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WW1 Fokker aircraft
Fokker 50 - Limitations
GENERAL LIMITATIONS Minimum crew Cockpit:
Two pilots
Maximum number of passenger seats Sixty-two (62) Maximum operating altitudes Maximum operating pressure altitude: Maximum Maxim um take-o take-off ff and land landing ing pressu pressure re altitud altitude: e:
25.000 feet 8.000 feet 8.000 feet
Maximum and minimum operating temperatures Maximum: Minimum:
ISA +35ºC Minus 54ºC (all altitudes)
Runway slope limits Take-off and landing:
2% up to 2% down
Manoeuvring load limits Flaps up: Flaps down:
+2.5 G to -1.0 G +2.0 G to 0.0 G
The positive G limits the angle of bank in turns and the severity of pull up manoeuvres.
Instrument colour markings Normal operating range: Caution range: Limit of operation:
Green Amber Red
MASS LIMITATIONS Maximum masses Maximum masses
KG
Ramp / taxi Take-off* Landing* Zero Fuel
20.865 20.820 19.730 18.600
* May be reduced by performance requirements.
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Fokker 50 - Limitations
Center of gravity
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Fokker 50 - Limitations
SPEED LIMITATIONS All speed limitations in KIAS unless indicated otherwise. All altitudes mentioned in this section are pressure altitudes.
Maximum operating limit speed (V mo) Up to 21.000 feet: Above 21.000 feet:
224 KIAS Vmo decreases linearly to reach 206 KIAS at 25.000 feet
The maximum operating speed shall not deliberately be exceeded in any regime of flight (climb, cruise or descent), except where a higher speed is specifically authorized for test flight purposes.
Maximum design manoeuvring (V a) Va:
175 KIAS
Full application of rudder and/or aileron controls, as well as manoeuvres that involve an angle of attack near the stall s hould be confined to speeds below V a.
Rough air speed (Vr ) Vr :
165 KIAS
Maximum flap extend speed (V fe) 5º: 10º: 15º: 20º: 25º: 35º:
Prolonged use of flaps other than for take-off and landing is prohibited.
Maximum landing gear operating speeds (V lo = Vle) Extension (Vle): Operating (V lo):
170 KIAS 170 KIAS
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Fokker 50 - Limitations
Minimum control speeds (upper limits) (V mca, Vmcg, Vmcl) Minimum control speed
Flap setting
KIAS
Vmca
5º
87
Vmca
10º
86
Vmca
15º
85
Vmcg
5º
80
Vmcg
10º
84
Vmcg
15º
84
Vmcl
25º
90
Vmcl
35º
90
Minimum manoeuvring speeds and flap setting Flap setting
Minimum manoeuvring speed
0º
140 KIAS
10º 20º 25º
130 KIAS 120 KIAS 110 KIAS
Bank angle limits Below minimum manoeuvring speed: Maximum bank angle:
15º 30
Manoeuvring speed after take-off Normal manoeuvring speed after take-off: Flaps extended: V2 + 10 KIAS Flaps retracted: Vfr + 10 KIAS
Climb speeds If climb speed is reduced to below 140 KIAS a rather pronounced propeller induced airframe vibration will occur.
Window heat unserviceable speed limitation If the window heat is inoperative the speed must be restricted to maximum 180 KIAS at altitudes below 10.000 ft and TAT below 18 C.
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Fokker 50 - Limitations
Stall speeds FAA stall speed The stall speed graph below provides FAA stall speeds for low altitudes and at various flapsettings. The stall speeds, which largely depend on the flight techniques used to enter the stall, are obtained under the following conditions: • Aircraft correctly trimmed for straight and level flight at a steady speed 20-40% above the expected stall speed. •
No pre-stall-entry trim changes
•
Speed reduced by elevator control at approximately 1 knot per second.
•
Idle thrust
•
Forward center of gravity position
The FAA stall speed is used to set the legal minima for take-off manoeuvring and landing speeds. 1 G stall speed The 1 G stall speed is the speed corresponding to an angle of attack at which Cl max is reached. At lower speeds the lift becomes less than the aircraft weight and the aircraft commences to sink. The 1 G stall speeds are slightly higher than the FAA stall speeds.
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Fokker 50 - Limitations
WEATHER LIMITATIONS 1.5.1.
Maximum wind velocities (including gusts)
Maximum wind velocities from any direction for which the flight control lock provides protection.
65 Kts
Maximum demonstrated crosswind component for take-off and landing on a hard dry runway.
