Fokker 50 Limitations
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Transcript of 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: 25.000 feet
Maximum take-off and landing pressure altitude: 8.000 feet
Maximum and minimum operating temperatures
Maximum: ISA +35ºC Minimum: Minus 54ºC (all altitudes) Runway slope limits
Take-off and landing: 2% up to 2% down Manoeuvring load limits
Flaps up: +2.5 G to -1.0 G Flaps down: +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: Green Caution range: Amber Limit of operation: Red
��MASS LIMITATIONS
Maximum masses
Maximum masses KG
Ramp / taxi 20.865 Take-off* 20.820 Landing* 19.730 Zero Fuel 18.600 * May be reduced by performance requirements.
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Center of gravity
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SPEED LIMITATIONS
All speed limitations in KIAS unless indicated otherwise. All altitudes mentioned in this section are pressure altitudes. Maximum operating limit speed (Vmo)
Up to 21.000 feet: 224 KIAS
Above 21.000 feet: 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 (Va)
Va: 175 KIAS Full application of rudder and/or aileron controls, as well as manoeuvres that involve an angle of attack near the stall should be confined to speeds below Va. Rough air speed (Vr)
Vr: 165 KIAS Maximum flap extend speed (Vfe)
5º: 180 KIAS 10º: 180 KIAS 15º: 180 KIAS 20º: 160 KIAS 25º: 160 KIAS 35º: 140 KIAS Prolonged use of flaps other than for take-off and landing is prohibited. Maximum landing gear operating speeds (Vlo = Vle)
Extension (Vle): 170 KIAS Operating (Vlo): 170 KIAS
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Minimum control speeds (upper limits) (Vmca, 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 130 KIAS
20º 120 KIAS
25º 110 KIAS
Bank angle limits
Below minimum manoeuvring speed: 15º Maximum bank angle: 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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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 Clmax 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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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 Maximum crosswind component
Maximum tailwind component
0.40 and above 5 / good 33 10
0.39 - 0.36 4 / good/medium 25 7
0.35 - 0.30 3 / medium 15 5
0.29 - 0.26 2 / medium/poor 10 3
0.25 and below 1 / poor 5 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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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.
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POWER PLANT LIMITATIONS
1.6.1. Engine and propeller type
Engine: Pratt & Whitney PW 125 B Propeller: Dowty Rotol © R352/6 - 123 - F/1
Dowty Rotol © R352/6 - 123 - F/2
Engine and propeller limitations
CONDITION TIME TORQUE ITT RPM (%) (%) (2) (�C) Nh Nl Np (1) MAX. TO/GA 10 min 102 800 102.7 104.7 100
NORMAL TO 10 min 92 See
graph 101.6 101.6 100
MAX. CONT Unlimited 87.5 800 102.7 104.7 100
MAX. CLIMB Unlimited 100 800 - - 85
MIN. GND IDLE - - - 66 - -
STARTING 5 sec - 950 - - -
TRANSIENT 20 sec 115 840 103.8 104.3 115
For operation with PROP EC fault (overspeed governor):
CONDITION TIME TORQUE ITT RPM (%) (%) (�C) Nh Nl Np (1) MAX. TO/GA 10 min 96 800 102.7 104 106
MAX. CONTINOUS Unlimited 82.5 800 102.7 104 106
NOTE: • 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.
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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 40 Psi
Normal operating range 55 – 65 Psi
Transient Minimum
Maximum
40 Psi
100 Psi
Oil temperature
For starting Minimum (without preheat) - 54�C
GND IDLE
Minimum Maximum
- 54�C
+115�C
Minimum 0�C Minimum in icing conditions +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)
Maximum, continuous +115�C
Operation above GND IDLE
Maximum, 20 minutes +125�C
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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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FUEL SYSTEM LIMITATIONS
Approved fuels
Normal Fuels Type Kerosene type Jet A, Jet A-1 and military equivalent High flash point JP-5
Alternate Fuels* Type Wide-cut fuel 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 5136 Litres
(including collector tank) 4160 Kilograms
(at 15�C and 0.81 kg/litre)
Maximum fuel asymmetry
Aircraft mass (kg) Maximum fuel asymmetry 20820* 150 kg
19.005 and below 500 kg
*Linear interpolation may be applied between 19.005 and 20.820 kg.
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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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MISCELLANEOUS LIMITATIONS
Cabin differential pressure
Maximum differential pressure: (relief valve setting).
5.7 Psi
In case of cracked cabin window: 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 feet AAL. Noise limitations
Compliance with the ICAO Annex 18 Chapter 3 limits has been shown for the following configurations:
• Take-off with flaps 5�
• Approach flaps 25�; two engines
• Approach flaps 35�; two engines
Electrical limitations
Display selector LH electric display RH electric display GENERATOR
LOAD (%) GEN 1 GEN 2
Continuous 100 5 minutes 113 5 seconds 150
TRU LOAD (5)
TRU 1 TRU 2
Continuous 100 2 minutes 133 5 seconds 300
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