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Fokker 100

Key Facts © Nicolas Mollet v3 - January 2007

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INTENTIONALLY LEFT BLANK

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Fokker 100 Key Facts

© Nicolas Mollet -3-

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 ................................................................................................................83

15.4 Take-off configuration warning ..................................................................................................84

16 FLIGHT / NAVIGATION DATA SYSTEMS..............................................85

16.1 Air data system .............................................................................................................................85

16.2 Attitude and heading system........................................................................................................ 86

16.3 Weather radar ..............................................................................................................................88

16.4 VOR / DME / marker beacon / ILS ............................................................................................ 90

16.5 ADF................................................................................................................................................ 91

16.6 ATC transponder / TCAS............................................................................................................92

16.7 Radio Altimeter ............................................................................................................................ 95

16.8 Flight Data Recording.................................................................................................................. 96

17 FLIGHT / NAVIGATION INSTRUMENTS ................................................97

17.1 Electronic Flight Instrument System.......................................................................................... 97

17.2 Secondary & standby instruments..............................................................................................99

17.3 Ground Proximity Warning System......................................................................................... 101

17.4 Avionics Cooling System............................................................................................................ 104

18 AUTOMATIC FLIGHT CONTROL AND AUGMENTATION SYSTEM...105

18.1 General ........................................................................................................................................ 105

18.2 Automatic Flight Control System.............................................................................................. 106

18.3 Autothrottle system ....................................................................................................................109

18.4 Flight envelope protection.......................................................................................................... 110

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18.5 Flight mode annunciation.......................................................................................................... 113

18.6 Flight augmentation system....................................................................................................... 114

18.7 Wind shear detection & recovery..............................................................................................116

19 COMMUNICATION ................................................................................117

19.1 General ........................................................................................................................................ 117

19.2 Cockpit Voice Recorder (CVR)................................................................................................. 120

20 LIMITATIONS ........................................................................................121

20.1 General limitations ..................................................................................................................... 121

20.2 Weight limitations ......................................................................................................................121

20.3 Speed limitations......................................................................................................................... 121

20.4 Weather limitations ....................................................................................................................122

20.5 Powerplant & APU limitations.................................................................................................. 122

20.6 Fuel system limitations............................................................................................................... 122

20.7 AFCAS limitations...................................................................................................................... 122

20.8 Navigations limitations............................................................................................................... 123

20.9 Miscellaneous..............................................................................................................................123

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1 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 astraining 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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2 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

Figure 2-2: Exterior lights panel

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- 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 thedirection 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 removedand 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 deckside, 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 retractautomatically 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

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

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- 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 buttonilluminating 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 1 in the flight deck

o 1 in the entrance

o 6 in the cabin

o 1 in each toilet compartment

o In the exit signs

o 3 on each side of the fuselage on the exterior

o Extra exit signs under the escape hatches and at the lower

side of the doors

o Floor proximity path markings on the right hand side of the

aisle

- ON automatically when generator power is not available, providedthe 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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3 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.

- ‘>’ indicates the most recent failure; ‘v’ means that this failure is on the next page

- Memo messages are only displayed if space allows.

- If 1 MFDU is inop, transfer between the DU is not possible if primary engine alert

is displayed on MFDU.

- 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

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5. Autoland caution lights (without cavalry charge)

6. ‘C’ chord7. Double chime and MCL

8.

Single chime

-

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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4 Emergency equipment

- Crew oxygen mask:

• NORMAL (N): mixture of ambient air with oxygen on demand, dependanton 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 unlessdecided 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 the unit above the double seats contains three masks

o the unit above the triple seats contains four masks

o units located above all crew seats each contain three masks

o 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

- ELT:

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• 121.5 Mhz for 72 hrs

• 243 Mhz for 72 hrs

•

406 Mhz for 24 hrs

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5 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. IfAPU 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 valveBleed air valve

Fuel

Control

Unit APU

Oil Accessory

Cooling Exhaust

Fan valvegearbox

AC

Gen

Fuel shut-off valve

Figure 5-1: Auxiliary power unit - schematic

- APU start sequence:

• Selector to ON

APU OFF

• After 3 sec

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 p 2)

Figure 5-2: APU start switch

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6 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 onthe 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 theexternal 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 ACBUS

EMER AC

BUS

AC BUS 2 AC GND

SERV BUS

1 GEN 1 GEN 1 ESS AC BUS GEN 2 AC BUS 2

2 EXT PWR GEN 2 EMER INV EXT PWR EXT PWR3 APU GEN APU GEN - APU GEN -

4 GEN 2 EXT PWR - GEN 1 -

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 DC EXT

PWR2 TRU 2* - DC BUS 1 DC BUS 1 - TRU 1* GND

SERV TRU

3 - - - BATs - - -

(*) 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/DC busses remain energized

- In flight during single generator operation, the galley busses are automatically de-

energized.

