or “BANK ANGLE BANK ANGLE”

N/A

Inhibit: Warning can be inhibited when a/c is deliberately flown below the glide slope during final approach < 1000 ft RA. Mode rearms passing 1000 ft RA in a climb, 30 ft RA in descent or when other ILS frequency selected.

Mode 6

Descent below DH, bank angle (if bank angle > 10° at 30 ft AGL. Then linearly till > 40° at 150 ft AGL and above) and RA callouts before

touchdown

Key Facts

-102-

Fokker 100

17.3.2

© NM

Terrain Awareness and Warning System

Event

Description

Warning

Terrain Ahead Alerting

Warning envelope generated 1 minute ahead of a/c based on the internal database + predicted flight path

Caution (40-60 sec ahead): “CAUTION TERRAIN (OBSTACLE), CAUTION TERRAIN (OBSTACLE)” Warning (30 sec ahead): “TERRAIN (OBSTACLE), TERRAIN (OBSTACLE), PULL UP” + Two red GPWS-lights

Terrain Clearance Floor (TCF)

- Protects against premature descent during non-prec. appr. - Based on current position, RA and distance to center point of nearest runway in database. - Envelope around rwy directly related to the distance from that runway - T/O, cruise, final approach - More restrictive than Mode 4

Runway Field Clearance Floor (RFCF)

- As TDC except that RFCF is based on current a/c position and height above destination rwy based on geometric altitude. - Active within 5 nm

Terrain Awareness Display (TAD)

Graphic display of surrounding terrain on the EFIS navigation displays.

“TOO LOW TERRAIN” + Two red GPWS-lights

“TOO LOW TERRAIN” + Two red GPWS-lights

Terrain above current aircraft true altitude Medium density red Medium density yellow Terrain at and below current aircraft true altitude Light density yellow

Key Facts

-103-

Fokker 100

© NM

Medium density green Light density green Terrain penetrating caution envelope High density yellow Terrain penetrating warning envelope High density red Flying at high altitude above terrain (improving situational awareness) High density green Medium density green Light density green

-

In case of terrain awareness caution or warning the terrain awareness display will automatically pop-up, provided ARC or MAP mode is selected and the WX control knob at the respective EFIS control panel is out of the OFF position.

-

TAWS inhibit p/b at each pilot’s instrument panel will not inhibit the basic GPWS mode 1 thru 6.

Key Facts

-104-

Fokker 100

17.4

© NM

Avionics Cooling System

See chapter 10 Airconditioning & pressurization.

Key Facts

-105-

Fokker 100

© NM

18

Flight Control & Augmentation System

18.1

General

AFCAS Automatic Flight Control and Augmentation System

Autopilot

AFCS Automatic Flight Control System

ATS Autothrottle System

Flight Director

Altitude Alerting

Key Facts

-106-

FAS Flight Augmentation System

Yaw Damping

Stabilizer Trim

Fokker 100

18.2

© NM

Automatic Flight Control System

-

At engagement of AP 1 or 2 during takeoff, both AP’s will engage if in TO mode or when below 1500 ft AGL. (Leaving TO mode is possible by e.g. selection of LVLCH or using vertical speed).

-

Basic AP modes: vertical speed & heading hold.

-

Upon LAND capture (= established on the beam and below 1500 ft AGL), both AP’s will engage: • no ILS frequency and localizer course changes are possible • no LAND engagement if glide is intercepted below 1000 ft AGL • below 500 ft AGL, speed window will be dashed

-

Using AP disconnect bar directly interrupts the FCC output to the AP servo’s.

Note: During manual flight with both FD’s on, FD 1 will capture VOR 1, FD 2 will be biased out of view. Table 4: Side in control

Key Facts

-107-

Fokker 100

© NM

-

ALT Hold: amount of altitude over/undershoot amounts to approx 10 per cent of the vertical speed existing at ALT hold selection.

