Da Fokker Aom

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1 CONTENTS

1 CONTENTS........................................................................................................................................................2 2 INTRODUCTION................................................................................................................................................3 3 INSTALLATION/Flight Simulator SETUP..........................................................................................................4 4 THE AIRCRAFT.................................................................................................................................................8 5 SYSTEM DESCRIPTION.................................................................................................................................11 6 ADDITIONAL TOOLS/FAETURES................................................................................................................111 7 THE PROJECT/TEAM...................................................................................................................................113

Digital-Aviation | Fokker 70/100 | AOM Page 2

http://www.digital-aviation.de/

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2 INTRODUCTION

The Fokker Project was started 3 years ago, the target was clear, a highly sophisticated Fokker simulation as close as possible to reality. Similar to most flight sim projects, time line has been extended from initially 1 year to 2 years and now, yeah we have 3 years at least.

Anyway now the first part is finished and the Fokker system simulation is very close to that, we expected it to be. As you read the following manual you will find a detailed aircraft simulation description and also some real world differences.

I want to wish you much fun reading that manual, flying the Fokker and operating your simulator...

Florian Praxmarerproject manager DA Fokker 100



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3 INSTALLATION/Flight Simulator SETUP

3.1 CONTENTS

3.1 CONTENTS.....................................................................................................................................4 3.2 INSTALLED PARTS........................................................................................................................4 3.3 Flight Simulator SETUP...................................................................................................................5 3.4 QUICK START / AIRCRAFT SELECTION......................................................................................6 3.5 MINIMUM SYSTEM REQUIREMENTS..........................................................................................7

3.2 INSTALLED PARTS

The Digital Aviation Fokker 70/100 package contains a complete aircraft simulation package for Microsoft Flight Simulator 9. After running the automatic installation routine you have following parts installed.

Models:

Detailed models for Fokker 70 (stairs) and Fokker 100 (stairs + sliding door) with all specific details, doors and moving parts and gimmicks. Cargo bays are "graphically" filled based on payload setup.

Textures:

The package includes following textures:

F70 Austrian ArrowsF70 Austrian Arrows with center tankF70 Austrian AirlinesF70 Austrian Airlines with center tankF70 KLMF70 KLM with center tankF70 Malev Hungarian

F100SD Austrian ArrowsF100 Air France Brit AirF100 BMIF100 Click MexicanF100SD DBAF100SD DBA special liveryF100SD HLXF100SD JetAirFly TUIF100SD KLMF100 TAM Brazil AirlinesF100SD Air Berlin



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Flight Dynamics

F70 with TAY620-15 enginesF70 with TAY620-15 engines and center tankF100 with TAY650-15 engines and center tank

Panel:

Complete highly sophisticated Cockpit and system simulation of Fokker 70/100 jetline.Accurate 2D Panel (Accurate 3D Panel for update not included)

Sounds:

Complete Sound-Set for interior and exterior sounds

Additional Parts:

NavdataLoadeditor and panel configuration managerDifferent predefined panel states to loadDocumentation (AOM, MCM, 4 Tutorial flights)Tutorial example flight situations to load into FSFMC Flightplans for use with tutorial flightsFMC Flightplans and FS Flights for a number of real world flights for some included airlines

3.3 Flight Simulator SETUP

Realism Settings:

To enjoy the full benefit of the flight dynamics and to have proper autopilot response always set all realism settings to maximum real. Disable “Autocoordination” and gyro drift and select "indicated airspeed". Pilot controls lights. Crash detection and fuel limitation is up to you.

Flight Controls:

First of all, a joystick is absolutely mandatory. Although you can fly the Fokker with the keyboardits absolutely not recommended, some functions will not work without joystick. Set all your sensitivity settings in Flight Simulator to medium and offsets as to fit to your joystick. A good calibrated joystick, especially the throttle axis, is very important. You may calibrate your throttle idle position again later on within the Fokker panel itself.Fokker has a agile banking behavior, do not wonder when you feel it reactive in this point, compared to other Add-On aircrafts. Trim is also a little more reactive to make Flight Director following more realistic.




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Screen Resolution:

The minimum screen resolution is 1280x960 pixels. Using less can result in unreadable 2D Panel graphics, although panel is working in 1024x768 e.g.

Performance/Loading Times:

The performance of the Fokker is very good, the difference to the default Learjet should be about 5-8fps, but is depending on a lot of things and system configuration, so these values are not assured.To achieve a good performance, the Fokker concept is to load as much as possible during aircraft load phase and reduce calculations during flight. So it is normal that it can take 5-30 seconds until the scenery loading bar of the FS appear, when the Fokker is selected. When you switch to outside view, loading the textures can take a view seconds initially, because they are in a highly detailed format. Lower resolution textures are added too, but need to be replaced manually.

Flight Simulator Limitations:

This aircrafts is very accurately simulated, so the usage of “SLEW MODE” and reposition functions in the FS Map may cause unexpected system behavior, since real aircraft is never slewed and always operated as stated in the normal operation procedures. So ideal system functionality is assured when doing complete flights following the normal procedures.

3.4 QUICK START / AIRCRAFT SELECTION

After completing your Flight Simulator setup as described in the previous chapter, you can now go on to use the aircraft in Flight Simulator. After installation you get a new manufacturer entry in your Flight Simulator's aircraft list.

Select the "Fokker - Digital Aviation" as manufacturer. Further on you can select between the models F70(Fokker 70), F70CT(Fokker 70 + center tank), F100(Fokker 100) for the captain side view. For each type there is a “F70 F/O” entry too, which places you on the right seat of the cockpit. The different door options are chosen by the livery you select, so the Austrian Arrows has the sliding doors and Air France Brit Air as the stair type for example.

The aircraft loads in the state you saved as "reloading state", anyway initially when running the first time it loads as "ready for takeoff". You are now ready to use the plane, i want wish you a lot of fun with it at this point. I highly recommend to do at least the first 2 tutorial flights, to get familiar with the basic procedures and system operation. The tutorial flights 3 and 4 are for more advanced system operation. You hold a complex and very realistic aircraft simulation in your hands, enjoy learning and flying with it!




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Following documentation should help you:

DA_FOKKER_AOM.pdf DA_FOKKER_MCM.pdf DA_FOKKER_TUTORIAL_FLIGHT_1(beginner).pdfDA_FOKKER_TUTORIAL_FLIGHT_2(easy).pdfDA_FOKKER_TUTORIAL_FLIGHT_3(normal).pdfDA_FOKKER_TUTORIAL_FLIGHT_4(expert).pdf

3.5 MINIMUM SYSTEM REQUIREMENTS

Hardware:

At least you need a PC capable running Microsoft Flight Simulator 9 (1.8GHz Pentium). The Simulator should run with at least 12fps for a enjoyable usage, the more the better. It makes sense to limit the maximum framerate to not more than 25-30fps because that improves the continuity of the rendering and saves CPU power for other calculations.

The package itself needs about 600MB free disk space, and and about 150-200MB free RAM space when in use. It is always recommended that sound and display drivers are up to date.

Software:

The operating system should be WinXP or newer, Win2000 is not supported.

Microsoft Flight Simulator 9 + Patch to 9.1.

The most recent FSUIPC is needed for FS9, at least version 3.74, if no newer version is present at the target system, the installer installs version 3.74. No registration for FSUIPC is needed to run the Fokker package.

Its highly recommended to keep the Flight Simulator and the FSUIPC version up to date.



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4 THE AIRCRAFT

4.1 CONTENTS

4.1 CONTENTS.....................................................................................................................................8 4.2 THE AIRCRAFT – GENERAL.........................................................................................................8 4.3 EXTERIOR FOKKER 70/100..........................................................................................................9

4.2 THE AIRCRAFT – GENERAL

The Fokker 100 was introduced by the Fokker company in year 1986 and F70 in 1993. It is a small- to midrange civil jet for a 70(F70) and 100(F100) seat configuration. Fokker stopped production in 1996 but 278 F100 and 46 F70 jets keep flying around in the whole world. The largest operators are KLM, TAM and AUSTRIAN ARROWS followed by a number of smaller airlines. Also the low fare carriers are using the Fokker jet line.

On the tail of the jet are two Rolls Royce Engines, the TAY620-15 on the Fokker 70 and Fokker 100 and the TAY650-15 on the Fokker 100 only. The F100 with TAY620 will be a later update for that package, since we got some essential performance data for that aircraft type very late.

The aircraft has a speed brake, that is primary used for speed reduction and has no effect on the lift, completely different to the spoilers on a Boeing or Airbus for example. There are also lift dumpers present, but these can not be extracted in flight.

Something very specific are the Landing lights, which are mounted on the bottom of the wing, far out near the tips. They can be extracted there.



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4.3 EXTERIOR FOKKER 70/100

(1) L/R Engine(2) L/R Lift Dumpers(3) L/R Flaps(4) L/R Navigation Light and Strobes(5) L/R Landing Light(6) L/R Main Gear(7) Nose Gear

(8) Taxi Lights(9) Main Door(10) Speed Brake(11) Rudder(12) Stabilizer (Trim moves whole Stabilizer)(13) White Navigation Light


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(14) L/R Elevator(15) L/R Aileron(16) ADF 1+2 Antenna

(17) APU Exhaust outlet(18) L/R Reverser(19) Logo Lights

The exterior of the Fokker 70 is identical for the items listed above.


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SYSTEM DESCRIPTION Caption 5

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5 SYSTEM DESCRIPTION

5.1 CONTENTS

5.1 CONTENTS...................................................................................................................................11 5.2 DOCUMENTATION GUIDE..........................................................................................................12 5.3 COCKPIT LAYOUT.......................................................................................................................13 5.4 FWS FLIGHT WARNING SYSTEM..............................................................................................15 5.5 FUEL SYSTEM..............................................................................................................................21 5.6 AUXILLARY POWER UNIT - APU................................................................................................23 5.7 POWER PLANTS / ENGINES.......................................................................................................24 5.8 FIRE PROTECTION......................................................................................................................32 5.9 ELECTRICAL SYSTEM.................................................................................................................34 5.10 BLEED AIR SYSTEM..................................................................................................................39 5.11 AIR CONDITIONING SYSTEM...................................................................................................41 5.12 PRESSURIZATION.....................................................................................................................43 5.13 ICE/RAIN PROTECTION............................................................................................................45 5.14 HYDRAULIC SYSTEM................................................................................................................48 5.15 LANDING GEAR..........................................................................................................................49 5.16 FLIGHT CONTROLS...................................................................................................................52 5.17 AIR DATA COMPUTERS/SYSTEM............................................................................................60 5.18 INERTIAL REFERENCE UNITS (IRU)........................................................................................62 5.19 WEATHER RADAR (WXR).........................................................................................................66 5.20 NAVIGATION RECEIVERS (VOR-DME/ILS/MARKER/ADF)....................................................68 5.21 COMMUNICATION SYSTEMS (COM1/COM2/Interphone).......................................................71 5.22 TRANSPONDER/TCAS..............................................................................................................72 5.23 EFIS.............................................................................................................................................76 5.24 RADIO MAGNETIC INDICATOR................................................................................................85 5.25 CHRONOMETER........................................................................................................................85 5.26 GPWS – TERRAIN DISPLAY.....................................................................................................87 5.27 FMS FLIGHT MANAGEMENT SYSTEM....................................................................................91 5.28 AFCAS Automated Flightcontrol and Augmentation System....................................................106



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5.2 DOCUMENTATION GUIDE

The systems description is based on a easy and clear structure helping you to find things quite quickly.

Supplying Systems:

At the beginning of each system you have a quick reference of the supplying systems. All the systems stated there need to be available for the target system to operate normal.

System Description:

This chapter describes the system operation in detail. Should give you detailed and well structured information.

Alerts:

This field contains all possible alerts generated by the system. Every alert is summarized in a alert describer like this.

ENG 1 N1 OVERSPEED

N1 OVSPD ENG 1 3 ♪♪♪ 1,2,3,4,5,6,7,8,9,10 FAULT P

The title states the alert condition to be met.The 1. column states the exact name and color in the LH MFDU alert list. The 2. column states the alert level 1-3 is possible, M for a MEMO or S for a status message.The 3. column shows the type of aural alert that is generated (single, double, triple chime).The 4. column lists all flight phases in which alert generation is inhibitedThe 5. column shows which and if a local fault light is active.The 6. column contains a P if a procedure is displayed in RH MFDU upon alert generation

Real Aircraft Differences:

Although we try to keep this fields empty, we will state differences to real aircraft in that caption. FS limitations, lack of documentation, limits of desktop simulation and usage on a 2D screen forced us to leave a few functions or change them for more comfortability in PC simulation usage.




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5.3 COCKPIT LAYOUT

Upper Overhead panel (SHIFT+5) Enlarged PFD / ND (no shift)

Lower Overhead panel, (SHIFT+4) IFR view (no shift)

Main Instrument Panel Captain Side ctd. next page MIP with dual MFDU Overlay (SHIFT+3)


Enlarged PFD/ND

DoubleMFDU

FMC

Gear Lights

Utility Panel

IFR view SingleMFDU

Enlarge SAP



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Upper Pedestal (SHIFT+6) Radio Stack (SHIFT+2)

Midder Pedestal (SHIFT+7)

Lower Pedestal (SHIFT+8) FMC Overlay (SHIFT+9) The yellow bars are hidden clickspots, that are visible as soon as you put the mouse over them. The yellow [x] boxes in all corners are for a immediate panel close. The bars are used to step through the panels in the order they are drawn here.




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Mouse Click Convention:

Digital Aviation has a mouse click standard convention, overall you can say that left click on a spot is decrease a value and right click increases a value. Pushbuttons are generally left click assigned, maybe also right click with same or a special function (AFCAS).

Selectors are defined as below.

The left area is used for coarse adjustment of a value (left click decrease, right click increase).The right area is used for fine adjustment of a value (left click decrease, right click increase).If triple knobs are used (ADF) more fields may be defined.If value windows are present you can also increase or decrease the value in there.

Toggle switches are similar as selectors, left click is switch down and right click is switch up.


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5.4 FWS FLIGHT WARNING SYSTEM

Supplying Systems:

FWC A: DC2FWC B: DC ESSFAULT LIGHTS: DC1/DC2SAP: DC EMER

MFDU LH: AC ESSMFDU RH: AC2MFDS: AC ESS

System Description:

Dual Flight Warning System FWS1/FWS2 monitor a number of sensors and systems and collect, filter and present erroneous conditions to the pilot as aural and visual alerts and presents required procedures.

The warnings have 3 priority levels:

LEVEL 3 alert, result in a red flashing MASTER WARNING light, a repetitive triple chime aural signal and a red entry in the LH MFDU alert list. Pressing MASTER WARNING light cancels the aural tone except some MASTER WARNINGS that can not be canceled. LEVEL 3 alerts require immediate pilot action!

LEVEL 2 alert, result in a amber flashing MASTER CAUTION light, a dual chime aural signal anda amber entry in the LH MFDU alert list. Pressing MASTER CAUTION light cancels the aural tone. LEVEL 2 alerts should get pilot attention and resolution as fast as possible.

LEVEL 1 alert, result in single chime aural signal and a amber entry in the LH MFDU alert list. LEVEL 1 alerts should be recognized by pilots but do not required immediate resolution.

MEMO MESSAGES result in a blue entry in the LH MFDU alert list. These messages are only information about system states that are good to be clear about. No action is required upon MEMO messages.

STATUS MESSAGES result in a white entry in the RH MFDU status display list. These messages are only information about system states, that can be result of connected systems failures/losses, or external aircraft handling ( doors e.g.). They also inform about some limitations that are active "AVOID EXTREME PITCH" in case of low fuel condition e.g.




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Master Warning Light (MWL) and Master Caution Light (MCL) on glareshield

The LH MFDU displays a list of all present alert entries, in order of priority. Topmost are alwaysLEVEL 3 alerts, followed by LEVEL 2 and finally LEVEL 1 alerts. The most recent entry is marked by a white arrow ">".

LH MFDU with more than 11 alerts(yellow box = CNCL clickspot)

LH MFDU with LVL3,2,1 alerts and MEMOs(yellow box = RCL clickspot)

If there are more than 11 alert messages present the ones with lowest priority are not drawn. You can remove all actual listed LEVEL 2 and LEVEL 1 alerts with the CNCL button on the MFDS panel. Then you see the remaining ones. When you press the recall RCL button on the MFDS the normal list is restored. LEVEL 3 entries are never canceled they are always visible.

MEMO messages are only displayed as long the space in the list is not needed for alerts. They are listed by beginning at the end of the list in reverse direction.


(1) MASTER WARNING light, depress tocancel a aural LEVEL 3 alert

(2) MASTER CAUTION light, depress to cancel a aural LEVEL 2 alert

(3) AUTOLAND alert light see chapter AFACS

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STATUS messages are displayed in the RH MFDU in the upper half of the screen. If no status messages are present you can switch the display off by pressing the STS button in the MFDS panel. It will automatically switch on as soon a status message is generated. If more pages are present you can scroll through them using the ADV switch on the MFDS panel.

RH MFDU with empty STATUS display(yellow box = ADV clickspot resp. next page)

RH MFDU with STATUS messages

PROCEDURES are displayed in the RH MFDU upon a alert generation. They overrule the STATUS message display. The procedure of the topmost alert (resp. the alert with the highest priority) is drawn followed in the order of the alert list.You can complete item by item of the procedure by toggling the ADV switch in the MFDS panel. When procedure is fully completed it is marked with a green ©. One more ADV click and this procedure is removed.