- 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 6-2: AC electrical system

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Figure 6-3: DC electrical system

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7 Fuel system

-

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

- 1 wing tank = 4 sections:

• 3 main tanks

• 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.

FAULT in

pump p/b LoP

Figure 7-1: Fuel system

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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/ORFuel 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: 14 kg unusable fuel

- Pump L2 or R2 inop: 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

- 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 < 500 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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8 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-stage 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 highspeed 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 Filter Engine bearings

cooler

and

Single pressure Temp. bulb

Pump driven by high (info to FWC + MFDS) gear boxes

speed gear box

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

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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 + N1>0, 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

Other engine single stage turbine

Figure 8-5: Starter system

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- Ignition:

43% N2

Figure 8-6: Ignition system

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NORM igniter plug 1 activated during start when FUEL

lever opened; de-activated at starter cut-out

EMER DC BUS

CONT 1

ESS DC BUS CONT 2

continuous ignition of selected plug

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 toapprox 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.

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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

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

N2 < 43%

OR EMUX ‘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

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- 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 re-engaged after positioning the thrust lever of the inoperative engine adjacent to the

thrust lever of the live engine.

- The max range speed for engines out is the green dot speed. The green dot speedincreases with weight and/or altitude and is equal to VFTO and above 15000 ftincreased 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.

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- 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.

- In case of a high TGT during start, shut the fuel lever and select START p/b OFFafter 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.

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- 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 orsnow 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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Engine Fire Panels

(red light in handels)

Flight Deck FWC MFDS

Alert

Fuel levers

(white light)

SENSOR

ELEMENTS FDCU Fire Detection

Control Unit (aft avionics bay)

Temperature sensitive material

If T

R

Figure 9-2: Engine fire detection

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

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

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9.2 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

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9.3 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 selectedcompartment. Simultaneously agent 2 is discharged into the selectedcompartment 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 forapprox 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

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10 Bleed-air system

TAIL

Single walled ANTI-ICE

duct - incorporating check valve

See GND SRV + bleed valve - connected to source 2 SO and modulating valve X

ENG 1 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 WING WATER HYDRAULIC

& ANTI-ICE RESERVOIR RESERVOIR

PRESS

Pack valves 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 requiredtemperature is maintained.

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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 at250° C.

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12th

stage 7th stage

to prevent reverse flow

To control

temperature

250° ± 15° C

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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: 15 – 49 PSI

•

Recommended minimum for engine start: 25 PSI

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11 Air conditioning / pressurization

- The airflows from pack 1, servicing the flight deck, and pack 2, servicing thecabin, pass into a manifold. The excess airflow from the flight deck systemsupplements 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 (*). Ventilationnow 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

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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-

If an engine fails/shut down above 13 500 ft with thrust lever

> MIN TO

- As long as max T/O thrust is selected

Note: Inhibited when both temperature control p/b’s are in manual mode.

• 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 Auto Shut-OFF

> 13 500 ft: thrust > MIN TO ECON

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

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

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- 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 toohigh/low temperature.

- ECON:

• Reduces APU fuel consumption + APU TGT

• Reduces fuel consumption in flight by ± 0.5 %

Figure 11-3: Aircondtioning panel

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- 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

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- Regulated maximum rate of cabin pressure change:

•

Aligned with datum: maximum 500 FPM in climb and 300FPM in descent

• Fully INCR: maximum 2500 FPM in climb and 1575 FPM indescent

• Fully DECR: no change, 0 rate

Figure 11-5: Cabin pressurization panel

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- Operation:

1. Select land altitude (cabin altitude will now be established for different

flight phases)2. Door closed + engines running: airport elev. – 70 ft

3. Thrust levers forward: airport elev. – 200 ft

In case of RTO

4. Cabin climbs to airport elevation – 70 ft in 20 seconds

5. Cabin depressurizes 1 minute later

Normal TO

If destination elevation > departure elevation

4. Cabin climbs at selected rate to the selected (land) altitude

5. Maintains this cabin altitude till climb schedule is intercepted

6. Climbs according to climb schedule

If destination elevation < departure elevation

4. Cabin descends to selected (land) altitude at dwell rate (= ½ of the selected

rate; e.g. 150 FPM if rate selector is neutral)

5. --6. 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

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Normal cruise

8. When the aircraft reaches cruise altitude, cabin reaches cruise altitude

(according to schedule) and remains steady for 10 minutes.9. After 10 minutes cabin descends towards destination airport altitude:

• limited by max diff. pressure stabilizes at this altitudeOR

• selected altitude is reached

Descent

10.