33 Kts
Maximum tailwind component
10 Kts
For CAT II operation the maximum demonstrated wind velocities are: • Total wind
20 Kts
•
Crosswind component
15 Kts
•
Tailwind component
10 Kts
Maximum crosswind and tailwind components, against braking action Coefficient
Braking action
0.40 and above 0.39 - 0.36 0.35 - 0.30 0.29 - 0.26 0.25 and below
5 / good 4 / good/medium 3 / medium 2 / medium/poor 1 / poor
Maximum crosswind component 33 25 15 10 5
Maximum tailwind component 10 7 5 3 0
Operation from contaminated runway Maximum depth of precipitation on the runway for take-off. Take-off should not be attempted when more than 12.7 mm of standing water, or depth of slush or snow equivalent to more than 12.7 mm of water, covers a significant part of the required field length within the required width of the runway. Use Route Performance Manual to determine maximum allowed take-off mass and required take-off speeds. Crosswind limit with runway width less than 40 meters If the usable runway width is less than 40 m, the maximum allowed crosswind components must be reduced according to the table below: Usable runway width (m)
39
35
30
Crosswind reduction (Kts)
1
5
10
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Fokker 50 - Limitations
Maximum door operation limit Doors The maximum wind speed, including gusts, for operation of any door is 64 KIAS. NOTE:
Service doors (3): Above 22 KIAS (incl. gusts) take extreme care, not to release the door before the completely closed- or open position has been reached.
For operation with PROP EC fault (overspeed governor): CONDITION
TIME
MAX. TO/GA MAX. CONTINOUS NOTE:
TORQUE
ITT
RPM (%)
(%)
( C)
Nh
Nl
Np (1)
10 min
96
800
102.7
104
106
Unlimited
82.5
800
102.7
104
106
•
Np fluctuations of +/- 0.5% are allowed relative to 85% and 100%.
•
Torque fluctuations +/- 2% during take-off roll (at 60KIAS) and climb are considered acceptable.
•
Torque fluctuations +/- 1% during cruise are considered acceptable.
•
Torque split of 6% during cruise is considered acceptable.
Page 8
Fokker 50 - Limitations
Propeller operating limits WARNING:
Do not attempt to select ground idle in flight. In case of failure of the flight idle stop, this would lead to loss of control from which recovery may not be possible.
To avoid high propeller stresses, stabilised ground operation in the propeller RPM range of 65% to 90% NP is not permitted with the airplane static. Excluded from this limitation is the use of reverse during ground manoeuvring in engine EC operating mode.
Manual propeller control When the propeller is manually controlled the speed must be restricted to max. 220 KTAS. NOTE:
This specific speed limit is expressed in Knots True Air Speed (KTAS) instead of the usual KIAS!
Oil pressure Minimum Normal operating range Transient Minimum Maximum
40 Psi 55 – 65 Psi 40 Psi 100 Psi
Oil temperature For starting GND IDLE Operation above GND IDLE
Minimum (without preheat) Minimum Maximum Minimum Minimum in icing conditions
Maximum, continuous
- 54 C - 54 C +115 C 0 C +45 C, on both engines for more than 3 minutes before take-off. (The 3 minute period starts when the oil temperature of both engines is above 45 C) +115 C
Maximum, 20 minutes
+125 C
Page 9
Fokker 50 - Limitations
Approved oils Mobil Jet on II Mobil Jet on 254 Castrol 5000 Esso Turbo on 2380 Exxon Turbo on 2380 Aeroshell Turbine 01 500
Auxiliary Power Unit (APU) The Auxiliary Power Unit (APU) may be used on the ground only.
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Fokker 50 - Limitations
FUEL SYSTEM LIMITATIONS Approved fuels Normal Fuels Kerosene type High flash point
Type Jet A, Jet A-1 and military equivalent JP-5
Alternate Fuels* Wide-cut fuel
Type Jet B and military equivalent
NOTE:
* If 'alternate' fuel is used, take-off is not allowed when one or more fuel pumps are inoperative.
Mixing of fuels If the fuel consists of a mixture of 'normal' and ‘any amount of alternate fuel’, the tanks must be considered to contain 'alternate' fuel.
Usable fuel tank capacity Main tank (including collector tank)
5136 Litres 4160 Kilograms (at 15 C and 0.81 kg/litre)
Maximum fuel asymmetry Aircraft mass (kg)
Maximum fuel asymmetry
20820* 19.005 and below
150 kg 500 kg
*Linear interpolation may be applied between 19.005 and 20.820 kg.
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Fokker 50 - Limitations
AUTOPILOT LIMITATIONS En route operation The minimum altitude with the autopilot engaged shall be deducted from data on altitude lost during malfunction test as presented in section 3 Emergency Procedures.
Approaches When using an instrument approach facility, the minimum height to which the autopilot may be used is 50 feet when coupled to an ILS. Use of the AP and FD is limited to glide slope elevation angles ranging from 2º up to and including 4º for approaches with CAT 1 weather limits. CAT II operations are limited to glideslope elevation angles ranging from 2.5 degrees up to and including 3 degrees. Use of touch-control steering When Touch-Control Steering (TCS) is used the bank angle is limited to 40º.
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Fokker 50 - Limitations
MISCELLANEOUS LIMITATIONS Cabin differential pressure Maximum differential pressure: (relief valve setting). In case of cracked cabin window:
5.7 Psi 4.0 Psi
Maximum bank angle below 500 feet If a turn is required below 500 feet AGL limit bank angle to 15 .
Communications During flight below 10.000 feet all communications should be accomplished with headset and boommike type equipment.
Flap position in icing conditions In icing conditions flap 35 shall not be selected above 300 f eet AAL.
Noise limitations Compliance with the ICAO Annex 18 Chapter 3 limits has been shown for the following configurations: •