RH MFDU with LVL3 procedure (yellow box = ADV clickspot)

RH MFDU with completed procedure




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! More comfortable click spots for CNCL, RCL and ADV:

The CNCL button function is also available by left clicking onto the LH MFDU in the area of the alert list. The RCL button function is also available by right clicking onto the LH MFDU in the area of the alert list.The ADV switch function is also available by clicking onto the RH MFDU in the area of the status messages/procedures.

MFDS Panel for MFDU Control and ADV, CNCL and RCL switches

AUTOMATIC MFDU XFR takes place when LH MFDU is switched off, then it is automatically displayed on the RH side, because LH MFDU is the more important one.

AUTOMATIC MFDU STATUS selection is done as soon as parking brake is set, and is removed as soon as parking brake is released.

ALERT INHIBITION is used to avoid the pilots being disturbed by alerts in a critical phase of flight and to display alerts only if they are relevant in the actual phase of flight. The flight is split into 12 phases:

Phase 1 after electrical power onPhase 2 after first engine onPhase 3 after MIN TO powerPhase 4 when >80ktsPhase 5 when airborne < 400ft AGLPhase 6 when climbing <1000 ft AGLPhase 7 when climbing and cruising >1000 ft AGLPhase 8 when descending <1000ft AGLPhase 9 when descending <400ft AGLPhase 10 when on ground >80ktsPhase 11 when <80ktsPhase 12 after engine off to 5 minutes later


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(1) ADV Switch, (2) CNCL Button(3) RCL Button(4) STATUS Page display/hide(5) RH MFDU Brightness and OFF when fully

left(6) LH/RH MFDU transfer(7) LH MFDU Brightness and OFF when fully

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For every single alert is defined in which phases its generation is inhibited. Already displayed alerts are not removed when a transition to a phase occur where it should be inhibited. Only if a alert would be generated in a inhibited flight phase, its presentation is delayed as long as a flight phase is entered where the alert is not inhibited. For example, if you get a N1 over speed condition in T/O run at 100kts the alert will be delayed until you pass 400ft AGL, because it is inhibited in Phase 4. If N1 over speed condition disappears before 400AGL nothing will be displayed. If you get the N1 over speed before reaching 80kts, it will be displayed and stays displayed even getting faster that 80kts.

ENG 1 N1 OVERSPEEDN1 OVSPD ENG 1 3 ♪♪♪ 1,4,9,12 P

This LEVEL 3 alert is inhibited in Phase 1,4,9,12 e.g.

Aural indications of LEVEL 2 and LEVEL 1 alerts can be muted in the AVIONICS panel with the guarded WARN AUDIO button. LEVEL 3 triple chime and alerts also visible on SAP can not be muted.

SECONDARY ANNUNCIATOR PANEL (SAP) provides backup FWS indications when MFDU are inoperative or in battery power only condition. You can select the backup mode to switch the SAP manually on. In case of battery only condition the SAP switches on automatically. SAP indications are NOT affected by FWS phase Alert inhibition. The SAP panel is located on the main panel, it can be enlarged by clicking on it.


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(1) WARN AUDIO Button (guarded) right click to open guard and left click to operate switch

(1) (1) L/R ENG OUT LVL(2) L/R ENG FIRE LVL 3 Alert(3) L/R ENG OIL PRESS LOW LVL 3 Alert(4) HYD SYS1 PRESS LOW LVL 2 Alert(5) AC POWER not present(6) PITOT HEAT NOT ON LVL 2 Alert(7) at least 1 DOOR OPEN(8) EXCESSIVE CAB ALT LVL 3 Alert(9) FLAP ASYMMETRY LVL2 Alert(10) LG NOT DOWN LVL 3 Alert(11) L/R ENG FUEL PRESS LOW LVL 2 Alert(12) WARN SYS when SAP on automatically, depress to switch to BACKUP mode

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Alerts:

MFDU FAILUREL/R MFDU INOP 1 ♪ 3,4,5,6,8,9,10,11


In real aircraft MEMO message are sorted in a undocumented order. Until we get this order we display them in the order of creation.STATUS messages are inhibited in some flight phases, but we have no documentation about that in detail. So we display them in flight when relevant.




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5.5 FUEL SYSTEM

Supplying Systems:

FUEL PUMP L1/R1 AC ESSFUEL PUMP L2/R2 AC 1FUEL TOTALIZER DC EMER

FUEL X FEED DC2L/R FIRE SO VALVE DC EMER

System Description:

The fuel is stored in 2 wing tanks. Additionally the Fokker 70CT and Fokker 100 have a center tank installed. Each side has a collector tank, which is filled either from outer wing tank or from center tank via the L/R center tank pumps. 2 electrical driven pumps on each side supply the engines and the APU. The fuel management is done via the FUEL panel on the lower overhead panel.

FUEL panel with center tank FUEL panel of F70 without center tank

(1) Fuel Pump 1 Left Side(2) Fuel Pump 2 Left Side(3) Fuel Pump 1 Right Side(4) Fuel Pump 2 Right Side(5) Fuel XFR Valve Switch (6) Center Tank Manual Mode selector

(7) Center tank pump control LH(8) Center tank pump control RH(9) Fuel Quantity Left Collector(10) Fuel Quantity Right Collector(11) Fuel Quantity Center Tank(12) SHUT OFF Lights


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The 2 fuel pumps per side control the fuel supply to the engine, a single pump can supply enough fuel to have no impact in thrust on its side. If only one pump has to supply both engines thrust is limited to 85%. Switching off all pumps limit thrust to about 30%, but will not shut off engine since suction feed through the pumps is possible, but you easily get a FUEL PRESSURE alert then.

CENTER TANK fuel is pumped to collector tank with the center tank pumps. You can select either automatic control of these pumps and they will stop transferring fuel when center fuel level is low. If you select manual control via the AUTOFEED pushbutton(6) then you have to operate the pumps manually and switch them off before the center tank is empty, else you get a CENTER TANK FAULT.

CROSSFEED is enabled with the X-FEED button (5). A memo message “FUEL X-FEED” is displayed.

QUANTITY is indicated in the displays (9)(10)(11) for the respective tanks, and on the Fuel Totalizer for a overall fuel quantity. Display is in kg only. When Wing tank level goes below 100kg, indication starts flashing with “LO90” e.g.

ASYMMETRY is alerted when fuel weight in the wing tanks become unbalanced by more than 350kg. Its removed when going below 250kgs again.

If one of the FIRE DISCONNECT LEVERS is pulled, fuel supply to that engine is closed down and the respective CLOSED light (12) comes on.

Alerts:

CENTER TANK PUMP LOW PRESSURECTR TNK PUMP 1/2 1 ♪ 3,4,5,6,8,9,10,11 FAULT P

BOTH CENTER TANK PUMP LOW PRESSURE OR EMTPY CENTER TANK DURING MANUAL OPERATIONCTR TNK PUMP 1 AND 2 1 ♪ 3,4,5,6,8,9,10,11 FAULT P


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COLLECTOR TANK LOW LEVELCOLL TK 1/2 LO LVL 1 ♪ 3,4,5,6,8,9,10,11 P

FUEL ASYMMETRY

FUEL ASYM 1 ♪ 3,4,5,6,8,9,10,11 P


In some Fokker aircrafts the Center tank management logic is different than modeled here. In the first major update we will model that solution too.

5.6 AUXILLARY POWER UNIT - APU

Supplying Systems:

FUEL SUPPLY FUEL SYSTEM 1ELECTRIC PWR DC APU CONTROL BUS

System Description:

The AUXILLARY POWER UNIT – APU can be started on the ground and in air as long as DC APU CONTROL power is available. APU uses fuel from LH collector tank, and when started, supplies AC electrical power and bleed air. Bleed air is only supplied on ground.


(1) APU AVAIL Light(2) APU FAULT Light(3) APU Start switch

APU START is done via the start selector on lower overhead panel. When the selector is switched to ON position the APU doors open, that takes a few seconds. When READY FOR START is displayed in MFDU, you can advance the switch to start (springloaded). Then the APU starts and a blue AVAIL light (1) comes on and a “APU AVAIALABLE” MEMO message is displayed. Bleed supply will be available 2 minutes later, and is only available on ground.

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APU PARAMTERS are visible at the RH MFDU display. It displays the APU main parameters as EGT and RPM in %. Additionally a mode information is displayed about the current status of the APU.The APU display is automatically selected when APU Start Switch(3) is selected from OFF to ON. The APU display is automatically removed when a engine display is selected. Additionally you can manually select the APU display via the MFDS panel.

APU parameter and mode display in RH MFDU

APU display selector in MFDS Panel

Alerts:

APU STARTED BEFORE READY / APU FIRE BOTTLE DISCHARGED MANUALLYAPU FAULT 2 ♪♪ 4,5,6,7,8,9,10 FAULT


None

5.7 POWER PLANTS / ENGINES

Supplying Systems:

FUEL SUPPLY FUEL SYSTEM 1/2EMUX 1+2 A DC ESSEMUX 1+2 B DC 2OIL PRESS SENSOR 1 DC1OIL PRESS SENSOR 2 DC2FAILURE DEDECTION DC ESSHYDR PUMP CTRL 1 DC 1HYDR PUMP CTRL 2 DC 2

ENG STARTS CTL DC GROUND HDLGENG STBY INSTR. DC EMERENG VIBR. DEDECT AC ESSEPR SENS 1+2 AC EMER1. IGNIT. UNTI 1+2 DC EMER2. IGNIT. UNTI 1+2 DC ESSREVERSER CTL DC EMER / HYDR 1




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System Description:

Fokker aircraft are equipped with either a Rolls Royce TAY620-15 (70+100) or a TAY650-15 (F100) engine. Its a twin spool high bypass ratio engine.The engines supply thrust power, but also hydraulic power, high and low pressure bleed air and electrical power. A number of parameters are sensed and displayed for monitoring the engines.

STARTING the engines requires electrical power (battery DC or extern AC) and bleed air to operate the starter and fuel. Fuel pumps are not needed to be on, suction feed is enough. Bleed air can be supplied by APU, external supply or via a bleed cross feed from a running engine.The starter system needs to be armed via the ENG START button (1) and the engine starter has to be activated via the start selector switch(3).

ENG STARTER Panel on lower overhead

Fuel and ignition is applied when the FUEL LEVER of the starting engine is opened. If N2 raises the starter valve is closed and engine is running. During engine start, hydraulic power and bleed air supply is inhibited, packs are shut off. If engines are started out of batteries this inhibition is not provided.

The IGNITION selector defines when ignition is applied to the engines. In NORM mode, the EMUX system automatically applies the ignition, CONT1 or 2 ignition is applied during engine start with fuel lever open. RELIGHT applies continuous ignition.

Fuel Levers on Pedestal


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(1) START ARM button(2) IGNITION selector(3) ENG START selector(4) VIBRATION indicator and alternate selector

(2)

(1) LH Fuel Lever(2) RH Fuel Lever

(1)



Rev. 1 - 0307

THRUST control is provided via the throttle levers or the autothrottle system ATS (see AFCAS for ATS).

! FLIGHT CONTROL LOCK AFFECTS THROTTLE

If Flight Control Lock is on throttle is limited to MIN TO position, which is about 1/3 of throttle movement.

THRUST RATING can be selected in the MFDS panel. Five different thrust ratings are available and can be selected by the respective push button.

TOGA Takeoff or Go Around powerFLX Flexible take off power CLB continuous climb powerCRZ cruise powerMCT maximum continuous power

FLX is used to decrease the engine power setting for takeoff. Basically engine power is degraded with increasing outside temperature. FLX temperature selection assumes the outside temperature is FLX TEMP and so reduces trust rating. FLX temp cannot be selected below actual outside temperature. Next to all predefined thrust ratings above, you can select manual EPR target (MAN). AFCAS can change the thrust rating automatically.

MFDS Panel on Pedestal and on Radio stack for more comfortable FLEX temp selection

THRUST REVERSER need electrical and hydraulic power to be extended.


(2)(3)

(1)

(5)

(6)

(7)

(1) FLX target selection (needs TOGA selection previously and on ground only)(2) TOGA target selection(3) CLB target selection(4) MCT target selection(5) CRT target selection(6) outer knob selects target for inner knob, either FLEX TEMP or MAN EPR selection(7) inner knob, selects FLEX temp or MAN target value

(4)



Rev. 1 - 0307

ENGINE INDICATIONS are shown on the LH and RH MFDU and on the SEI standby engine indicator.The primary engine data, the more relevant one, is shown on the LH MFDU. Secondary engine data is shown on RH MFDU when selected in the MFDS panel.

The engine power rating is measured using the EPR (engine pressure ratio) of the engine. This value is used to set power levels. EPR is the ratio between pressure on the engine inlet and the outlet and is a mostly linear value for the resulting thrust. The range of EPR starts a 1.0 (no thrust) to a upper maximum of about 1.9 (depends on a lot of factors). During descent it could happen to get a EPR of 0.95-0.99.

The EPR tape is the most important one and is shown on the LH MFDU. 2 green bars (1) show the EPR value on the scale for each engine. Additionally the numeric value(2) is shown on top of the scale. Above, the active thrust rating(3) is shown, that could be MAN, TOGA, MCT, CLB, CRZ and FLX 1.65/50°c (blue). The white wedges(4) show the actual thrust rating limit on the scale. If thrust is controlled automatically, a blue Lazy T(5) is shown for the actual target. If in MAN thrust rating mode, white Lazy T shows the actual set value. If thrust levers are mechanically declutched from ATS, a “D”(6) is show next to the thrust rating. If a Reverser is out, it is shown by a “R” (7) on top of the bar.

EPR Scale on the LH MFDU with FLX 50°c and declutched EPR Scale on the LH MFDU MA thrust rating selected


(1)

(2)(3)

(4)

(5)(6)



Rev. 1 - 0307

The TGT indication is the next bar. TGT is the Turbine Gas Temperature and is a value for then engine internal temperature. Too high TGT may result in a engine fire condition. TGT is shown as green bar and when beyond limits as amber or red value above. Two limits are present, the amber limit (735°C for TAY 620 and 795°C for TAY 650) and the red limit (800°C for TAY 620 and 850°C for TAY 650). Engine start and reverse thrust selection changes the red limit and amber limit disappear. The actual limits are drawn by red and amber markings at the tape. The bar gets amber when exceeding the limit more than 5min and a respective alert is presented. When 20sec. above red limited a resp. LEVEL 3 alert is presented, and the indication gets red.

TGT normal on LH MFDU TGT above amber limit for more than 5min.

The N1 indication is shown on next bar. N1 is the relative spool speed of low pressure turbine. The N1 can be used for thrust rating in case of a EPR failure, see printable papers chapter. N1 has a red limit, but initially you get a amber warning and when exceeding the limit more than 20sec. you will get a red indication and the respective alerts from FWS.

normal N1 indication on LH MFDU N1 20 sec. above N1 limit




Rev. 1 - 0307

The N2 indication is shown on the next bar. N2 is the relative spool speed of high pressure turbine. N2 has a amber limit, exceeding this limit for more then 5 minutes will result in amber indication. Exceeding red limit for more than 20sec. will result in red indication. Engine start and reverse thrust selection changes red limit and amber limit disappears.

N2 normal on LH MFDU N2 5 minutes over amber limit

TAT (total air temperature) and SAT (saturated air temperature) are drawn on the top of the display. TAT varies with indicated airspeed. These temperatures are needed for manual thrust setting based on the tables, since these tables refer either to SAT or TAT.SEI (standby engine indicator) shows all the values seen on the bars as EPR, TGT, N1, N2. If a value exceeds the limit, it starts flashing, no timing as 20sec or 5min is considered. The limits are shown on a table on the SEI. SEI can be switched OFF/ON with the toggle switch.

TAT and SAT in °C on LH MFDU SEI on dual MFDU overlay and MIP




Rev. 1 - 0307

SECONDARY ENGINE INDICATIONS are shown on the RH MFDU when selected on MFDS(8) panel. Secondary engine indication is automatically selected when ENG START button is pressed, or one of the values exceeds the limit or fails.

RH MFDU secondary engine indications, oil quantity hidden.

secondary ENG display select button on MFDS panel

The engine oil indications are presented in the left side of the indication area. The “P”(1) marked bars show the oil pressure in psi. Amber and Red minimum pressure values are marked, and vary with N2. When resp. pressure levels are reached tape gets amber/red.The “T”(2) marked bars show the oil temperature in °C. Amber and Red maximum temperature values are marked. A minimum amber value (-30°) is marked too. The white marking in the middle of the bar is the 0°C marking.The “Q”(3)marked bars show oil quantity, this bar is hidden as soon engine is started and comes again 15 minutes after shutdown. The amber minimum quantity level is marked and checked by FWS.

VIBRATION indication (4) is shown on the “VIB” bars. Each engine has two vibration senors, so 2 bars per engine shown. Amber limits are checked. If vibration is high for one engine amber “HI” is shown on the resp. button(9) on the ENGINE panel on the overhead. You can select alternate vibration sensors there, but in that case no vibration alert is generated.

VIB button and ENG START button on the engine start panel on the lower overheadFUEL FLOW(5) shows the actual fuel flow per engine in kg/hour. FUEL USED (6) counts the overall amount flow in the resp. engine. The count is reset when ENG START button (10) on the ENGINE panel is set to ON. FUEL TEMPERUTRE (7) shows the actual fuel temperature.