-

LVLCH: climbing or descending to a preselected altitude with (pre)selected speed (or with existing speed when no speed (pre)selected). Activation: •

In AFCAS: → LVLCH p/b → pulling ALT knob

•

In PROF: → LVLCH p/b

In LVLCH climb: CLB (rating selected at TRP) In LVLCH descent: LL (Low idle Limit)

Speed controlled by elevator

-

AFCAS climb at constant Mach number (same procedure for descent): • push IAS/M p/b to activate IAS hold • depress IAS/M select button (Mach number is displayed) • select required Mach number • where the IAS equals the Mach number, the aircraft will continue to climb on that Mach number (= at crossover altitude)

-

When in ARC/ROSE and VOR selected; selecting MAP at the side in control after VOR capture results in a VOR mode failure.

-

If NAV is armed on the ground, it will capture on 30 ft AGL.

-

If PROF is armed on the ground, it will capture upon reaching Thrust Reduction Altitude.

-

PROF may not be used independently of NAV during descent and initial approach.

-

Go-around mode by TOGA selection: • maintaining existing heading at TOGA selection • initially TOGA thrust, thereafter, thrust to maintain 2000 ft a minute rate of climb (1000 ft a minute in single engine conditions) or 200 kts

-

Maximum bank angle in TO and GA (irrespective of bank selector): • < 50 ft AGL: 5° • 50 – 400 ft AGL: 15°

Key Facts

-108-

Fokker 100

© NM

Note: bank limit selector is only effective in HDG-mode. -

FD command during TO: 18° pitch or V2+10; whichever comes first.

-

AFCAS TARGET: AFCAS unable to reach or maintain selected value.

-

AFCAS MODE: AFCAS reverted to basic mode (VS and HDG). The affected mode will flash amber at the FMA, both FD’s will be flagged and the AP reverts tot the HDG and V/S mode. To regain the FD’s and to cancel the flashing amber mode at the FMA, pull or push the HDG knob at the FMP.

-

AFCAS SPEED: Selected or actual speed too high for autoland.

Figure 18-1: Flight Mode Panel

Figure 18-2: Thrust Rating Panel (TRP)

Key Facts

-109-

Fokker 100

18.3

© NM

Autothrottle system

-

Each AT channel drives its own thrust lever. If one AT channel fails the operative channel will drive both thrust levers via a tie-clutch.

-

Automatic engagement in flight occurs when: • the alpha mode becomes active • maximum speed is exceeded • when TOGA triggers are pulled

-

Indication on FMA: AT, AT 1 or AT 2.

-

LL is variable and depends on bleed air demand for pressurization and anti-icing.

-

When both channels engaged: ATS synchronizes the EPR’s except: o during TO and GA o EPR < 1.2

-

Thrust levers incorporate force override. When released, thrust levers restore previous position except in LVLCH descent when adjusting throttles forward.

-

At 80 kts during TO: throttle declutch (‘D’): Goal: to prevent possible thrust lever retardation caused by a system failure during the critical part of the TO. Note: During TO in strong headwind conditions, 80 kts may be reached before engines reached TO EPR. In this case the engines should be manually accelerated to 1.30 EPR before pulling TOGA triggers. Reclutch: • change of thrust rating (to CLB) • capturing of FMP altitude or selection of V/S • windshear

-

During emergency descent, ATS must be selected OFF to avoid LL to be selected.

-

When both ATS channels are inop: • VMA protection, alpha mode protection and max speed protection is inop • automatic gust correction during approach is inop • automatic full throttle thrust selection in case of windshear warning is inop

Key Facts

-110-

Fokker 100

© NM

18.4

Flight envelope protection

18.4.1

Minimum speed protection

VMA protection -

VMA displayed at top of amber scale and depends on: o weight o flap setting o cg o flight phase o altitude

-

TO and GA 1,20 VS Other phases 1,30 VS Transition is 20s after LVLCH or PROF capture in TO At 15250 ft 1,45 VS Linear increase to FL 350 1,62 VS

-

No speed selection below VMA possible

Alpha mode protection -

Where VMA protection is not available: • AP + ATS off + idle thrust + ALT hold or V/S climb • AP off + FD off + ATS off • AP off + LVLCH descent + FD commands not followed