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

11. Touchdown: cabin altitude = airport elevation – 200 ft

12. Within 1 minute: airport elevation – 70 ft

13. 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

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12 Ice and rain protectionInhibited:

-

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 (*) LO CPTY (*)

Nacelle L/E Leading edge

horizontal

(Flexible tip) Leading edge stabilizer

= wing bay overheat

or

duct overpressure FAULT

in

p/b

(*) No local lights, only MFDU message

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

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- 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 1 alert when pitot heat OFF with both:

• PARK BRAKE released

• Engines running

Note: This alert in only available on the ground from engine start till T/O-power. This

allows switching of pitot heat during taxi-in.

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- 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 sideOFF.

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

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13 Hydraulic system

1 2

LH Aileron RH Aileron

Rudder

Elevator

Stabilizer

Priority Valve Speed brake Normal braking

Thrust reversers 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

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- Priority valve:

All systems below the priority valve incorporate an alternate system.

•

Priority valve activated if pressure < 2300 PSI

• Priority valve de-activated if pressure > 2650 PSI

- LO QTY – alert if :

• System 1: if < 35 % tank capacity

• System 2: 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.

- Filters:

• High pressure filter downstream of the engine pumps (no bypass possible)

• Low pressure filter in the return lines (with bypass-facility)

- 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

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Figure 13-3: Hydraulic panel

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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 andare protected against serious damage on landing

by slide strips.

Nose-wheel steering becomes inoperative after

alternate gear extension.

- No uplock on nose or main gear. Gear held in

place with hydraulic power. In case of hydraulicfailure, gear will rest on the gear door.

- 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 rudderchannel 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

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14.2 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.

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(1) Steering system Depressurizes system

depressurized for towing

purposes

(2) Steering pressure > 76°

restored

after ± 5 sec depressurizes system

till again < 76°

(hydraulically)

Figure 14-2: Functional diagram nose-wheel steering

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14.3 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

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Figure 14-3: Brake temperature indicator

- Anti-skid control box:

• Touchdown protection circuit: in flight no brake fluid to brakes nolanding with brakes possible

• Locked wheel protection: reduces possible aquaplaning during landing

•

Skid detector circuit at positive wheel rotation: gives maximum wheel braking when needed

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14.4 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 GND/FLT CTL alert

failure anti-retraction lock ESS / EMERG PWRONLY condition

anti-retraction solenoid is

powered by dual DC bus

unextended main landing

gear strut.GND/FLT CTL relay

remains in ground position

use OVRD button do not retract gear – see

GND/FLT CTL fault effects

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15 Flight controls

15.1 Primary flight controls

15.1.1 General

PILOT

Actuator (piston) 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

• Connected to ailerons and elevator

• 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 (control tab) will

unlock to assist in manual operation of the affected aileron.

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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 servotabs.

- In manual, control forces are 4 times higher.

15.1.3 Rudder

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

• Automatic mode:

o < 200 kts: actuator hydraulic pressure: 3000 PSI

o > 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 low speed mode LO if the landing gear is down

o high speed mode HI if the landing gear is up (= reduced hydraulic

pressure

Figure 15-1: Flight augmentation panel

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15.1.4 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

• Both AP’s off

• No manual trim inputs

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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 no 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

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15.2 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 analert presented.

- When use of alternate flaps:

• hydraulic operations de-activated

• disagreement alert inhibited

• asymmetry protection not provided; i.e. when anasymmetry is detected, the alert is presented, butalternate 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 TOAND/OR

• Gear is down (except in TO or GA mode)

- Automatic retraction:

• When TOGA triggers activated

• Maximum forward thrust position is select (wind shear

recovery)

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15.3 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 functionwould still be performed by the stall protection computers. In this

case the margin between the moment of stick shaker actuation andactual stall will be reduced

- Stick pusher:

• Pneumatic operated stick shaker

• Both stall protection computers must detect a stall condition

• Inhibition:- Till 45 sec after lift-off-

During wind shear recovery

• GPWS inhibit during operations

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15.4 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

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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

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16.2 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 bemoved.