(1) (2) (3)(4)

(8)

(9)

(10)

(7)(6)(5)



Rev. 1 - 0307

Alerts:

EMUX SINGLE CHANNEL FAULTEMUX 1/2 SINGLE CHAN 1 ♪ 3,4,5,6,8,9,10,11

TGT ABOVE AMBER LIMIT

TGT HI ENG 1/2 2 ♪♪ 1,4,5,9,12 P

TGT ABOVE RED LIMIT

TGT OVLM ENG 1/2 3 ♪♪♪ 1,4,5,9,12 FUEL LEVER P

ROTOR SPEED (N1 or N2) ABOVE AMBER LIMIT

N1/N2 HI ENG 1/2 2 ♪♪ 1,4,5,9,12 P

ROTOR SPEED (N1 or N2) ABOVE RED LIMIT

N1/N2 OVSPD ENG 1/2 3 ♪♪♪ 1,4,5,9,12 FUEL LEVER P

HI VIBRATION

VIB HI ENG 1/2 1 ♪ 1,3,4,5,9,10,12 HI

FUEL PRESSURE LOWFUEL PRESS ENG 1/2 2 ♪♪ 1,3,4,5,8,9,10,12


A number of additional alerts will come with the failure system.




Rev. 1 - 0307

5.8 FIRE PROTECTION

Supplying Systems:

ALL SYSTEMS DC EMER

System Description:

The Fire protection system provides fire protection for both engines and the APU. Engines have 2 independent fire detection loops per engine, LOOP A and LOOP B. APU has 2 Loops in Fokker 100 and only one Loop in Fokker 70. The engine system has two fire extinguisher bottles, which can be discharged once. You can discharge each bottle into each engine, by pulling and rotating the fire extinguisher handle of the respective bottle.

!PULLING THE FIRE EXTINGUISHER HANDLE DISCONNECTS A NUMBER OF SOURCES PERMANENTLYWhen you pull a fire extinguisher handle of a engine, you close the fuel supply to that engine, disconnect the generator (IDG) and bleed air supply. In flight this may also affect the IRU of first officer.

ENGINE FIRE Panel on the upper Overhead, ENG 1 fire and handle pulled, ENG2 handle normal


(1) LOOP A disable button(2) LOOP B disable button(3) FIRE EXTINGUISHER HANDLE, 3 right clicks to pull and then do a right or left click to discharge agent 2 or 1.(4) AGENT LOW light, shows if left or right bottle is discharged.

(1) (2)

(3) (4)



Rev. 1 - 0307

APU FIRE Panel on the upper Overhead, APU Fire and already discharged

APU FIRE system operates similar to the engine fire system. Only on bottle is present, that can be discharged by unlocking and operating the switch. In Fokker 100 both loops can be disabled. An APU AGENT LOW indication shows bottle is discharged.

FIRE SYSTEM TESTS are provided on the TEST panel in the upper overhead.

TEST Panel on the upper overhead

Alerts:

ENG 1 / 2 FIRE DETECTED

FIRE ENG 1/2 3 ♪♪♪ active in all phases FUEL LEVER P

APU FIRE DETECTED

APU FIRE 3 ♪♪♪ 3,4,5,6,7,8,9,10,11 FUEL LEVER P


In real aircraft, systems tests are only shown as long as the respective test button/switch is operated. In FS panel switching is needed to see if all alert indications are working properly, we decided to display engine fire test as long as switch is set back to neutral, and APU fire test for 15 seconds.


(1) APU Fire extinguisher switch, unlock with right click, operate with left click(2) LOOP A disable button (not pres. In F70)(3) LOOP B disable button (not pres. In F70)(4) APU FIRE indication(5) AGENT LOW light, shows if bottle is discharged.

(1) (2) (3)

(4)(5)

(1) Engine Fire Test 1/2, Test is present until reset into center position(2) APU Fire test button

(1) (2)



Rev. 1 - 0307

5.9 ELECTRICAL SYSTEM

Supplying Systems:

ELECTRICAL DC EMERGENCY/BATT BUS

System Description:

Electrical power is one of the most important things on board of a aircraft. Without electrical power, only the standby airspeed indicator and the altimeter is working in the cockpit, so a high level of redundancy is needed for electrical equipment. Several sources of electrical power are present, these are the 2 batteries (28V DC) and the 2 generators of each engine (IDG1+IDG2 115V AC). APU can also supply AC power on ground and in air. External power source (AC) can supply power on ground when connected. The sources are routed to buses. A bus is a power line where systems can be connected to. A number of buses are present. Some buses are highly redundant, that means a high number of sources supply the bus, some are only supplied by a single source. But a failing source would then result in a bus power down a fail of all connected systems. If more sources are connected, the bus only fails if all sources are down. Electrical distribution give highly redundant electrical power for vital systems and less redundant for the unimportant ones, to extend battery life if needed. On the other hand, its used to have the option to power down defined parts of electrical system for case of a fire in some equipment, without loosing the capability to control the aircraft.

AC/DC EMER BUS: This bus is highly redundant, if all generators and APU fail, Batteries supplying that bus to keep it alive. Only really vital instruments connected to that system. Being on EMER only battery provides power for at least 30 minutes.

AC/DC ESS BUS: Essential bus is also very redundant, but needs more power and at least one working AC source to supply.

AC1+2/DC1+2 BUS: AC1/DC1 supplies most of the captain side instruments not connected to previous buses and thus the less important ones. Therefore AC2/DC2 supply same for the F/O. Cross connection between these buses is possible.

AC1/2 26V Bus: Directly connected to AC1/2 bus but 26V instead of 115V.

GALLEY AC BUS1/2: These buses are for all galley equipment and thus needed to be separated. In case of a fire in some galley equipment you can easily disconnect them without loosing flight deck systems.

GROUND SERVICE: These buses are used for ground equipment outside of the aircraft.




Rev. 1 - 0307

Overall the aircraft electrical system is split into a AC part and a DC part. Some systems need AC(overall the more powerful ones) and some need DC (most avionics) and some need both.

AC SORUCES are IDG1+2 (generators from engine 1 / 2), APU when running and external power. External power need to be connected in the utility panel and is then available. AC EMER bus is supplied by all AC sources and can be supplied by batteries via a inverter making 115AC out of 28V DC.AC ESS Bus is supplied by a combination of all AC sources.AC1 Bus is supplied by IDG1 and if AC X-TIE1 is open by APU or EXTERNAL Power. If AC X-TIE2 is open too, it can also be sourced by IDG 2.AC2 Bus is supplied by IDG2 and if AC X-TIE2 is open by APU or EXTERNAL Power. If AC X-TIE1 is open too, it can also be sourced by IDG 2.AC 1/2 26V Bus is directly supplied by the AC1/2 bus. Same for GALLEY1/2 bus, but can be disconnected by pilots with the Galley buttons.AC GRND HDLG BUS is supplied by external power.

ELECTRIC Panel on the lower Overhead, AC related buttons


(1) IDG 1 disconnect button, when OFF IDG 1 is disconnected(2) IDG 2 disconnect button, when OFF IDG 2 is disconnected(3) EXTERNAL POWER button and indication. Blue AVAIL is present when external power is available and not suppling. When pressed it goes to ON and external power is supplying the systems.(4) APU power disconnect when OFF(5) AC X-TIE1, disconnects AC1 system from EXT/APU and X-TIE2(6) AC X-TIE2, disconnects AC2 system from EXT/APU and X-TIE1(7) ESS+EMER ONLY (guarded). When switched to ON all buses are de-energized and only AC/DC EMER+ESS is left powered. Right click to operate the guard and left for the button.(8) GALLY PWR disconnect button, when OFF disconnects all galley power.

(1) (2)(3) (4)

(5)

(7)

(8)

(6)



Rev. 1 - 0307

DC SORUCES are TRU (transformer and rectifier unit) 1-3. These units transform AC power to DC power. TRU 1 is connected to AC Bus 1, TRU2 to AC Bus 2 and TRU3 to AC ESS Bus. The 2 Batteries are also DC sources.BATTERY CAHRGERS 1+2 are supplied by AC Bus 1+2 and are used to continuously load the batteries.BATT BUS 1+2 is supplied by either BAT1 and BAT2.DC EMER bus is supplied by all DC sources including the batteries.DC ESS Bus is supplied by TRU3 thus by AC ESS bus.DC1 Bus is supplied by TRU1 thus by AC1 Bus or by DC2 if DC XTIE is on.DC2 Bus is supplied by TRU2 thus by AC2 Bus or by DC1 if DC XTIE is on..DC DUAL Bus is supplied by DC1 and DC2 bus, so if one of them available DC DUAL is available.APU CTRL Bus is supplied by DC EMER Bus and supplies all APU stuff.DC GRND HDLG BUS is supplied by a GRND TRU from the AC GRND HDLG bus and via battery.

ELECTRIC Panel on the lower Overhead, DC related buttons


(1) TRU1 disconnect button, when OFF TRU 1 is disconnected(2) TRU2 disconnect button, when OFF TRU 1 is disconnected(3) DC X TIE, cross ties the DC1 and DC 2 bus to source each other when switched ON.(4) BATTERY CHARGER 1disconnect button, when OFF battery charger 1 is off.(5) BATTERY CHARGER 2 disconnect button, when OFF battery charger 2 is off.(6) BATTERY SWITCH connects both Batteries to the electrical system when on. (stand by horizon is connected BEFORE this switch so is energized as long batteries are alive independent of that switch)(7) ESS+EMER ONLY (guarded). When switched to ON all buses are de-energized and only AC/DC EMER+ESS is left powered. Right click to operate the guard and left for the button.

(1) (2)(3)

(4) (5)(7)

(6)



Rev. 1 - 0307

ELECTRICAL INDICATION is provided in the upper part of the ELECTRIC panel. You can observe all voltages, loads and frequencies of a selected bus/source system.

ELECTRIC Panel on the lower Overhead, Indication related area

Alerts:

AC BUS 1/2 Fault

AC BUS 1/2 2 ♪♪ 4,5,9,10

DC BUS 1/2 FaultDC BUS 1/2 2 ♪♪ 4,5,9,10

DC BUS 1/2 Fault

DC BUS 1/2 2 ♪♪ 4,5,9,10


(1) Display source selector, select source to be displayed in the 3 displays. Dual sources use the resp. outer displays, single sources the center display.(2) Display type is load. Click to activate, active when green bar is visible. This shows the load on sources in % of maximum load, for buses this type is dashed.(3) Display type is load. Click to activate, active when green bar is visible.(4) Display type is frequency. Click to activate, active when green bar is visible, for DC systems this type is dashed.(5) 3 Data displays

(1)

(2)(3)

(4)

(5)



Rev. 1 - 0307

BAT SWITCH OFF and FCTL LOCK OFFBAT NOT ON 1 ♪ 1,3,4,5,6,8,9,10,12

EXTERN POWER PLUGGED IN

EXT PWR CONNECTED M


System is highly accurate simulated, except some ground handling stuff that would need the resp. ground handling panels. But does not make sens to simulate that.




Rev. 1 - 0307

5.10 BLEED AIR SYSTEM

Supplying Systems:

BLEED 1 DC EMERBLEED 2 DC ESS

System Description:

Bleed air is needed for different systems in aircraft. Bleed air is sourced by the compressors in engines and the APU and external bleed air when on ground. 2 compressor stages in engines provide either high/low pressure bleed air. Bleed air is used for engine start, anti ice systems, cabin air conditioning and pressurization and hydraulic and water tank pressurization.

Both engines supply bleed air, as soon as the respective bleed button is blank. External bleed air is directly fed in, without any controls. APU bleed air is fed in when APU BLEED button is blank and aircraft on ground.

! APU BLEED AIR LIMITATIONS

APU Bleed is connected 2 minutes after APU electrical power is available.APU Bleed is only available on ground, different to APU electrical power

Engine Starter and Engine Anti Ice System is directly feed from the bleed system. The airconditioning packs, the bleed pressure indicator and airframe anti icing are separated by a SHUTOFF valve from the bleed system. This valve opens as soon as a fire handle is pulled.

The bleed pressure indication shows bleed pressure in psi. The more “bleed user” connected (anti ice, starter, packs e.g.) the lower the pressure. Pressure also varies by thrust, the more thrust the higher the amount of bleed air available. Pressure is up-limited to 55psi, and should not fall below 12psi.

GROUND BLEED need to be connected in the UTILITY PANEL.




Rev. 1 - 0307

AIRCONDITION Panel on the lower/upper Overhead, BLEED AIR related buttons

Alerts:

Alerts will come with failure generator, no alerts can be forced by pilot.


Nothing relevant missing, system will get more interesting when failures possible.


(1) ENG 1 Bleed air disconnect(2) ENG 2 Bleed air disconnect(3) Bleed pressure display

(1) (2)(3)

(4)



Rev. 1 - 0307

5.11 AIR CONDITIONING SYSTEM

Supplying Systems:

ECON CTRL DC ESSCAB AUTO CTL DC ESSCAB MAN CTL DC2FLTDCK AUTO CTL DC EMERFLTDCK MAN CTL DC1

RAM AIR CTL DC1TEMP INDICATION DC ESSPACK1 DC EMER/BLEEDPACK2 DC ESS/BLEED

System Description:

Airconditioning is controlled via the PACK 1+2. PACK1 supplies Flightdeck, PACK2 the cabin. PACK can be switched off via the assigned pack pushbutton. Additional following auto-shutoff conditions can be met:– bleed pressure is below 10psi– during engine start– when both engines reverse– when single engine operation and thrust above MIN TO and below 13500ft.

The auto-shutoff can be overridden with the AIRCOND AUTO S/O button in the RAM panel. The pack flow control defines the rate at which packs are suppling air. Flow can be reduced by activating the ECON mode. The reduced ECON flow is automatically selected when:– TOGA is selected, until 1min after selection– During takeoff until 1min after liftoff– As long as max thrust is applied

ECON is inhibited when temp control is in manual mode. In the flightdeck, the most noise is produced by the packs. It is very loud and you can hear every pack flow change and bleed pressure change.

TEMPERATURE CONTROL can either be manual or automatic. Different temperatures for flightdeck and cabin can be selected. A display can show cabin temperature and suppling air temperature.

RAM air valve would open a valve to have outside air feeding the cabin, that makes only sense in unpressurized flight situations.




Rev. 1 - 0307

AIRCONDITION Panel on the lower/upper Overhead, AIRCON related buttons

RAM AIR panel on the lower overhead

Alerts:

Alerts will come with failure generator, no alerts can be forced by pilot.


Nothing relevant missing, system will get more interesting when failures possible. External cabin air supply is not possible in simulation.


(1) PACK 1 switch, when off affects all subsystems(2) PACK 2 switch, when off affects all subsystems(3) ECON switch, blue ON when on, reduces packflow(4) FLTDCK temperature selection(5) CABIN temperature selection(6) FLTDCK manual temperature control(7) CABIN manual temperature control(8) TEMP display source(9) TEMP display, source it what selected in (8)(10) Recirculation fan switches, for Fokker 100 only since they are required for the longer cabin

(1) (2)

(3)

(4) (5)

(1) AIRCON AUTO SHUT pushbutton, when OFF automatic pack shutoff due to single engine operation is inhibited(2) RAM air valve control, when ON requests valve to open, else to close. Lower half of button states the actual position of valve, states OPEN when open.

(1) (2)

(10)

(9)

(8)

(7)(6)



Rev. 1 - 0307

5.12 PRESSURIZATION

Supplying Systems:

CAB PRESS CTRL DC ESS/AC ESS/AC 2

CAB PRESS AIR PACK1+2

CAB PRESS INDICATION DC EMER

System Description:

Cabin pressurization is done via the airconditioned pack supply. So for proper pressurization working pack and bleed air is required. Pressurization can only work if outside pressure is lower than the cabin. Packs provide high pressure air, and outflow valves regulate as to maintain a target cabin pressure. A value for cabin pressure is the cabin altitude. If cabin pressurization runs in the automatic mode, the maximum differential pressure of 7.46psi is held at higher altitude. That results in 8000ft cabin altitude when flying on 35000ft. Excessive cabin altitude alert is presented when cabin altitude goes beyond 10000ft. If cab alt goes beyond 12000ft outflow valves close automatically. Outflow valves limit differential pressure to 7.65psi. Additional inflow valves prevent against negative differential pressure.

AUTOMATIC mode starts operation at take off and sets the target cabin altitude and rate. Setting the LANDING ALTITUDE is required for a proper pressurization profile for decent.

MANUAL mode provides selection of cabin altitude rate. It can be selected by switch the PRESS CONTROL button to MAN and then operate the UP/DN rate with selected rate.

PRESSURIZATION INDICATION is done via 3 electrical driven needles, that show differential pressure, cabin altitude and cabin climb/descent rate.

CABIN PRESSURIZATION INDICATIONS on lower overhead panel


(1) Differential pressure indication in psi.(2) Cabin altitude in feet.(3) Cabin rate of climb/descent in feet per minute

(1) (2) (3)



Rev. 1 - 0307

CABIN PRESSURIZATION CONTROL panel on lower overhead panel

Alerts:

EXCESSIVE CABIN ALT, higher than 10000ftCABIN ALT 3 ♪♪♪ 3,4,5,6,8,9,10,11 P


Nothing relevant missing. The automatic pressurization profile is a little more simplified than the real one.


(1) Landing altitude selector(2) Landing altitude display, indicates the altitude selected, is mechanically linked to knob(1).(3) MAN control button, when switched to MAN, manual pressure control is required/possible.(4) Cabin pressure change, operate to change cabin altitude in MAN mode. UP for cabin altitude increase, DN for altitude decrease.(5) Rate of descent in MAN mode, defines at wich rate UP/DN commands are done.