-

Activation at VMA - 5 kt (provided AT p/b at FAC panel are on): • ATS engages • Thrust limit at TRP becomes TOGA • The force override switches are de-activated

Drift down control

Key Facts

-111-

Fokker 100

18.4.2 -

© NM

Maximum speed protection

Bottom of red checker bar ATS engages automatically and reduces thrust preventing exceeding VMAX

18.4.3

Excessive vertical speed protection

Key Facts

-112-

Fokker 100

© NM

18.4.4

Flight path angle protection

If: • • • •

< 1000 ft AGL flap 25 or 42 ATS engaged Flight path angle in excess of 3,5°

=> to speed that is 8 kts/degree in excess of 3,5° higher than VMA

18.4.5

Automatic gust correction

During approaches in gusty wind conditions ATS will control to a speed not below VMA + 8 kts.

18.4.6

Altitude alerting

Altitude exit alert at ± 250 ft except: • • • •

GS captured gear down drift down reacting to TCAS RA (only aural altitude alert is inhibited, altitude scale still amber)

Key Facts

-113-

Fokker 100

18.5

© NM

Flight mode annunciation

-

A triangle affixed to the annunciation of a mode is used to indicate a capture phase.

-

When a target or a requested flight path cannot be maintained or reached, the following takes place (AFCAS TARGET): • •

-

The annunciation of the parameter that is no longer controlled or cannot be reached will flash. The annunciation of the parameter that is at its limiting value, and which causes the situation will be shown in magenta.

Failures resulting in loss of armed or active modes are indicated by an amber flashing annunciation in the particular window. Both FD’s will be flagged and the AP reverts to the HDG and V/S mode. To regain the FD’s and to cancel the flashing amber mode at the FMA, push or pull the HDG knob at the FMP (AFCAS MODE).

Key Facts

-114-

Fokker 100

© NM

18.6

Flight augmentation system

18.6.1

Yaw damping & turn coordination

-

Available with AP on or off.

-

Controls for yaw dampers are located at the Flight Augmentation Panel (FAP).

18.6.2

Stabilizer trim operation

1. Automatic stabilizer trim (AP on) - Stabilizer trim switches at control column de-activated. - In LAND mode, an automatic nose up trim bias will ensure a safe pitch attitude upon AP disconnect close to the ground. 2. Manual stabilizer trimming by the pilot (AP off) - Trim rate is function of speed (trim rate high at low speed and vice versa). - Whooler when trim switches operated for more than 2.5 sec when airborne or 1 sec on the ground. - If pilot operates erroneously only one half of the stabilizer trim switch for more than 15 sec, the monitoring circuit will interpret this as a fault in the trim switch wiring. This condition will result in a non resettable STAB TRIM 1 AND 2 fault the next time the trim is operated. - ‘Stabilizer trim double-channel fault’: • STAB TRIM 1 AND 2 – indication • Automatic AP disengagement

3. Mach trim compensation

Key Facts

-115-

Fokker 100

© NM

Figure 18-3: Flight augmentation panel

Key Facts

-116-

Fokker 100

© NM

18.7 -

Wind shear detection & recovery Wind shear detection operative: • • •

-

T/O from lift-off up to 1500 ft AGL Approach from 1500 ft AGL to 30 ft AGL No detection in case of an engine failure

Annunciation: o

Performance increasing shear: - WINDSHEAR caution at PFD + AMI (Alpha Margin Indicator). - only in approach.

o

Performance decreasing shear: -

WINDSHEAR warning at PFD + AMI (Alpha Margin Indicator). triple “wind shear” via loudspeakers. take-off and approach. activation of recovery mode:  automatically during TO and GA  upon selection of TOGA during approach  FD guidance  HDG hold mode becomes active with 5° bank limit  full throttle Remark: When ATS is inop (FAP AT p/b’s OFF) full throttle thrust must be selected manually and reduced to TOGA thrust when passing 1500 ft AGL and the warning is no longer present.