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- If AC power could be restored, select the IRS in ATT-mode. HDG should be

restored in the following way:

• Fly straight and level

•

Select IRS(2) mode selector (MSU) in ATT

• After approximately 25 sec. level flight, attitude information is restored.Current magnetic heading should be entered in the ISDU:

1. Select the SYS DSPL on R2. Enter ‘H’ and the corresponding heading on the keyboard3. 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

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16.3 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) orthe 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 (OR)

• WXR page p/b at MFDS panel.

- Order of intensity:

•••• green

•••• yellow

•••• red

•••• magenta (in WX/T only to indicated turbulence within 50 nm)

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- 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 returnswhen 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/Tand MAP).

- Gain UCAL (uncalibrated) light: receiver sensibility below the calibratedsensitivity.

Figure 16-4: Weather radar control panel

- Antenna is stabilized for pitch and roll by a drive mechanism using data from IRS1 + manual selection for 15° up/down.

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16.4 VOR / DME / marker beacon / ILS

- VOR frequency range: 108.00 MHz to 117.95 MHz with 0.05 MHz or 50 kHzspacing.

- ILS frequency range: 108.00 MHZ to 111.95 MHz with 0.05 MHz or 50 kHzspacing.

- 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 sourceselect 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

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16.5 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

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16.6 ATC transponder / TCAS

- XPNDR transmits replies when interrogated by ATC ground stations or TCASequipped 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)

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→ 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 thedefault V/S mode or ALT capture. Do not select LVLCH as the aircraft will first

accelerate before intercepting the desired vertical path.

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Figure 16-7: ATC transponder - TCAS box

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16.7 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.

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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 DH

> 2500 ft AGL < 2500 ft AGL > 2500 ft AGL < 2500 FT AGL

Selected DH

= 0

Selected DH

≠ 0

Selected

M/DA = 0

Selected

M/DA ≠ 0

M/DA displayed at PFD DH displayed at PFD M/DA displayed at

PFD

DH displayed at PFD

= Flight Path Target

= Flight Path Vector

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

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

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= 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

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17.2 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

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- 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

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17.3 Ground Proximity Warning System

17.3.1 Basic GPWS

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

Mode Event Aural warning Visual

warning

Mode 1 Excessive sink rate “SINK RATE SINK

RATE” – “PULL UP”

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

Inhibit:

Guarded FLAP OVERRIDE switch;

when a landing has to be made with less

than landing flaps

.

“TOO LOW TERRAIN”

or “TOO LOW GEAR” or

“TOO LOW FLAPS”

Two red

GPWS-lights

Mode 5 Descent below ILS glide slope

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.

“GLIDE SLOPE GLIDE

SLOPE”

Two amber

GS-lights

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 beforetouchdown

“MINIMUMS”, “FIVE HUNDRED”, “ONE HUNDRED”, “FIFTY”,

“FORTY”, “THIRTY”,

“TWENTY”, “TEN” or

“BANK ANGLE BANK

ANGLE”

N/A

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17.3.2 Terrain Awareness and Warning System

Event Description Warning

Terrain Ahead Alerting Warning envelope generated 1

minute ahead of a/c based onthe 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, RAand distance to center point of

nearest runway in database.- Envelope around rwy directly

related to the distance fromthat 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.

Terrain above current aircraft true

altitude

Medium density red

Medium density yellow

Terrain at and below current

aircraft true altitude

Light density yellow

Medium density green

Light density green

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Terrain penetrating cautionenvelope

High density yellow

Terrain penetrating warning

envelope

High density red

Flying at high altitude above

terrain (improving situational

awareness)

High density greenMedium 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.

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17.4 Avionics Cooling System

See chapter 10 Airconditioning & pressurization.

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AFCAS

Automatic Flight

Control and

Augmentation

System

AFCS

Automatic Flight

Control System

ATS

Autothrottle System

FAS

Flight

Augmentation

System

Autopilot Flight Director Altitude Alerting Yaw Damping Stabilizer Trim

18 Automatic Flight Control andAugmentation System

18.1 General

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18.2 Automatic Flight Control System

- At engagement of AP 1 or 2 during takeoff, both AP’s will engage if in TO modeor 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

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- 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) Speed controlled by elevator

In LVLCH descent: LL (Low idle Limit)

- 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 ReductionAltitude.

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

approach.

- Go-around mode by TOGA selection (see effects 7.07.01 p1):

• 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°

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

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

(limited to 15° pitch if below 400 ft AGL)

- 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

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F100-Key_Facts_(v3-07)