(1)

(2)(3)

(5)

(4)



Rev. 1 - 0307

5.13 ICE/RAIN PROTECTION

Supplying Systems:

ENG ANTIICE 1+2 DC ESS/BLEEDICE DEDECTION DC EMERpitot1 HEAT DC EMERpitot2 HEAT AC 2pitot3 HEAT AC 1STATIC HEAT AC ESS

TAIL ANTI ICE DC 2 / BLEEDWING ANTIICE DC1 / BLEEDVANE HEAT LH AC1VANE HEAT RH AC2WINDOW HEAT LH AC1WINDOW HEAT RH AC2WIPER LH DC EMERWIPER RH DC 2

System Description:

First of all, Fokker aircraft are equipped with a ICE DEDECTOR, that regularly checks if icing occurs. If so a alert is presented and the ICE warning indication is on.

The ENGINE ANTIICE is controlled in the ANTIICE panel on the lower overhead panel. Bleed air is used to provide engine anti ice. Engine vibration increases and power reduces upon icing.

The AIRFRAME ANTIICE (WING/TAIL ANTIICE) is also controlled in the ANTIICE panel on the lower overhead panel. Bleed air is used to provide airframe anti ice. Airframe anti ice is inhibited for 60 seconds after TOGA selection or liftoff or as long as max. thrust is selected.

! ANTIICE EFFECT TO BLEED AIR/IDLE THRUST

Anti ice is significantly reduces bleed pressure when in low thrust condition. Therefore ATS will command above idle when in LVL/CHG descent or in PROF descent to maintain a minimum of bleed air. Especially in profile descent this could result in excessive IAS/MACH and profile deviation.Additionally it needs engine power, so expect climb rate reduction and more fuel consumption in cruise flight.

ANTI ICE CONTROL panel on lower overhead panel


(1) Engine 1 Anti-ice switch(2) Engine 2 Anti-ice switch(3) Wing Anti-ice switch(4) Tail Anti-ice switch(5) ICING warning light (amber)

(1) (2) (3)(5) (4)



Rev. 1 - 0307

! OPERATE ALWAYS BOTH ANTI ICE BUTTONS

Always switch BOTH anti ice systems, so ENG1 and ENG2, or WING and TAIL ANTI ICE on. Else you will get a status message after a few seconds saying system is inoperative.

As soon as both switches of either engine or airframe anti-ice are on, you will get a respective status message.

PROBE HEATING is provided for every single pitot/static system, the left and right angle of attack vane and the left and right windscreens. An alert is presented if one pitot heat is off upon parking brake release and in ground.

WINDOW heating can be controlled on the same panel.

PROBE HEAT CONTROL panel on lower overhead panel

WIPERS are provided to clean the windscreen, they can be independently controlled for each side in two different speeds.


(1) VANE 1 Heating switch(2) PITOT HEAT system 1 switch(3) PITOT HEAT system 2 switch(4) PITOT HEAT system 3 switch(5) VANE 2 Heating switch(6) WINDOW LH Heating switch(7) WINDOW LH Heating switch

(1) (2) (3)

(6) (7)

(4) (5)



Rev. 1 - 0307

Alerts:

ICING CONDITION PRESENT AND SENSEDICING 1 ♪ 3,4,5,9,10,11 ICE

ENGINE ANTI ICE ON

ENG A-ICE ON M

WING AND TAIL ANTI ICE ONAIRFRAME A-ICE ON M

AT LEAST ONE OF 3 pitot SWITCHES OFF AND PARKING BRAKE RELEASED

POTOT HEAT NOT ON 1 ♪ 3,4,5,6,7,8,9,10,11


Nothing relevant missing.




Rev. 1 - 0307

5.14 HYDRAULIC SYSTEM

Supplying Systems:

QTY INDICATION DC1QTY INDICATION DC2S/O VALVE ENG1 DC EMERS/O VALVE ENG2 DC EMER

ELEC PUMP1 AC1ELEC PUMP2 AC2HYDR XFER DC DUAL

System Description:

Hydraulic system is, after electrical system, the next vital system, where redundancy is an issue. All aircraft control flaps as elevator, aileron, rudder, stabilizer, speed brake, lift dumpers, gear and brakes are primary hydraulic driven systems. For some systems, alternate electrical driving is possible in case of a complete hydraulic failure or hydraulic accumulators provide at least pressure for some actions.

HYDRAULIC SYSTEM is split into 2 systems, but these system are unlike to most other systems, not separated into left/right system. Each engine has 2 internal hydraulic pumps, one suppling system 1 and the other system 2. So one single engine provides pressure for both systems. Additionally every system has electrical driven pump, but this pump cannot provide as much power to do in-flight operation, its for ground operation only.

PRESSURE is regulated to about 3000psi for every system and is independent of N1 of the engine.Oil pressure and quantity is measured and indicated in the HYDRAULIC control panel on the overhead.

HYDRAULIC PANEL on lower overhead panel


(1) SYS1/2 Pressure display in psi(2) SYS1/2 Pressure display in psi(3) SYS1/2 ENG 1 Pump switch(4) SYS1/2 ELECTRIC Pump switch(5) SYS 1/2 Qty and Overheat warning lights(6) SYS1/2 ENG 2 Pump switch

(1)

(4) (5)

(1)

(4) (5) (6)(3)

(3)

(2)

(2)

(6)



Rev. 1 - 0307

Alerts:

No alerts present since no internal failures yet. As long as every system is working properly pilot can not force faults to be presented.


Nothing relevant missing.

5.15 LANDING GEAR

Supplying Systems:

LDG GEAR OPERATION HYDR SYS 1LDG GEAR CONTROL DC DUALLDG GEAR POS WARNING DC EMERGND/FLT SENSING 1/2/3 DC1/DC2/

DC EMERBRAKE OPERATION HYDR SYS 2

HYDR ACCU

ALT. BRAKE PRESS IND DC1/DC GRNDAUTO BRAKE SYSTEM DC DUALBRAKE TEMP IND. LH AC 26V 1BRAKE TEMP IND. RH AC 26V 2

System Description:

LANDING GEAR contains gear extension and retraction, and braking and steering systems. The sensors providing information if aircraft is on ground or in flight are also mounted in landing gear.

LANDING GEAR MOVEMENT controlled with the landing gear lever. The lever operates all valves for a gear and gear door movement. As long gear is in travel the landing gear lever knob is illuminated in blue. When gear is fully down and locked the 3 green lights (left/nose/right) are on. Without hydraulic power gear can only be extended once by gravity and no more operation is possible. If landing gear is not down and locked, when– Radio altitude lower than 1000ft, and– Flaps more than 23° out or thrust below MIN TO

then a LG NOT DOWN level 3 alert is presented. This aural triple chime can NOT be canceled. Landing gear must be successfully extended for the alert to disappear. Only if the alert is generated by thrust going below the MIN TO position, it can be canceled by pressing MWL.

The landing gear lever is positioned in the center of the Main Instrument Panel.




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BRAKE CONTROL SYSTEM provides braking control for all wheels. Brakes can be controlled manually via the default MSFS brake action or automatically via the Auto Brake System (ABS). Brake temperature is sensed and displayed in the Brake Temperature Indicators.

AUTOMATIC BRAKE SYSTEM provides automatic braking with a predefined brake efficiency.

RTO mode can be armed on ground, to provide maximum braking in case of a rejected take off. As soon as ground speed is above 80kts and thrust levers are fully retarded to idle ABS will come active and applies full brake pressure until either– the aircraft comes to a full stop or (switch goes OFF automatically)– the thrust levers are moved above idle or (switch goes OFF automatically)– brakes manually operated (switch goes OFF automatically)– ABS manually switched to OFF

In case of lift off after takeoff the switch will automatically return to the OFF position and disarm the system.

During LANDING the ABS can be armed in flight to 3 levels of brake power (LO, MED, HI). When armed to one of these levels the ABS will come active as soon as touchdown is sensed and thrust levers are fully retarded to idle. Same conditions as for RTO disarm the system. A different brake power level can be selected any time. On ground only RTO can be selected.

ABS system has a self test functionality, that will generate a fault when failing. This test will also fail if at the moment of RTO arming, so the moment where switch is moved from OFF to RTO. In this moment following conditions need to be met for a proper RTO arming:– Thrust Levers idle– no manual brake operation

ABS CONTROL panel on the MIP and dual MFDU overlay panel


(1) ABS Autobrake Selector(2) ABS Autobrake Fault Light

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BRAKE TEMPERATURE can be watched on the brake temperature can be watched on the 2 indicators.

BRAKE INDICATION s on DUAL MFDU panel.

In case of hydraulic system pressure drop the brake pressure accumulators provide pressure for about 6 braking operations. When remaining pressure drops below 1000psi, braking is no more possible. The remaining accumulator pressure can be read in the resp. indicator.

PARKING BRAKE on middle pedestal.

PARKING BRAKE can be set by the respective handle on the pedestal panel.

Alerts:

LG NOT DOWN AND LOCKED AND LG SELECTOR DOWNNOSE/L MAIN/R MAIN LG UNSAFE 2 ♪♪ 3,4

LG NOT DOWN AND LOCKED AND LG SELECTOR DOWNLG NOT DOWN 3 ♪♪♪ 2,3,4,5,6,7,10,11

PARKING BRAKE SET

PARKE BRAKE SET MReal Aircraft Differences:

In real aircraft, together with ABS and ANTI SKID system is present, MSFS has no proper ground roll behavior to simulate that.


(3)(1) Left Gear Brake Temperature Indication(2) Right Gear Brake Temperature Indication(3) Brake accumulator pressure

(2)(1)

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5.16 FLIGHT CONTROLS

Supplying Systems:

AILERONS DC1/2HYDR1/HYDR2

ELEVATOR DC1/2HYDR1/HYDR2

RUDDER DC DUAL/ESSHYDR1/HYDR2

RUDDER MANUAL DC ESSSTABILIZER DC ESS/DC2

HYDR1/HYDR2

STABILIZER TRIM DC1/DC2TRIM INDICATOR AC 26V ESSSTAB ALTERNATE DC EMERFLAP CONTROL DC EMER/HYDR 1FLAP ALTERNATE DC EMERLIFTD AUTO CTRL DC DUALLIFTD MAN CTRL DC EMERSPEEDBRAKE DC DUAL/HYDR 1

System Description:

PRIMARY FLIGHT CONTROLS as Elevator, Aileron and Rudder are controlled by joystick. These controls are driven by both hydraulic systems where the rudder is primary driven by hydraulic system 2. You can disconnect every single Control from either Hydraulic System 1 or Hydraulic System 2 in the hydraulic panel on the lower overhead panel.

HYDRAULIC CONTROL PANEL on lower overhead panel


(1) SYS1/2 AILERON disconnect when OFF(2) SYS1/2 RUDDER disconnect when OFF(3) SYS1/2 ELEVATOR disconnect when OFF(4) SYS1/2 STABILIZER disconnect when OFF

(1) (4)

(1) (3) (4)

(2)

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When hydraulic power is not available, all controls can be moved by manual force on control wheel/pedals in real aircraft, but it goes hard. We simulated that in less reactive rudder changes, so you cannot move the controls as fast as with hydraulic power. Icing can also have similar effects.There are no indications available in the real aircraft, because you can feel rudder travel on yoke. Anyway in the simulation we added a FMS Maintenance Page where the controls can be monitored. You can check correct rudder travel there.

MAINT2 Page in FMS

FLIGHT CONTROL LOCK provides control locking. When flight control lock has snapped in, elevator is locked in fully forward position and ailerons to neutral. Rudder is not affected, throttle is limited to below MIN TO position. To enable flight control lock pull the lever on the pedestal. As soon you move your elevator axis fully forward, it locks. You can unlock by moving the handle down.

Flight Control Lock Lever on lower pedestal

The STAB TRIM can be operated by the normal MSFS trim keys/buttons. These simulate the STAB TRIM buttons on real control wheel. Hydraulic power and FAC STAB channels need to be available for that. (See FAC Flight Augmentation Computer for details).


Maintenance 2 Page:Access: [REF] -> MAINT> [LSK5R]->[NEXT PAGE]

LSK2L: Elevator/Stabilizer Trim Position in degreesLSK3L: Aileron Trim Position in degreesLSK4L: Rudder Trim Position in degreesLSK2R: Elevator deflection in % of full movementLSK3R: Aileron deflection in % of full movementLSK4R: Rudder deflection in % of full movement

(1) Flight Control Lock Lever,

DOWN: OFF Flightcontrols are operational

UP: ON Flightcontrol lock is armed, and as soon aileron neutral and elevator moved fully forward it snaps in and locks controls

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Additionally you can trim via the control wheel on upper pedestal as long as hydraulic power is available and the resp. systems are connected, this only works by clicking in the wheel. Alternate Trim can be operated by the alternate trim switch on pedestal.

The STAB TRIM POS indicator on the mid pedestal indicates the actual STAB TRIM position. For takeoff you can find the correct trim setting for your %MAC value here.

STABILIZER INDICATOR for F70 left and F100 right and trim wheel with alternate STAB switch

AILERON TRIM and RUDDER TRIM is provided on the lower pedestal. They operate by hydraulic power of the respective axis.

Aileron and rudder Trim Knobs


(1) STAB Position needle (F70)(2) OFF Flag if STAB indication fails(3) F70 Trim Panel (4) Trim Wheel(5) Alternate Trim switch

(1)

(1) Rudder trim wheel(2) Aileron trim wheel

(1)

(2)

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SPEED BRAKE is operated by the speed brake lever on pedestal. Speed brake can be used in flight to decelerate the aircraft in descent. Speed brake can also be used to be extended during a complete ILS approach to force the engines running at higher RPM to make them more reactive on gusts.Speed brake is driven by a constant hydraulic pressure of 3000psi. At higher airspeeds,air load on the brake is as high to reduce its mechanic extension to from about 60° to about 30°. The speed brake light on MIP indicates as soon speed brake leaves IN position.

! MAJOR DIFFERENCE TO OTHER AIRCRAFT TYPES

Speed brake can NOT be armed to extend automatically upon touchdown or rejected take off! It has no great effect on braking distance, since airspeed is relative low on ground.

Speed brake extension is inhibited during AFCAS TO or GA modes, and as long you apply maximum thrust. Speed brake automatically retracts when:– TOGA trigger activated– Thrust above MIN TO with Landing Gear up– maximum thrust is applied

If hydraulic power fails speed brake cannot be extended anymore. If speed brake is already extended it stays there until you select lever to IN position, then it slowly retracts, driven by air load.

SPEED BRAKE Lever on upper pedestal

SPEED BRAKE Light on MIP and F/O side


(1) Speed Brake Lever(2) Speed Brake Light on MIP

(1)

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LIFT DUMPERS are used to destroy lift upon touch down or a rejected take off. They are NOT able to be used as spoilers in flight. Anyway they even can not be extended in flight. Lift dumpers have no lever to operate, the only can be armed to extend upon touchdown or in rejected take off. The lift dumper logic can be armed with the respective button between the fuel levers. The lift dumper systemcan completely disabled in the overhead hydraulic panel. Lift dumpers can be engaged manually or automatically.

AUTOMATIC EXTENSION only occurs when system is armed with the LIFTD ARM button. When armed on ground, extension occurs when speed was once greater 80kts and Throttle retarded to idle. As soon as applying forward throttle above idle or manually disarm the system via the button they retract. The system automatically disarms upon lift off. When armed IN FLIGHT the lift dumpers extend upon touchdown and wheel spin up. As long until you apply forward thrust or manually disarm the system via the button. Lift dumpers disarm upon TOGA button press forcing a go-around.

! Attention LIFT DUMPNER ARMING!

Do not arm the LIFTD system without landing gear extended since the self test could fail then

Manual extension occurs upon reverser deployment and system was not armed. The lift dumpers are retracted then again with reverser.

SPEED BRAKE Lever on upper pedestal and LIFT SYSTEM SWITCH on lower overhead in HYDRAULICS panel


(1) Lift Dumper ARM button

(2) Lift Dumper System disconnect button, right click to operate guard and left for button.

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FLAP SYSTEM is primary driven by hydraulic system 1, and operated by the flap lever. Flap indication is provided in the lower left part of the PFD(primary flight display). If handle disagrees with flap position a respective alert is presented. The alternate flap switch is used to operate the flaps electrically. Can be used in case of hydraulic system 1 pressure loss.

! Attention ALTERNATE FLAP operation!

When alternate flap system is once operated, hydraulic system is permanently disconnected, and so normal flap lever operation cannot be used and recovered anymore until you completely shut down the aircraft !

FLAP Lever on mid pedestal

The T-O CONFIGURATION check is used to check the state of flight controls if set correct for a proper take off run. It will generate up to 6 level 3 alerts, none of them can be canceled by MWL. The failure are canceled by The take off configuration is checked as soon thrust is above MIN TO position on ground. Following checks are performed, if

– Speed brakes in and,– Stabilizer in T/O range and,– Lift dumpers in and,– Flight control lock off and,– Flaps 0,8,15 and,– parking brake not set– both elevator hydraulic systems available

Prior to take off, you can test your current configuration by pressing the T-O CONFIG TEST button on pedestal. It will perform all the checks except the parking brake check. When the T-O CONFIG TEST has succeeded it displays T-O CONFIG NORM memo for about 1 minute. If it fails the respective level 3 alert is presented for about 5-8 seconds.


(1) Flap Lever(2) Alternate Flap Switch, springloaded

(2)

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STICK PUSHER and STICK SHAKER is provided to warn and resolve stall condition. The Stick shaker gets active when your indicated airspeed enters the lower red checkerboard area in PFD. When a stall is detected, the control column is pressed forward by hydraulic pressure to recover. With an active stick pusher, maximum joystick up elevator results overall in neutral joystick. Stick pusher can be disconnected as long the handle is pulled. Handle can be only reset on ground!

STICK PUSHER on middle pedestal.