Key Facts

-117-

Fokker 100

© NM

19

Communication

19.1

General

-

When the oxygen-mike is operative (automatically through oxygen flow), both hand- and boom-microphones are inoperative. To restore communication with hand- or boom-microphones, the doors of the oxygen-mask container must be closed and the reset/test lever must be operated.

-

Two loudspeakers are installed in the flightdeck ceiling. When the hand-mike or boom-mike is used, both loudspeakers are muted. The loudspeakers are not muted when oxygen-mask mike is in use.

Figure 19-1: Communication panel

Key Facts

-118-

Fokker 100

© NM

-

As long as one microphone switch at either audio panel is in the OPEN IC position, which is a maintained position, both loudspeakers remain muted.

-

Frequency range of VHF COM box: 118.00 to 136.990 MHz with 8.33 kHz channel spacing.

Figure 19-2: VHF communication box

Key Facts

-119-

Fokker 100

© NM

Figure 19-3: Avionics panel

Key Facts

-120-

Fokker 100

19.2

© NM

Cockpit Voice Recorder (CVR)

-

Records last 30 minutes of flight deck audio (+ audio from remote area microphone) on a continuous magnetic tape.

-

Automatic from engine start (or upon pressing FDR/CVR GND CTL p/b) until 5 minutes after shutdown.

-

By pressing the FDR/CVR GND CTL p/b, the ON light comes on till either engine is started.

-

ERASE button can only be used on the ground with the parking brake set.

Figure 19-4: CVR panel

Key Facts

-121-

Fokker 100

© NM

20

Limitations

20.1

General limitations

-

maximum operating pressure altitude:

-

maximum takeoff and landing pressure altitude:

20.2

MTW:

44 680 kg

-

MTOW:

44 450 kg

-

MLW:

39 915 kg

-

MZFW:

36 740 kg

Speed limitations

-

VMO/MMO:

320 kt / M 0.77

-

VRA/MRA:

250 kt / M 0.65

-

VFE:

Flaps 8 Flaps 15 & 25 Flaps 42

Maximum altitude for flap extension: -

8000 ft

Weight limitations

-

20.3

35000 ft

VLO/VLE:

250 kt 220 kt 180 kt 20000 ft 200 kt

Maximum altitude for gear extension:

25000 ft

-

Maximum lift dumper extension speed:

170 kt

-

Maximum flight speed with open slide window:

160 kt

Key Facts

-122-

Fokker 100

20.4

© NM

Weather limitations

-

Maximum crosswind component:

35 kt

-

Maximum tailwind component:

10 kt

20.5

Powerplant & APU limitations

Condition During start Max takeoff Max continuous

Max TGT 740° C 850° C 795° C

Time limit momentary 5 minutes (*) unrestricted

(*) In the event of an engine failure, the remaining engine may be operated at takeoff thrust for a maximum total period of 10 minutes.

20.6

Fuel system limitations

-

Maximum allowable fuel asymmetry:  in flight: 1000 kg  on the ground: depending on aircraft weight and actual fuel in the wing tanks

-

Usable fuel tank capacity:  wing tanks:  center tank:  total:

20.7 -

7 744 kg (= 2 x 3872) 2 512 kg 10 256 kg

AFCAS limitations Autopilot engagement:

35 ft

Key Facts

-123-

Fokker 100

20.8

© NM

Navigations limitations

-

The FMS may not be used:  above 70° north latitude  below 60° south latitude

-

BRNAV equipment required:

The BRNAV operation shall not be continued if the FMS CDU message ‘LOW POS ACCURACY’ is displayed.

Key Facts

-124-

Fokker 100

-

© NM

RVSM Approval for flight in airspace above FL 290 where a 1000 ft vertical separation minima is applied. Required equipment:

20.9

Miscellaneous

-

Do not arm liftdumpers before gear is down and locked.

-

The WX radar may not be used on the ground except to assess takeoff flight path conditions provided the distance to ground vehicles, aircraft, buildings or personnel is more than 10 meters.

-

The IRS may not be used:  above 73° north latitude  below 60° south latitude

Key Facts

-125-