Alerts:

STICK PUSHER FAULT OR HANDLE PULLED

STICK PUSHER 2 ♪♪ 4,5,9,10,11

FLAP LEVER POSITION DOES NOT AGREE WITH FLAP SENSORSFLAP DISAGREE 2 ♪♪ 4,5,9,10

FLAPS NOT IN TO CONFIG OR IN ALTERNATE MODE

T-O CONFIG FLAP 3 ♪♪♪ 5,6,7,8,9,10

STABILIZER NOT IN T/O RANGET-O CONFIG STAB 3 ♪♪♪ 5,6,7,8,9,10

BARKING PRAKE NOT RELEASED

T-O CONFIG PARK BRK 3 ♪♪♪ 4,5,6,7,8,9,10

SPEED BRAKE NOT INT-O CONFIG SPBK 3 ♪♪♪ 5,6,7,8,9,10


(1)



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LIFT DUMPER DOORS UNLOCKEDT-O CONFIG LIFTD 3 ♪♪♪ 5,6,7,8,9,10

FLIGHT CONTROL LOCK ON

T-O CONFIG CTL LOCK 3 ♪♪♪ 5,6,7,8,9,10

ONE ELEVATOR SYSTEM DEPRESSURIZEDT-O CONFIG EL 3 ♪♪♪ 5,6,7,8,9,10


ALTN FLAP switch is spring loaded to increment/decrement flap position electrically, in real aircraft its steady positioned, and flaps move as long switch is UP/DN. But in FS only fixed flap positions are possible.




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5.17 AIR DATA COMPUTERS/SYSTEM

Supplying Systems:

ADC1 AC EMERAOA TRANS. 1 AC 26V EMER

ADC2 AC2AOA TRANS. 2 AC 26V 2

System Description:

Two airdata computers sense all static and pitot ports, and provide basically information about altitude, indicated airspeed, coarse vertical speed information, angle of attack and some more airdata values. 2 airdata systems provide information for either CAPT (ADC1) side and F/O(ADC2) side. In the source selector panel you can select the offside ADC system. The airdata systems are supplied by 3 pitot and static ports. Pitot 1 supplies ADC1, pitot 2 ADC2, and pitot3 supplies the standby instruments. The 2 angle of attack vanes supply angle of attack information for ADC1 (Vane1) and ADC2 (Vane2).

ALTIMETER SET Panel, 2 installed one for ADC1 (LH /Capt) and ADC2 (RH /FO)

BAROMETRIC SET Panels allow the adjustment of the altimeters. LH(ADC1) and RH(ADC2) Barometric setup is provided, standby altimeter has to be setup separate. BARO setting can be done via the BARO selector(1) as long as QNH is displayed, when rotating the STD Knob(2) to left BARO sets STD pressure 1013,25mBar or 29.92InHg. The QFE is disabled as in all real Fokkers now, since QFE is not used anymore. You can still select a BARO even if in STD, it will be set when you switch back to QNH. The MSFS function “B” - set altimeters- sets all 3 pitot ports to the actual QNH.

STANDBY Instruments provide information from pitot system 3. Indicated Airspeed is a pure mechanical instrument, electrical power is needed for background lightning only. Altimeter is also mechanical, but needs battery power for a little hammer avoiding the needle gluing on the scale. Altimeter has a knob for BARO setting and display for mBar and InHg. The standby gyro driven artificial horizon needs electrical power, but its not connected to a bus. Its directly connected to the Batteries as soon one fuel lever is open or when battery switch is on. The horizon need to be caged to zero after


(1) Speed Brake Lever(2) Speed Brake Light on MIP

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power on, therefore pull the button, aircraft need to be in a zero pitch, zero bank position for that.

Alerts:

No alerts present.


No differences


(1) Standby Horizon(2) Horizon Cage knob, click to pull(3) Standby Indicated Airspeed(4) Standby Indicated Altimeter (feet)(5) Altimeter hammer OFF indication(6) Baro setting of altimeter in mBar(left) and inHg(right)(7) Baro setting knob

(2)

(4)

(5)

(6)

(3)

(7)

(1)



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5.18 INERTIAL REFERENCE UNITS (IRU)

Supplying Systems:

IRU1 AC ESS/DC EMER IRU2 AC2

System Description:

INERTIAL REFERENCE UNITS provide a number of important values used in many systems. Most important values are of course pitch,bank,LAT/LON position data and thus ground speed, followed by mag/true heading, calculated wind information, calculated track information, precise vertical speed and several acceleration values for AFCAS. 6 Laser Gyros per IRU measure every acceleration in every axis and integrate and calculate them into the stated values. Some values are available only when aircraft is in motion, when ground speed is above 80kts. These are wind information and so track information.

For proper operation of IRU's, a alignment is needed with a absolute non moving aircraft on ground. That alignment takes between 5-15minutes (5 minutes on equator up to 15minutes at 70°N/60°S).Its a option in the panel configurator to reduce align time to about 1-5minutes. In the full align phase it's absolutely mandatory, that aircraft is not moved, engines are off and electrical power is not switched during align, spikes could easily result in a align fault. IRS calculates the actual heading and a coarse position information during align time. But you have to enter you actual precise position into the IRU panel or set it via FMC (see FMC chapter for more info about that). When the position is set and IRU's are in NAV mode and align lights are out, its ready to use. You can only enter positions that are at least within +/-1° LAT and +/- 0.5° LON of the actual coarse (self discovered) position. You can not set a position of Rio de Janairo in Vienna.

Due to a summing inaccuracy of the measurement of accelerations, the IRU data, especially the position and so ground speed info get inaccurate the longer you fly. For that reason you can do a fast realign on ground but aircraft must not be moving. Realign allows to do a short recalibration and position entry, but that can only be done out of a prior aligned phase. Out of OFF mode you can only do a complete align.

In flight nothing can be done if a IRU fails, you have no chance to realign it. In flight if a IRU lost all information (power loss) you can switch to ATT mode. In this mode you have to hold the aircraft in 0° pitch and 0° bank for 30seconds and then IRU will recover attitude information. If you enter the current heading it will recover heading based on your input too. Position and ground speed/wind information is unrecoverable lost until aligned on ground again.




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! VOR receiver do not calibrate IRU's

As many of you maybe know about VOR calibrating IRU position, thats not correct. VOR do not calibrate the IRU Position, they calibrate the FMS position. VOR have no effect on IRU information and data. See FMS introduction for more information.

Fokker jets have at least 2 independent IRU's on board. IRU1 is primary routed to CAPTAIN side instruments, IRU2 to F/O. Both IRU are routed to each FMS and AFCAS/FCC.

CONTROL of both IRU's is done via two panels, first the MODE SELECT UNIT on the upper overhead. This panel allows native control over IRU, you can switch them OFF, into ALIGN or REALIGN phase, NAV and ATT mode by the IRU Mode Selector(1). The panel provide a switch for each installed IRU unit. When switch once gets in NAV mode you can only move it out of that position with a right click, because in reality it's locked by a pull.

! Attention with IRU Mode selection during flight !

NAV is the normal position in flight, changing that mode would result in a complete indication loss of primary flight data and position and FMS loss. So fingers away from that switches in flight unless there is really need to!

The 4 LIGHTS per IRU indicate the status of the IRU's. A steady align light(2) indicates that align phase is in progress. A blinking align light(2) means pilot action is needed or an error has occurred during align. Error identification and solving is described a few lines later. The ON DC Light (3) indicates the IRU is DC powered instead of AC. Normally it should be AC powered unless AC is lost. ON DC comes on for 5 seconds whenever IRU's switched on, just for testing purposes. The FAIL light indicates a complete IRU system fail.

MSU MODE SELECT UNIT on upper overhead panel


(1) Mode select knob, yellow boxes indicate the click spots, left box = rotate ccw, right box rotate cw.When in NAV only right click can move out of NAV position(2) ALIGN light(3) ON DC light(4) DC FAIL light(5) FAIL light(6) IRU 2 mode select knob

(2)

(4)(5) (6)

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The IRU Panel on pedestal allows data entries via the keyboard and provides data display. The display(1) has 2 sections for data display and a number of dots indicating commas(2) and degree "°"(3) signs. With the display mode selector(4) you can select data to be displayed.

ISDU UNIT on upper upper pedestal panel

– TEST illuminates all segments of display (only when GS<20kts and not in ATT mode)

– TRK/GS shows magnetic track and actual ground speed (GS at all speeds, TRK above 80kts)


(1) Display(2) Comma(3) Degree sign(4) Display mode selector(5) IRU source selector(6) Keyboard

(2)

(4)

(5)

(6)

(1) TRACK magentic in degrees(2) GS ground speed

(2)

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– PPOS shows actual LAT/LON position of selected IRU (at all speeds)

WIND Wind direction and speed (above 80kts)

– HDG/STS true heading and status/error code (at all speeds)

Status codes:00 normal03 excessive movement during align04 Latitude position entry is out of range05 Longitude position entry is out of range08 enter position, IRU is aligned longer than 10 minutes but no position entered yet.

! IRU LAT/LON Position is not position used for MAP, FMC and AFCAS navigation mode !

N The displayed position is NOT the position of MAP/FMC neither current FS aircraft position ! The position you read is the one you entered during align phase shifted by all movement the aircraft does since then, plus some IRU drift rate. See FMC chapter for detailed position handling information in this aircraft

The IRU selector selects the data source, either IRU1 or IRU2. For a description how to enter and handle position entry, see chapter NORMAL PROCEDURES section COCKPIT PREPERATION.


(1) LATITUDE in degrees, minutes(2) LONGITUDE in degrees, minutes

(1) Wind direction in degrees true(2) wind speed in knots

(1) Heading in degrees true!(2) Remaining align time in minutes(only visible during align)(3) IRU status/error code, see table below

(3)

(1) (2)

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Alerts:

No alerts can be forced by pilot


The align time can be reduced for simulation, but real values also possible, see FMC MAINT 3 page.

5.19 WEATHER RADAR (WXR)

Supplying Systems:

WEATHER RADAR AC ESS ANTENNA STAB IRU1/2

System Description:

WEATHER RADAR system provides possibility to detect heavy clouds/turbulent formations and ground scanning. Control of Radar is done via the WXR panel on the lower pedestal panel and the EFIS panel in the MIP. Echo's are displayed in MAP/ARC display in ND or in the RH MFDU when selected in the MFDS panel.WXR ON/OFF CONTROL is done via the brightness knob on EFIS panel in MIP. You can switch it off/on there and set the brightness of the display. WXR is shown in ND as soon as it is switched on. Additionally you can select it to be shown in the RH MFDU, by selecting WXR in the MFDS panel. See Multicrew Manual chapter 5 for WXR side dependencies in Multicrew operation.BEAM and IMAGE control can be done via the panel on the pedestal. The mode selector (1) sets the current mode, these are

– WX black-green-yellow-red-magenta are density of reflection (black lowest, magenta strongest reflection)

– WX+T black-green-yellow-red are density of reflection (black lowest, red strongest reflection), magenta indicates areas with interfering echoes, so turbulence areas

– WX VAR black-green-yellow-red-magenta are density of reflection (black lowest, magenta strongest reflection), but with pilot alterable gain.

– MAP green-yellow are density of reflection (black lowest, yellow strongest reflection), high attenuated mode, so only ground reflections displayed

– TEST displays a WXR color test screen

GAIN knob(2) setting is only active in the WX VAR mode, and is used to set a custom gain. TILT knob(3) sets the beam angle relative to ground, as long as IRU Pitch information is provided to the radar. When IRU pitch information fails, the WXR UNSTAB error is displayed and WXR tilt is relative to aircraft pitch.




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WXR Control panel on lower pedestal panel

The GCS (4) function provides cleaned up WXR image, ground reflections are almost reduced to black, so WX reflections only remaining in image.

! Weather radar operation is quite difficult and not straight forward !

Weather radar operation is quite tricky and difficult, major knowledge of radar echo technique and hints and limitations is needed. See chapter normal operation, we have added a extra chapter weather radar operation and image interpretation.

WXR setup information is displayed at the WXR field in the navigation display. Mode and Tilt is displayed and a UNCAL or UNSTAB warning can be displayed.

WXR indications in Navigation Display

Alerts:


In real aircraft the beam has elliptic form, we used a triangle shape for easier and less loaded calculation.The indication (1) has WX TRGT and WX TRUB warnings in white, these will be implemented for the upgrade version.


(1) WXR Mode selector(2) WXR Gain selection(3) WXR Tilt selection(4) GCS on/off knob (on when yellow illuminated

(2)

(1) WX system on(2) Tilt indication, Tilt in degrees, arrow shows up/down(3) actual Mode (4) Error field can contain - UNSTAB antenna can not be stabilized- CAL gain out of calibrated value

(2)(4)

(4)

(1)(3)

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5.20 NAVIGATION RECEIVERS (VOR-DME/ILS/MARKER/ADF)

Supplying Systems:

ILS1 AC EMERDME1 AC EMERVOR1/MARKER1 AC EMERADF1 AC EMER

ILS2 AC 2DME2 AC 2VOR2/MARKER2 AC 2ADF2 AC 2

System Description:

Dual VOR/DME receiver are available in the Fokker jetline. Each receiver can tune a VOR frequency from 108.00 to 117.950 MHz in 50kHz increments. A course selector allows courses from 001° to 360°. The tuning of the receivers can be done in the resp. VOR Panel or in the FMC, it depends on the EFIS Panel settings on the glare shield. When tuning at the panel is not possible, the display is dashed.

Tuning at the VOR Panel is possible when

- EFIS APP/VOR Button is in VOR mode and- EFIS Mode selector is in ARC/ROSE mode

In all other cases the receivers are remote controlled by FMC. See FMC PROGRESS PAGE for more information. See Multi Crew Manual chapter 5. for more information about VOR tuning when flying Multicrew with complete side in logic. Then the VOR1 depends on EFIS LH and VOR2 depends on EFIS RH. In single pilot flying LH EFIS controls both VOR.

VOR Control panel on lower pedestal panel, click spots drawn as boxes


(1) VOR/DME Frequency selectorcyan box = 1MHz incr./decr. (left/right click)yellow box = 50kHz incr./decr. (left/right click)

(2) CORUSE selectorcyan box = 1MHz incr./decr. (left/right click)yellow box = 50kHz incr./decr. (left/right click)

(3) Frequency display(4) Course display

(3) (4)

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example EFIS setting resulting in VOR NOT ALL possible EFIS settings resulting in manuallymanually tunable tunable VOR receivers, VOR is source on ND in

this modes.

VOR/DME Indications are visible on the DRMI instrument. DRMI displays manual and remote tuned VOR/DME information as long as the onside IRU is available. If in ARC or ROSE mode and EFIS APP/VOR is VOR, then VOR1 is used in captains Navigation Display, or VOR2 in F/O display. No function is provided to see VOR2 on captains side and vice versa. VOR Station MORSE signal can be observed when enabled in Audio Control Panel.

DUAL ILS receiver are available, you can tunes ILS frequencies from 108.10 to 111.95 MHz in 50kHz increments and only odd 100kHz frequencies (180.10,108.15,108.30,108.35 and so on). A course selector allows courses from 001° to 360°. The tuning of the receivers can be done in the ILS Panel, FMC can NOT tune ILS frequency. The tuning of the ILS panel is blocked and display is dashed when AFCAS has successfully entered the LAND2 phase.

ILS bearing/distance information are visible on the DRMI instrument as long as the onside IRU is available. If EFIS APP/VOR selector is APP, then ILS deviation and G/S deviation is shown in Navigation Display ARC or ROSE mode and LOC and G/S deviation is shown in PFD by magenta diamonds (independent of ND mode).

ILS Control panel on lower pedestal panel, click spots drawn as boxes


(1) ILS Frequency selectorcyan box = 1MHz incr./decr. (left/right click)yellow box = 50kHz incr./decr. (left/right click)

(2) CORUSE selectorcyan box = 1MHz incr./decr. (left/right click)yellow box = 50kHz incr./decr. (left/right click)

(3) Frequency display(4) Course display

(1)

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ILS indications on ND(ARC/ROSE) and PFD

MARKER receiver sense for OM, MM, IM signals and display them in the PFD. Audio signal can be heard when marker audio is enabled in Audio Control Panel.

MARKER indicationsin PFD, OM(blue) fpr outter marker, MM(amber) for midder marker and M(white) for inner maker

DUAL ADF receiver are available. Each receiver has a frequency range of 200.0kHz up to 1699.9kHz in 0,1 kHz increments. Additionally, for each receiver a frequency can be preselected.

ADF Control panel on lower pedestal panel, click spots drawn as boxes

ADF bearing information can be seen in navigation display only. In ND MAP/ARC mode the resp. needle has to be enabled by the ADF selector buttons. In ND ROSE mode both needles are automatically visible when station is received, ADF selectors are not considered. DRMI can not display ADF bearing in our cockpit configuration.


(1) ADF Frequency selector Window 1cyan box = 10kHz incr./decr. (left/right click)yellow box = 1kHz incr./decr. (left/right click)magenta box = 0.1kHz incr./decr. (left/right click)

(2) ADF Frequency selector Window 2

(3) Frequency display Window 1(4) Frequency display Window 2(5) XFR switch, select Window1/Window2 to active

(3)

(5)

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Rev. 1 - 0307

Alerts:


No relevant differences

5.21 COMMUNICATION SYSTEMS (COM1/COM2/Interphone)

Supplying Systems:

COMM1 DC EMERCOMM2 DC 2

AUDIO PANEL1 DC EMER/DC1AUDIO PANEL2 DC EMER/DC ESS

System Description:

Dual VHF COM Receivers are installed. Each receiver can tunes frequencies in the 118.000 to 136.975 MHz range. Each panel can tune 2 frequencies which can be activated with a selector switch. The active frequency is tuned into MSFS COM1/COM2 frequency, so can be used for MSFS ATC and 3rd

party addons.

COM Control panel on lower pedestal panel, click spots drawn as boxes


(1) COM Frequency selector Window 1cyan box = 1MHz incr./decr. (left/right click)yellow box = 25kHz incr./decr. (left/right click)

(2) COM Frequency selector Window 2

(3) Frequency display Window 1(4) Frequency display Window 2(5) XFR switch, select Window1/Window2 to active

(3) (5) (4)

(1) (2)



Rev. 1 - 0307

AUDIO CONTROL panel allows to enable/disable audio sources. You can adjust Navaid identifier sounds as for VOR1/VOR2/ILS/ADF/MARKER. Additionally you can select COM1/COM2 transmit and receive selections. Transmit selection is done via the pushbuttons, and receive selection via the volume levers. Since in MSFS ATC automatically receives on the transmitting channel, the volume lever automatically goes on when you select a COM to transmit. When both are up you receive on both, but transmit only on the selected.

AUDIO Control panel on mid pedestal panel

5.22 TRANSPONDER/TCAS

Supplying Systems:

TRANSPONDER 1 AC EMERTRANSPONDER 1 AC ESS

TCAS AC ESS

System Description:

DUAL ATC MODE S TRANSPONDER are installed on our Fokker jets. This is a very modern ATC Transponder and TCAS system. A build in logic provides interface to Squawkbox (VATSIM) and IvAp (IVAO) to interface standby and “Mode C” switching, additionally it simulates the automatic inhibition of “Mode C” on ground.


(1) VOR1 Ident ON/OFF(2) VOR2 Ident ON/OFF(3) MARKER sound ON/OFF(4) ILS Ident ON/OFF(5) ADF1 Ident ON/OFF(6) ADF2 Ident ON/OFF(7) COM1 TX and RX select(8) COM2 TX and RX select(9) COM1 Rx select (drawn position is ON)(10) COM2 Rx select (drawn position is OFF)(11) Listen to a pending cabin call

(8)

(2) (4)(1)

(3)

(10)(9)

(7)

(5) (6)

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TRANSPONDER Control panel on lower pedestal panel

Transponder control is done via the keyboard and the selectors on the XPNDR panel on the lower pedestal. Additionally TCAS NORM/ABV/BLW selection is possible on EFIS panel in MIP. The transponder selector (1) selects between system 1 and 2, which are absolute identically set, each entry is for both systems. The difference is in the supplying systems. The transponder mode selector (2) selects the transponder and TCAS mode, which are

– TEST (button in center) both systems do a self test with TCAS test image on ND and aural test result

– STDBY transponder in standby mode, online clients switched to standby

– ALT transponder only transmits altitude, TCAS off, online clients switched to "Mode C" once above 50kts IAS

– XPNDR "Mode C" , TCAS off, online clients switched to "Mode C" once above 50kts IAS

– TA "Mode C" of transponder, TCAS give traffic advisories only, online clients switched to "Mode C" once above 50kts IAS

– TA/RA "Mode C" of transponder, TCAS give traffic advisories and resolution advisories, online clients switched to "Mode C" once above 50kts IAS

IDENT button (6) fires a ident routine, online client's will do identification when pressed. DISPLAY selection button (7) is on keyboard the "FID" button, with that button you can select the value in display and keyboard. The actual selected value is identified with the "ATC"(4)/"FID"(5) lights. When "ATC" light is on you can see the transponder code in display, and XPNDR code can be set via the keyboard. As soon as you enter a new code,4 digits between 0-7 need to be entered, it takes about 5 second until code is accepted, no enter is required. If you do not enter a complete code, display and transponder reverts to previous value. If you press the IDENT button code is used immediately.If the "FID" is selected you can enter you flight number via the keyboard, initially you have to press the CLR button for 1 second to start a new entry. This flight number has no effect on MSFS ATC nor online clients.


(1) XPNDR system selector(2) XPNDR/TCAS Mode selector(3) Display ATC Code or FID(4) ATC light(5) FID light(6) IDENT Button(7) ATC/FID exchange button(8) Alphanumeric keyboard

(2)

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TCAS (traffic collision avoidance system) provides the real TCASIIv7 functionality. Traffic is sensed via the XPNDR echoes in the 40NM radius around the aircraft. You can make these targets visible on NDby switching XPNDR mode to TA or TA/RA and select TRFC on the display selectors in EFIS panel. Depending on your TCAS altitude filter, which can be

– NORMAL (relative to your altitude from -2000ft to +2000ft)– ABOVE (relative to your altitude from -2000ft to +9900ft)– BELOW (relative to your altitude from +2000ft to -9900ft)

you can see all targets. All targets are continuously sensed and checked for some nearing criteria and categorized to 4 types of targets, these are:

– “other traffic”, blue unfilled diamond, fitting the altitude filter applied– “proximate traffic”, within 6NM and within +/-2000ft of own altitude, blue filled diamond– “TA” traffic advisory, traffic violating an distance/altitude zone in less 40 seconds, amber filled

round symbol and a aural "TRAFFIC,TRAFFIC" annunciation– “RA” traffic resolution advisory, traffic violating an distance/altitude zone in less 25 seconds, read

filled square symbol and aural and visual resolution advisory, see table below

all traffic symbols, shows the relative altitude to target in 100ft, where negative value means below. Additionally a arrow marks if the target is climbing/descending with more than 500fpm.

TCAS Indications on ND/PFD

! Filter does not affect Intruders !

Traffic that gets intruder status, as TA or TA/RA, are not affect by altitude filter (NORM/ABOVE/BELOW)

When below 1750ft Radio Altitude, targets lower than 360ft AGL are assumed to be on ground and so are not checked for TA/RA conditions anymore.


(1) TCAS Mode indication(2) TCAS display filter setting(3) “other traffic” 1000ft above (4) “prox. traffic” 200ft descending(5) “TA target” 200ft below, climbing(6) “TA/RA target” 1000ft below(7) RA, unsafe pitch markings (red)(8) RA, unsafe VS marking (red)(9) RA, safe VS to avoid collision (green)

(3)

(6)

(7)

(9)

(8)

(7)(5)

(4)

(1)

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Rev. 1 - 0307

RESOLUTION ADVISORY is a calculated flight path that avoids a collision with the target. These advisories are only vertical, so a change in vertical speed. In case of a RA came up, the VS indication and the pitch cue are marked with the target flightpath for a fast and easy following and so collision avoiding.The VS tape has red and green markings, the needle should be adjusted to keep within the green area. Same for pitch cue, pitch resulting in dangerous vertical speed is marked red, you simply have to keep outside of the red pitch area to avoid collision.

Upcoming RA or changing resolution vertical speed/pitch values are also aural alerted by voice. See the following table for these announcements. TCAS RA paths are normally as calculated as to never be on same altitude as long as closing each other. E.g. the target is descending towards you from above TCAS RA will result in a descent and so you never are on same altitude until the target has passed you. But in some cases, better path performance and separation can be achieved if the RA path results in opposite direction and forces a "crossing" resolution. That means that target will get same altitude during the resolution path progress. This case is additionally announced in the aural resolution advisory.

Aural alert table

“TRAFFIC TRAFFIC” When a TA is fired“CLIMB CLIMB” , “DESCENT DESCENT” When a RA forces a climb/descend“CLIMB CROSSING CLIMB” , “DESCENT CROSSING DESCENT”

When a RA forces a crossing climb/descend solution

“ADJUST VERTICAL SPEED, ADJUST” When a RA is reduced due to enough separation“CLIMB NOW”, “DESCENT NOW” When out of a climbing RA you suddenly need to

revert to a descent or vice versa.“INCREASE CLIMB”, “INCREASE DESCENT” When RA needs to strengthen the resolution“MAINTAIN VERTICAL SPEED,MAINTAIN”“MAINTAIN VERTICAL SPEED CROSSING ,MAINTAIN”

When you should keep your actual vertical speed, resulting either in a crossing or non crossing resolution.

“CLEAR OF CONFLICT” When the RA situation is cleared.




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5.23 EFIS

Supplying Systems:

EFIS PANEL LH AC EMEREFIS DU 1 (LH upper) AC EMEREFIS DU 2 (LH lower) AC EMEREFIS Data Input LH IRU 1/2

ADC 1/2RA 1/2ILS 1/2VOR 1/MKR 1ADF1+2FMC 1+2TCAS/WXR

EFIS PANEL RH AC 2EFIS DU 3 (RH upper) AC 2EFIS DU 4 (RH lower) AC 2EFIS Data Input RH IRU 2/1

ADC 2/1RA 2/1ILS 2/1VOR 2/MKR 2ADF1+2FMC 1+2TCAS/WXR

System Description:

EFIS Electronic Flight Information System includes all primary and navigational displaying and pilot information systems. Information is displayed on the 2 vertical screens in the MIP (DU1 upper, and DU2 lower screen). F/O owns DU3 and DU4. Screens are controlled by EFIS control panel (glareshield) and the SRCSEL source selector panel (MIP). The 2 types of EFIS displays are PFD (primary flight display) and ND (navigation display). Each pair of PFD and ND is fed by the onside systems as long as source select is normal, other side sourcing can be selected. Normally PFD is displayed in upper monitors (DU1/3) and ND in the lower, but can be exchanged in SRCSEL panel. FAULT indications in each SRCSEL button refer to the onside systems only.

SRCSEL Control panel on MIP

ADF ON selections provide a ADF needle of ADF1/2 in ARC/MAP mode, when a station is received. In ROSE mode ADF is always visible as long a station is received.


(1) select offside IRU (ATT/HDG) information(2) select offside ADC (IAS/ALT/VS) information(3) select offside ILS information (does not affect VOR!)(4) select offside ADC (IAS/ALT/VS) information(5) select offside FCC (F/D) information(6) x-change DU1/2 (3/4 for F/O)(7) ADF1 needle ON in MAP/ARC view of ND(8) ADF2 needle ON in MAP/ARC view of ND

(1)

(4)

(2)

(8)

(6)

(3)

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Rev. 1 - 0307

EFIS Control panel provides data selection for the DU on each side. EFIS panel selection also affects other systems as VOR/AFCAS/TCAS, see respective chapters for more information.

SRCSEL Control panel on MIP, DH selected

SRCSEL Control panel on MIP, FPA selected clickspots drawn (yellow outer knobs, blue inner knobs)

PFD indications normally drawn on DU1(3) but can exchanged as described previously.

IAS tape provides display of onside ADC IAS beginning at 30kt minimum. It displays speed marks for V1, V2, when properly setup in FMC or FMP. As long as V1,V2 marks are out of tape range they are stated at top of the tape. Vfr (flap retraction speed) is drawn for takeoff and go around, flap extension speeds are not drawn as in other aircrafts. Vgd green dot speed is marked by a green ball. A red checkerboard marks Vss stick shaker activation speed and the overspeed area. Both may vary by flap/gear setup, weight and bank angle. The Vma (speed margin) is drawn as yellow line. This is the stall margin, you should avoid getting in there. This margin varies by a number of inputs, also of AFCAS mode. See AFCS for more information about that. A speed trend vector shows acceleration and deceleration, its end marks the speed in 10 seconds. AFCAS speed bug is drawn either within tape as blue arrow or as number a top or bottom of tape when off scale.

V1/V2 marking Vfr, Vss, Vma Vgd, Vmo, trend MACH display IAS information vector, Speed bug above M0.45 failed


(1) ND display mode selection(2) APP/VOR selector(3) Knob: ND and WXR Range selectionButton center: TCAS NORM/ABV/BLW selection(4) Display for DH,MD/A,FPV(5) Outter knob: Display source selection Inner knob: Display source set(6) Outter knob: PFD brightness and ON/OFF Inner knob: ND brightness and ON/OFF(7) WXR/TAWS brightness and ON/OFF(8) MAP constraints display ON/OFF(9) MAP intersections display ON/OFF(10) MAP NDB/VOR stations display ON/OFF(11) MAP airport display ON/OFF(12) MAP TCAS traffic display ON/OFF

(12)

(1) (4)(2)

(6)

(5)(7)

(3)

(11)(10)(9)(8)



Rev. 1 - 0307

Altitude tape reflects the actual barometric altitude of onside ADC either as tape and as numeric value. Information about QNH setting is displayed, either the altimeter setting or STD if switch to standard. If standard is selected, the 100ft “0” are draw in reduced size to mark tape as Flightlevel. The selected DH/MDA setting is displayed as long as greater than 0, where DH has priority over MDA. For MD/A a blue marking is drawn on the tape. Amber ground reference is drawn as long as Radio altimeter is available.

AFCAS Altitude MDA bug and DH display and ADC altitude informationBug, QNH display STD indication not available

Vertical speed information is drawn in the VS window. No AFCAS bugs are available for that display. The VS is displayed as pointer and as text in 100fpm (so 25 = 2500fpm). If positive rate the text is drawn in the above else below the tape. TCAS can affect that display, see TCAS/TRANSPONDER for details. Mid of tape is center 0 fpm, the markings are +/-500fpm, +/-1000,+/-2000,+/-3000fpm. The needle does not show more than +/-3000fpm, the text shows up to +/-9900.

V/S -1800fpm VS information not available

Radio Altimeter indication is provided in PFD. It shows as green number in the bottom of the pitch cue. When going within 100ft DH (decision height) it changes to yellow, when passing DH a yellow blinking DH symbol appears. The resolution is 50ft above 1000ft, 10ft above 50ft, 5ft above 5ft and 1ft blow 5ft.

RA indication above DH RA indication within 100ft passing DH, DH flashing RA information failed of DH




Rev. 1 - 0307

Pitch cue provides pitch/bank information, and includes Flightdirector and heading display. Also FPV (flight path vector) is drawn when selected in AFCAS/EFIS. In the middle is the black/yellow bordered aircraft symbol, showing the aircraft center axis. Blue background is positive pitch, where brown background is negative pitch. Pitch markings show pitch in degrees, excessive pitch is marked with red arrows. When excessive pitch is present, some displayed data is removed. A yellow bank/slip indicator arrow marks the actual bank angle on a scale.

Normal pitch/ bank display excessive pitch display Pitch/Bank display fails

The horizon line (the brown/blue transition) provides heading display, each marking shows up 10° magnetic heading. A blue heading bug marks the selected AFCAS heading. Magenta flight director bars show up target pitch/bank of AFCAS to follow. The little bar below the bank angle indicator is a reference for slip indication. Its reference to the arrow above, when moving to left/right aircraft slips in that direction.

Heading line with heading bug Flight director bars Slip indication

Flight path vector display is provided when Flightdirector is switched to this mode. A green symbol draws the actual vertical descent path in degrees, referenced to horizon line. When EFIS panel is switched to FPA you can set and move the blue reference bars, -3.0 is default for a approach. Lateral the green symbol shows you the offset between heading and actual track, referenced to the heading bar.


(2)

(2)

(1) 2.5° marking(2) 5° marking(3) 10° marking(4) aircraft symbol(5) 10° bank (6) 30° bank(7) 45° bank(8) 60° bank(9) bank indicator

(9)

(8)

(7)(6)

(5)

(4)

(3)

(1)

(1) 10° heading mark(2) heading bug(3) vertical target bar(4) lateral target bar(5) slip indicatior(1)

(5)

(4)

(3)

(1) (1) green FPA symbol, exact on -3° glide path and 10° lateral track offset(2) vertical FPA reference bar, set to -3.0°(2)



Rev. 1 - 0307

More PFD data is available and described in the respective chapters and systems. See chapters

5.20 NAVIGATION RECEIVERS (VOR-DME/ILS/MARKER/ADF) 5.16 FLIGHT CONTROLS

ND indications normally drawn on DU2(4) but can exchanged as described previously. 4 basic modes can be selected with the EFIS ND Mode selector (Pg.76 knob (1)).

The ROSE MODE is a basic IFR EHSI mode, showing a VOR/Localizer deviation with DME, both ADF needles, a 9NM TCAS traffic display

ROSE MODE VOR TO, ADF1 VOR FROM ADF2 TCAS ON ILS ADF1+2

! ADF DISPLAY IN ROSE MODE!

The ADF display selector buttons do not affect the display of ADF needle in ROSE mode. In rose mode ADF needles are shown as soon a tuned station is received.


(1) Deviation needle source indication(2) CRS Pointer(3) Deviation needle with TO arrow(4) set course and DME distance (if available)(5) TAS/GS from ADC and IRS(6) ADF pointers shown(7) TCAS information area(8) Warning Flag area(9) ADF1 pointer (magenta)

(3)

(6)

(7)

(10) ADF2 pointer green(11) FROM indication example(12) TCAS danger arc (3NM)(13) ILS GS display(14) Track ball, shows current track flown over gorund (IRS sourced, valid >80kts ground speed)

(13)

(8)

(5) (4)

(9)

(10)(11)

(12)

(2)

(1)

(14)



Rev. 1 - 0307

ROSE MODE ILS flagged

The ARC MODE is a basic IFR EHSI mode, showing a VOR/Localizer deviation with DME, both ADF needles, WXR/TERRAIN MAP with range selection but no TCAS information and no other map information as AIRPORTS or NAVAIDS/INTERSECTIONS.

ARC MODE ILS, ADF1+2 + Terrain VOR OFF ADF1+2 +WXR TA/RA present but intruder not shown in this mode


(1) MAP range rings(2) CRS Pointer(3) Deviation needle(4) set course and DME distance (if available)(5) TAS/GS from ADC and IRS(6) ADF pointers shown (depends on ADF selector switches)(7) TCAS information area(8) Warning Flag area(9) ADF1 pointer (magenta)

(10) ADF2 pointer green(11) TERRAIN display(12) Max shown terrain altitude (upper value)Min shown terrain altitude (lower value)(13) WXR setup data(14) WXR radar echo display(15) TA/RA(red) or TA(amber) TRAFFIC OF SCALE indication, meaning that a TA/RA is present but traffic is not shown in that ND mode.

(3)

(6)

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(8)

(5) (4)

(14)

(13)

(10)

(11)

(12)(2)

(1)

(9)

(15)



Rev. 1 - 0307

The ND MAP mode is the most comprehensive ND display mode, providing flightplan data, MAP information such as airports, navaids, intersections, TCAS data, terrain or weather radar data.

MAP 60NM to AB NDB waypoint MAP to floating altitude waypoint 9500 and holding at RTTNB


(1) aircraft symbol(2) actual TO waypoint of FMC(3) TO waypoint information as Identifier, magnetic bearing, distance(4) flightplan path + next waypoints(5) FMC tuned station in magenta (e.g VORDME EUR)(6) off track in NM L or R(7) range ringes(8) floating altitude waypoint next waypoint when passing 9500ft(9) R Holding at RTT 228° inbound track and speed constrain 210kts CAS

(10) Altitude constrain 9500 or aboveSpeed constraint 220kts CAS(11) Runway symbol LOWI RWY 08(12) TERRAIN displayMax shown terrain altitude (upper value)Min shown terrain altitude (lower value)(13) WXR setup data(14) TCAS data field(15) ADF 1 needle (depends on ADF selector switches)

(3)

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(7) (11)(8)

(5)

(4)

(14) (13)

(10)

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(1)

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Rev. 1 - 0307

MAP mode STA enabled MAP mode Nav+ PROFILE climb MAP mode in cruise appraoching T/D

IMM DES with path interce Path target is coming from above Path is captured


(1) NDB symbol MNW NB (triangle magenta)(2) DME only symbol (cross magenta)(3) VORDME symbold (circle with cross, magenta) VOR only symbol would be a magenta circle only(4) (LVL) blue LEVEL phantom waypoint predicted reaching of FMP set altitude in PROFILE mode

(5) (FL270) blue phantom waypoint, predicted reaching of FL270 as entered in TACT MODE page in FMS in PROFILE mode.(6) (T/C) phantom waypoint, predicted reaching of cruise flight level in PROF mode.(7) Airport symbol, magenta star(8) (T/D) phantom waypoint, predicted reaching of top of descent in PROF mode.

(3) (6)(7)

(1) (I/P) blue INTERCEPT PROFILE phantom waypoint predicted reaching of PROFILE descent path when once off it (IMM DES e.g)(2) PROF Path scale center(3) PROF Path scale 400ft below path (4) PROF Path scale 400ft above path

(5) Path target out of view symbol (***) path more than 2000ft above or below(6) Path target 1900ft above your altitude (resp. aircraft below path)(7) aircraft on descent path

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The PLAN mode is intends to check and view the FMS entered flightplan, this view is not intended to navigate primary, more to view FMC entered data. This view is North orientated and the center is not the aircraft, but the actual waypoint in the second line of FMC F-PLAN page. With the FMC scroll buttons you can scroll through the plan and so through the map. The yellow aircraft symbol is placed at your current aircraft position and magnetic heading on the map. This mode works also with IRS not aligned, except the aircraft symbol is missing then.

PLAN view with center at SNU VOR, and respective FMC page

! VOR tuning affected by selected ND Mode!

VOR receivers can not be tuned manually on the pedestal panel when ND Mode is PLAN or MAP. In this modes the FMC is automatically tuning the receivers for position update. If you need certain stations you can remote tune them on the PROG page. See also the VOR receiver section for more information

5.20 NAVIGATION RECEIVERS (VOR-DME/ILS/MARKER/ADF)

Alerts:

PFD/ND FAILURE OR SUBSYSTEM FAIL OR MANUALLY SWITCHED OFFEFIS 2 ♪♪ 4,5,9,10,11


(3)(4)

(1) MAP center point as in the second FMC (2) aircraft symbol with respective position

(3) alternate flightplan (yellow dashed)(4) actual MAP center point (2nd line)

(2)

(1)



Rev. 1 - 0307

5.24 RADIO MAGNETIC INDICATOR

Supplying Systems:

RMI1 AC EMER RMI2 AC 2

System Description:

The RMI shows VOR1 and VOR2 bearing, DME if available, and magnetic heading from the onside IRS. If the heading information fails a flag is shown, if a no VOR signal is present a respective flag shows up. In our cockpit configuration NO other sources as ADF can be selected into the RMI.

RMI flagged and fully operational

Alerts:

None

5.25 CHRONOMETER

Supplying Systems:

CLOCK CAPTAIN DC BUS 1 CLOCK F/O DC BUS 2

System Description:

Both clocks provide UTC Time and Date information, and chronometer (stopwatch) for seconds and minutes and a elapsed timer for minutes and hours. These clock provide time information for FMC.


(1) HDG flag(2) VOR 1 flag(3) VOR 2 flag(4) VOR 1 pointer(5) VOR 2 pointer(6) DME 1 display(7) DME 2 display

(7)(6)

(5) (4)

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CLOCK normal mode CHRONOMETER mode Elapsed timer reset and holdupper display UTC time upper display UTC time upper display UTC timelower display elapsed timer lower display minutes lower display blank and holdneedle fixed to 0 needle showing seconds needle fixed to 0

! CHRONOMETER/CLOCK RESET to actual FS Time!

If your set your clock to time and date values you can generally recover FS time via the CDU MAINTENANCE page 2 LSK1L.

Alerts:

None


(1) upper display, can show:UTC time normallyaltering Date and Year when Date button was depressed (3)

(2) CHRONOMETE button, when depressed initially starts chronometer, when depressed again holds chrono value and next depress resets chronometer and leaves chronometer mode.(3) enables Date/Year altering instead of UTC and vice versa.

(4) elapsed timer control, RUN, HOLD RESET.

(5) RUN time runs normalHLDY clock is stopped, if date previously selected set years (1 year per second)

SSM: slow set of time (1 minute per second)if date previously selected set month (1 month per second)

FSM: fast set of time (1 hour per second)if date previously selected set day (1 day per second)

(4) (5)

(1)

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5.26 GPWS – TERRAIN DISPLAY

Supplying Systems:

GPWS TERRAIN DC BUS 1

System Description:

The GPWS provides ground proximity warning in several modes and a terrain display.

Mode 1,2,3,4,6 Mode 5 Terrain Display GPWS controls on the AVIONICS Panel GS inhibitGPWS lights GPWS lights on on the overhead light

6 Basic GPWS modes

Description of the 6 basic modes:

1. Excessive Descent Rate

This mode warns in 2 stages about too high sinkrates at low altitudes. First stage is announced by aural “SINKRATE!” and second stage is “PULL UP!”. For all cases the GPWS light is active.

2. Excessive Terrain closure rate

This mode warns of danger terrain closure rates, so its not needed to descet it could also happen during level flight when terrain below rises. Again there are two stages, first stage is announced by aural “SINKRATE!” and second stage is “PULL UP!”. For all cases the GPWS light is active.


(1) inoperative(2) GPWS/GS warning light(3) TERRAIN on ND display button (WXR needs to ON for that !)(4) FLAP OVERRIDE switch, inhibits Mode 3 “TOO LOW FLAP” warnings

(5) GPWS Master off switch(6) GS Alert inhibit, inhibits the below glideslope callouts(7) Indicator that GS Alertinhibition(6) is activated, position next to DRMI

(3)

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This mode has a submode which is less sensitive during approach and initial climbout, which is enabled by three conditions:- flaps are in landing configuration (25/42)- within +/- 2 dots of a ILS signal- 60 seconds after liftoff

3. Altitude loss after Takeoff

This mode provides alerts for altitude loss after takeoff or during go around. The aural “DON'T SINK DON'T SINK!” is called out and GPWS light comes on.

4. Unsafe terrain clearance

This mode has 3 submodes,and warns you of wrong configuration, such as flaps and gear. If you descent below a certain threshold in clean configuration with more than 190kts you get a aural callout “TOO LOW TERRAIN”, if you are below 190kts and no Landing gear extended you get a “TOO LOW GEAR” and if you are below 159kts with no flaps extended you get a “TOO LOW FLAP”.Additionally you get a “TOO LOW TERRAIN” after takeoff when you do gain extensive low terrain clearance.

5. Below Glideslope

If you are below glideslope, this mode is active in two stages. The soft stage gives a medium volume “GLIDESLOPE!” aural announcement when 2 dots below glideslope and above 300ft RA. Below 300ft RA and below 2 dots a loud “GLIDESLOPE!” is called out.The soft alert is inhibited when normally above 1000ft RA, and above 500ft when LOC deviation is more than 2 dots.

6. Excessive Bank Angle Alerting and Altitude Callouts

The Altitude callouts provide aural RA announcement in the final approach phase, which are“MINIMUMS” at decision height, and callouts for 500,100,50,40,30,20,10 feet RA.

The bank angle alerting provides a “BANK ANGLE BANK ANGLE!” aural callout when a excessive bank angle (depending on height but > 200ft RA at +/- 40° bank) is detected. If the excessive bank is topped by another 20% of bank another callout is given. If again 20% of bank are exceeded the callout is continuous.




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TERRAIN Display in ND provides relative terrain display and alerting. Since this system has no direct access to the data units, its terrain image can only be fed into the system via the WXR channel. So its required to switch on the WXR to draw terrain, although terrain is a pure database image which is not actually scanned from outside or something like that. Its just a GPS position that draws a database terrain height in the ND at the current aircraft position.

! TAWS image is NOT rated for navigation

Terrain image is not rated to navigate through valleys in bad visibility conditions or similar. Its just a relative database based terrain image! Its no replacement for IFR navaids or RNAV navigation.

Terrain Display has 2 modes, once the proximity mode is automatically entered when highest terrain in drawing area is within 2000ft below aircraft (low relative altitude):

TERRAIN display at LOWI (Innsbruck) RW08 @5000ft MSL

Terrain Display has 2 modes, once the proximity mode is automatically entered when highest terrain in drawing area is within 2000ft below aircraft (low relative altitude):


(1) Maximum Terrain Altitude in 100ft and relative altitude color (2) Minimum Terrain Altitude in 100ft and relative altitude color

Altitude color Code:

>2000ft above Aircraft: solid red>1000ft above Aircraft solid yellow>500ft below Aircraft altitude medium yellow<500ft below Aircraft altitude medium green<1000ft below Aircraft altitude low green<2000ft below Aircraft altitude black

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lowest terrain in drawing area is more than 2000ft below aircraft (high relative altitude):

TERRAIN display somewhere before Norwegian coast

Alerts:

GPWS FAILURE DETECTEDGPWS 1 ♪ 3,4,5,7,8,9,10


Altitude color Code:

(1) 2/3-3/3 of highest elevation solid green(1) 2/3-1/3 of highest elevation medium green(2) 0-1/3 of highest elevation low green(3) Water is medium blue

magenta areas indicate that this area is not covered by database

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5.27 FMS FLIGHT MANAGEMENT SYSTEM

Supplying Systems:

FMC1 AC ESS FMS2 AC 2

System Description:

The flight management system is a complex flight computer managing lateral navigation, vertical navigation, position determination, VOR tuning, weight and balance computation and finally time and fuel predictions using a number of pilot alterable parameters.

The usage of FMC is shown in several tutorials, here are described all pages with their functions.

FMC Overview


(1) LSK1L Line select keys(2) LSK6L(3) LSK1R(4) LSK6R(5) Brightness knob(6) press to enter DIR TO page(7) press to enter STRATEGIC MODE page(8) press to enter TACTICL MODE page(9) press to enter INIT A page(10) press to enter the REF INDEX page(11) press to enter the FLIGHTPLAN A page(12) press to enter the TAKEOFF or APPR page (on ground you enter TAKEOFF page else APPR.)(13) press to enter the PROGRESS page(14) scroll keys use to shift lists or data(15) press to scroll through multiple pages(16) numeric and alphanumeric keys(17) DISPL light comes on when the FPLN is scrolled(18) MSG light comes on when a Level II Message is pending

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The A/C STATUS page gives a overview of the FMS software, installation and database version. This page is entered after power on and via the REF INDEX LSK5L.

FMC A/C STATUS page

The INIT A page is used to setup basic flight data. This page can be entered via the INIT function key, but only on ground.

FMC INIT A page LSK4L: Cost index field, enter any cost index here, a value of 50 results in 280kts/M0.70 cruise the lower the value the more you get to the minimum fuel extreme (230kts/M0.60), the higher the value (max. 100) the close your get to the minimum time extreme (310kts/M0.75)


(1) Aircraft engine type(2) installed and used AIRAC cycle(3) installed but not used backup cycle(4) FMC software version(5) DA F70/F100 product version use this for support questions (6) Fuel consumption factor not pilot alterable

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LSK1L: you can enter a company route name into the scratchpad and select it into LSK1L, if a stored route is found its automatically loaded.If you enter a “/263” you can set the flightnumber of the current flight.

LSK2L: is not supported yet.

LSK3L/LSK3R: departure airport coordinates, these are loaded upon a valid FROM/TO pair is entered into LSK1R. Pressing LSK3L/LSK3R swaps the arrow symbols either to LAT or LON. Use the arrows keys to fine adjust the position to your gate etc. This position will be used for IRS alignment in LSK4R.

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LSK5L: enter the cruise flight level here, you can enter “FL300”, “300” or “30000” will all result in FL300

LSK1R: FROM/TO pair, need to be entered at once so enter LOWW/LSZH at once and select it into the LSK1R. This will reset all entered data before, and resets for a new flight. Entering an airport pair here will take you to the ROUTE SELECTION page as follows:

routes found fitting your entered airport pair no routes found fitting your airport pair use return in this caseuse NEXT PAGE button to review them and insertif you want to use the actual one

LSK2R: Enter the alternate aerodrome here, used in alternate flightplan.

LSK4R: If IRS are not properly aligned and they are ready for a position input, the ALIGN IRS* is present here. If you press the LSK4R then the IRS are aligned with the position present in LSK3L/LSK3R. See IRS chapter for details about IRS alignment.

LSK5R: here you can change the Tropopause altitude and temperature.

LSK6R: Enter the average cruise wind here, as computed by some flightplanning tools. Is used for a better computation of time and fuel predictions.

The INIT B page is accessed by pressing NEXT PAGE on the INIT A page, but is only accessible as long both engines are off. This page is used to do the complete weight and fuel setup for that flight.




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INIT B page normal setup ZFW out of allowed limits

LSK1L: enter your predicted taxi fuel here, 0.2t is default

LSK2L: calculated trip fuel/time not alterable.

LSK3L: enter route reserve here either as weight “1.0” or as percentage of trip fuel “/5.0” for 5%.

LSK4L: alternate fuel, not alterable

LSK5L: final fuel reserve, either as weight “1.0” or as time “/0030” for 30 minutes holding at 210kts 2000ft above alternate elevation.

LSK6L: remaining extra fuel based on current set on board fuel.

LSK1R: FOB states the actual sensed fuel in tanks, nevertheless you need to enter the actual amount into the LSK1R field manually.

LSK2R: enter actual zero fuel weight here, is automatically computed if you already entered a TOGW.

LSK3R: enter actual takeoff gross weight here, is automatically computed if you already entered a ZFW.

LSK4R: predicted landing weight, not alterable.

LSK5R: enter %MAC out of loadsheet here, the maximum FL for that weight setup is shown.

LSK6R: the optimum CRZ FL is shown and the cruise flight level can be altered here.




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The FLIGHTPLAN A page is the main flightplan page. This can be used for several lateral and vertical revisions. A number of sub pages can be accessed from here. The FLIGHTPLAN A page can be accessed by pressing the F-PLN button, the page always opens with the FROM waypoint on top of the list.

FPLAN A page FROM wapoint is topmost FPLAN A page scrolled down alternate flightplan visible

The flightplan page lists the whole flightplan containing all waypoints and phantom waypoints. Initially the flightplan starts with the departure aerodrome and ends with the destination aerodrome. In flight the FMC is sequencing through the flightplan, the topmost waypoint is always the actual FROM wapoint, so the waypoint flown from. Beyond the planned destination airport the – END OF F-PLN – entry comes, signing that here starts the alternate flightplan. Up and down scrolling can be done via the arrow keys.

(1) FROM indicates that the topmost waypoint is the FROM waypoint.(2) 263 is the flightnumber, (3) indicates that there is a NEXT PAGE available in this case the FPLN B PAGE.(4) reads the waypoint name or describer.(5) shows the time to this waypoint in minutes from the departure airport, so (T/D) is 41 minutes

after departure. As soon as airborne this view changes to UTC predictions (ETO). (6) shows the profile speed to be held at this waypoint when in small letters. The FROM waypoint

contains the actual speed at overfly. If the speed is shown in large font it shows there is a speed restriction present and set.

(7) shows the profile altitude be reached at this waypoint when in small letters. The FROM waypoint contains the actual altitude at overfly. If the altitude is shown in large font it shows there is a altitude restriction present and set. This could be “FL100” or “8000” for a restriction to pass this waypoint at the certain altitude. It could also be “+FL100” for at or above and “-FL100” for at or below this altitude.


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Pilot waypoint types (can be entered into scratchpad):

“ZZZZZ” 5 Letter describer for a intersection or a RNAV waypoint (“LUGIM”, “WW805”.....)“ZZZ” 3 Letter describer for a VOR, VOR/DME, DME, LLZ, LLZ/DME (“FRE”, “OEV”)“ZZZZ” 4 Letter describer for a LLZ or LLZ/DME (“IMNE”)“ZZZNB” 3 Letter describer + NB for a NDB (“RTTNB”)“ZZNB” 2 Letter describer + NB for a Locator (“ABNB”)“ZZZZ” 4 Letter describer for a Airport (“LOWW”)“ZZZZNN” 4 Letter airport describer + runway identifier for a runway threshold position (“LOWW16”,”EDDM26L”). In the flightplan list this shows as RWY16 or RWY26L and not in the string entered.

Special waypoints for pilot entry:

“DDMM.MH/DDDMM.MH” D = degree, M=minute H=hemnisphere (N/S or E/W) for a direct Latitude/Longitude entry (“4714.6N/01614.3E for 47°14.4' N and 16°14.3' E). In the flightplan list this will show as LL00. The next lat/lon waypoint is shown as LL01 and so on.

“ZZZ/DD” place distance waypoint ZZZ is a waypoint in the flightplan and DD is a distance in NM. The created PD waypoint is DD miles after the ZZZ waypoint in flightplan track direction. If DD is negative its positioned backwards from ZZZ. In the flightplan page you read a “PD01”.

“ZZZ/BBB/DD” place bearing distance waypoint, ZZZ is a waypoint, BBB is a bearing from the station and DD is a distance in NM. The created PBD waypoint is DD miles along the bearing from the ZZZ waypoint. If DD is negative its positioned in 180° revers direction from ZZZ. In the flightplan page you read a “PBD01”.

Multiple waypoints found for a entry


If multiple entries found for a waypoint input the DUPLICATE NAMES page is shown. It lists all fitting waypoints with the nearest waypoint on top. LAT/LON and if a navaid also frequency is shown. Select the LSKL to select a waypoint, or return to select nothing.



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Phantom waypoints are waypoints not having a navigational character. The give information about reaching certain altitudes and are moving along the flightplan. They possible phantom waypoints are:

(LIM) this waypoints marks the position where the aircraft reaches the speed limit altitude of normally 10000ft(250kts). The altitude and the speed limit can be altered, but mostly its 250/10000. Anyway if you select CLR into LSKL or LSKR of a (LIM) waypoint you delete it and so cancel the speed limitation.

(T/C) top of climb, at this position the aircraft reaches the cruise altitude. Remember this is calculated based on the computed path of the FMC and not on the actual vertical speed of the aircraft. If heavy wind is present or weight setup is wrong, this can significantly differ from real top of climb. If you do a vertical revision on that point, so entering /350 in the LSKR then the cruise altitude is changed to FL350.

(T/D) top of descent, where the vertical idle thrust profile starts to fit the programmed descent path and maintaining descent constraints.

(LEVEL) at this point the aircraft reaches the FMP altitude, so the altitude set in the AFCAS altitude window.

(FLXXX) at this point the aircraft reaches the altitude set in the TACTICAL page prediction field. (FL240) means here you reach FL240 as set in the LSK1R in TACT page.

(I/P) intersecting profile, that means here is the vertical descent path intercepted. This is displayed if you are flying off the vertical profile.




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There are several functions you can do direct in the flightplan page without changes to other pages.

Direct waypoint input is possible in the FPLAN page, enter the name or describer of the waypoint into the scratchpad and select the LSKL where you want the waypoint to be before.

enter LUGIM and select it onto LSK2L so the FPLAN DISCONTINUITY, then LUGIM is entered before. The phantom waypoints are immediately recalculated and repositioned.

if you enter a waypoint before a waypoint that is connected to another waypoint (SBG-ALB) then the FMC adds your waypoint and places a FPLN-DISCONTINUITY. The FMC never does automatic forward connections. You have to acknowledge that by deleting the FPLAN-DISCONTINUITY after MUN with CLR and LSK of the disco.




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FMC does a route shortening if you place a waypoint thats already in the flightplan later on. So in the example we place KPT before MUN by selecting KPT into LSK3L. FMC finds KPT later on in flightplan after ALB and deletes all waypoints from SBG to KPT now.

Pressing onto a LSKL of a waypoint with a empty scratchpad opens the LATERAL REVISION page with some more functions.If we press the LSK2L in the upper right image, we enter the lateral revision page of SBG.


LSK2L: enter the airway page, to enter airway routing from SBG waypointLSK4L: enter waypoints after SBG accepts all pilot waypoint formatsLSK6L: activates alternate flightplan with a direct to the first waypoint of ALTN FPLAN.LSK1R: enters the STAR selection page for the destination airportLSK2R: enters the holding page to define a holding at SBG.LSK4R: not supported yetLSK5R: enter a new destination airport and you get a SBG direct to the new destination, deletes current flight.LSK6R: RETURN to FPLAN page.



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When lateral revision is entered on the departure airport, then you can select a SID page in LSK2L. This will result in following page:

SID selection page LAT REV of departure airport

If you select a runway, the respective SID are listed topmost. The STAR page works quite similar.

The airway page is used to enter up to 6 airways from the waypoint. You can enter the airway and the end waypoint into the TO field. If you enter a new airway into the next line without TO waypoint, the the FMC takes the intersection of the airways automatically. If more intersections are present a “NOT IN DATABASE” message is printed. This message also appears if waypoints or airways are not found or do not intersect each other. When finished you can select INSERT to add the waypoints to the FPLAN.

SID selection page LAT REV of departure airport




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HOLDING page of a waypoint

PROCEDURE TURN page of a waypoint

Vertical revisions are used for altitude and speed constraints. You can enter the speed and altitude constraints direct in the FPLAN page. For speed constraints via “180/” for a 180kts speed limit. By selecting “/4000” you enter a “at” altitude constraint. You can also select “/+4000” for a “at or above” or “/-4000” for at or below. If you select the LSKR of a waypoint with a empty scratchpad, then you enter the VERTICAL revision page, which offers same possibilities as described above. Additionally you can alter the default speed limit of 250kt/10000ft or clear it.


LSK1L: inbound course to holding fixLSK2L: turn directionLSK3L: trip fuel calculatedLSK4L: fuel reserve settingLSK5L: final fuel/time selectionLSK6L: insert holdingLSK1R:holding time or distance

LSK2L: outbound course of PT fixLSK3L: inbound distance into PT fixLSK4L: inbound course into PT fixLSK6L: insert holding



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STRATEGIC MODE page

TACTICAL MODE page


The strategic mode page is used to set a overall strategic mode for the flight before departure. You can select ECON mode which uses the cost index to define the Speed schedule. MIN FUEL uses slow speeds for climb and cruise to reduce fuel consumption, where MIN TIME uses high speed for climb and cruise to reduce overall flight time. The strategic mode should be selected before flight.

LSK2L: ECON mode for the routeLSK3L: MIN FUEL strategy for the routeLSK4L: MIN TIME strategy for the route

The tactical mode page is used to set different performance modes for a certain (just active) phase of flight. You can use the strategic mode for this phase or the best climb gradient or a pilot defined speed. As soon as the phase changes the FMC returns to the strategic mode.

LSK2L: ECON/MIN TIME/MIN FUEL as selected in strategic pageLSK3L: maximum climb gradient speedLSK4L: a pilot entered speedLSK1R: the values GMT and DIST are predicted to that altitude in CLB or DES phase. Also the (FLXXX) phantom waypoint is based on that altitude.



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TACTICAL MODE page

The progress page displays a summery of the actual flight status. The title states the current flight phase. The navaid remote tuning is used by FMC to correct the IRS position along the flight and guarantee the position integrity. The small letters state the frequency where the large fonts state the VOR-DME identifier. When the frequency is prefixed by a “A” the frequency is automatically tuned by FMC. When the frequency is prefixed by a “R” the frequency is remotely tuned by the pilot here, by selecting a identifier or a frequency into LSK6L/R. A remote tuning can be released by selecting CLR into LSK6L/R. Remote and auto tuning is only possible as long VOR receivers are dashed out, depending on EFIS Mode and APP/VOR button setting. If VOR is manually tuned at the panel the value here is the same as the panel setting and is prefixed by a “M”.

! POSITION UPDATE

Changing the FMC position in LSK4L can cause map shifts and major navigational errors. Use caution when changing that positions.


LSK1L/2L/3L: V1/VR/V2 entering, when V1 is entered you can immediately select it into VR and vice versaLSK4L: flap retraction speedLSK6L: green dot speed

LSK1R: select the TO shift. When giving TO power the FMC takes the threshold position of the departure runway selected to update the internal FMC position. If TO SHIFT is activated it takes a position 0.5NM into the runway from threshold.

LSK2R: thrust reduction altitude (alterable)LSK3R: acceleration altitude (alterable)



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PROG page

The REFERENCE INDEX page offers a number of links to special pages not affecting a current flight.

PROG page

The maintenance pages are used for flightsimulator internal settings and product customer setup. It is split into 3 pages that can be scrolled by using the NEXT PAGE key.


LSK1L: CRZ FL alterableLSK2L: inoperative in this versionLSK4L: FMC position, may be updated here.LSK5L: distance to destinationLSK6L/6R: Navaid remote tuningLSK1R: optimum flightlevel for current weight, is replaced by VDEV value for decent.LSK2R: fuel prediction pageLSK3R: BRG/DIST to any selectable waypointLSK5R: profile descent descent wind forecast page

LSK1L: review and create pilot defined waypointsLSK1R: review and create pilot defined navaidsLSK2L: review database defined waypointsLSK2R: review database defined navaidsLSK4L: aircraft status pageLSK5R: fictive maintenance page for flightsim setup and functions (flightplan import/export) and sound/simulation settings.

LSK6R: panel interconnection menu for multicrew operation, see multi crew manual for detailed information



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MAINT page 2

MAINT page 3


LSK1L: reset chronometer to FS clockLSK2L-4L: trim deflections in degree;LSK2R-4R: control deflection in % of max.LSK5L: cabin calls on or offLSK5R: F/O callouts on or offLSK6R: F/O actions on or offLSK6L: Debug log on or off, enables a log file that logs all panel inputs and actions for faster debugging if a problem is present.

LSK1L: actual thrust value, set lever to idle and press LSK to store the offset.LSK2L: actual left brake value, release pedal and press LSK to store the offset.LSK3L: release pedal and press LSK to store the offset.LSK4L: pack volume selection

LSK5L: sound files selection, use on of the values “ALEX” “OLIVER” or leave the scratch emtpy.

LSK6L: toggle between 10sec IRS align time or real value (3-15minutes depending on Latitude)



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5.28 AFCAS Automated Flightcontrol and Augmentation System

Supplying Systems:

AT1 DC1AT2 DC2FAC1 AC1FAC2 AC2

FCC1 AC1FCC2 AC2FCC WARN DC EMESERVOS CLUTCHES FCC1/FAC1 DC1SERVOS CLUTCHES FCC2/FAC2 DC1

System Description:

AFCAS is used for automatic flight and guidance via the flightdirectors and flight augmentation (even in manual flight).

AFCAS is mainly controlled via the FMP (Flight Mode Panel), the current state is seen on the FMA (Flight Mode Annunciations) in both PFD. AFCAS controls Pitch, Bank, Yaw and thrust axis (via the autothrottle system) and is capable to be engaged 30ft above ground until rollout down to 60kts. The AFCAS has a number of different modes and functions described below.The AFCAS can be engaged by switching on one or both Flightdirector or/and one or both Autopilots. The AFCAS can be switched off by switching all Flightdirectors off and disconnect all Autopilots. If more systems switched on, only the one with topmost priority is in control, based on following priority list:


LSK1L: YES load the standard all systems on state when aircraft loads, NO is cold and dark load. Toggle by pressing LSK.LSK2L: enter a name into scratchpad and save panel state (on ground only!)LSK3L: load a panel state

LSK5L: load a flightplan in digital-aviation formatLSK5R: save a flightplan in digital-aviation format, the scratch contents are used for CO ROUTELSK6L/R save and load MSFS flightplans.



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1. DUAL AP2. AP13. AP24. FD15. FD2

So the FD2 has lowest priority, where AP1 is in top area, so switching FD2 on and AP1 the AP1 has control. This is important for VOR following, because AP1/FD1 can only follow VOR1 and AP2/FD2 only VOR2. If you want to follow VOR2 you have to switch off AP1 and engage AP2 to follow VOR2.

AFCAS Panel

(1) (6) FD1/FD2 OFF/ON/FPA switch, here the FD1/FD2 can be switched on or OFF, when ON you can select flight path angle display instead of FD bars, functionality keeps still on. FMA shows a white “FD1”/”FD2” when in control.

(2) ATS arm/on and disconnect (not real on that button but more comfortable in sim). Left click to arm on ground or switch on in flight. A green light indicates arm or on status, same as a white “AT” in the FMA. To disconnect the AT do a double right click on that button.

(3) AP1 / AP2 engage. The autopilots can be engaged here at least at above 30ft above ground if both can engage in TO mode or at least at 400ft if only one can engage.If both AP engage after takeoff or during autoland, a change to a single mode reverts the single AP selection the was present prior the dual AP engagement. A white “AP1” or “AP2” or “AP” is shown in case of AP1/AP2/DUAL AP engagement.

(4) Autopilot disconnect bar. Here the autopilot can be disconnected by a double right click. The AP disconnect sound will play.


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AFCAS Panel

(1) SPD knob. Inner knob controls the speed modes and setting. You can push and pull this knob.The outer knob allows to set manual V speeds instead of setup via FMC.

(2) SPD select light, shows that speed select mode is present. This is also the clickspot for the SPD outer knob selection.

(3) Speed window, shows either dashed, IAS set/preset or MACH set or preset.(4) IAS/MACH change button allows to change from IAS to MACH holds and vice versa.(5) HDG knob. Inner knob controls the heading modes and setting. You can push and pull this

knob. The outer knob allows to set manual bank limitations.(6) HDG select light, shows that speed select mode is present. This is also the clickspot for the

HDG outer knob selection.(7) Heading window, shows either dashed, Heading set or preset(8) NAV mode arm/engage. Engages the NAV mode following the FMC route.(9) VOR/LOC mode arm/engage. Engages the VOR or LOC capture and following, when FD1/AP1

is used it uses VOR1 else VOR2. For multicrew action see SIDE IN LOGIC in Mutlicrew Manual!

(10)AUTOLAND mode arm/engage. Engages LOC/GS capturing and following and if all needed requirements met it transits to a LAND2 phase and finally to a ALING/FLARE/ROLLOUT phase.

(11)PROFILE mode can be used for FMC vertical navigation.(12)LVLCH level change mode can be used for constant speed and power climbs/decents.(13)ALT knob. This knob controls the altitude preselection and mode. You can push and pull this

knob.(14)ALT window, showing the preselected altitude (FMP altitude).(15)V/S selection wheel. As soon as operated the AFCAS goes into V/S mode holding a constant

vertical speed and airspeed by thrust.(16)Shows selected vertical speed when mode is engaged.


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AFCAS Lateral Modes:

Mode FMA Action DescriptionHeading Hold HDG

HDGs

HDG Knob press-> select light off-> display dash (except preselection)

This mode levels the wings and holds the current heading. This is a basic mode entered after AP/FD is switched on and overrides all other vertical modes. The heading window is dashed initially, but if the knob is rotated in this mode, a heading selection in the window is possible. But the aircraft does not follow this new setting its just a preselection. HDGs is armed then.

Heading Select HDGs HDG Knob pull-> select light on-> display value

This mode is used for a heading selection to follow. If the display was dashed prior the pull of the know the display contains the actual heading to follow. If a value was preselected it will turn to that value on the shortest way.If value changes are done in this mode by rotating the knob the aircraft will turn to the new selected heading in the direction of knob turning.

NAV mode NAVNAV

Pressing NAV button

This mode can be armed and enganged in air or on ground. When a FMC flightplan is present and no discontinuity is present the mode follows and sequences the FMC flightplan in lateral means. Green boxed FMA when active, and blue when armed.

VOR/LOC mode

VORLOCVORLOC

Pressing V/L button

This mode holds either a VOR set in VOR panel when respective EFIS APPVOR button is in VOR mode. AP1/FD1 holds VOR1, AP2/FD2 holds VOR2.If the onside APP/VOR button is APP and a LOC tuned into the ILS panel, this will be captured and held.

LAND mode LOCLOCLAND2ALNROLLOUT

Pressing LAND2 button

This mode has a coupled vertical mode too. Anyway in lateral means it acts initially same as LOC mode, and transits to a LAND2 mode below 1500ftRA if some factors are fulfilled. 150ft RA it transits to a align phase and finally to a roll out guidance on ground down to 60kts.

TO takeoff mode

TOGA on ground

This mode has no own lateral mode, but holds constant heading after departure by selecting HDG hold as described above.

GA go around mode

TOGA in air This mode has no own lateral mode, but holds constant heading after departure by selecting HDG hold as described above.




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AFCAS Vertical Modes:

Mode FMA Action DescriptionAltitude hold ALT

ALT

ALT Knob press This mode levels off and holds the current altitude. This overrides all other vertical modes. If the altitude preselected in the window is not reached the blue ALT annunciation still keeps displayed.

Vertical Speed V/S Vertical speed wheel rotate

This mode selects and engages the vertical speed mode. It initially displays the actual vertical speed and holds it, the value can be changed accordingly. When the preselected altitude is reached the mode changes to altitude hold mode.

LVLCH mode IASEIASEMEME

Pressing LVLCH button

This mode holds/accelerate to a constant airspeed by pitch holding a constant thrust as selected in the TRP. A minimum of 500fpm climb/descend is maintained. This mode can also be engaged by pulling the ALT knob when not in PROF mode.

PROFILE mode

ALTIASEMEDESALTDESIASE

Pressing PROF button

This mode holds the FMC vertical path for climb, cruise and descent down to glideslope interception. It toggles through a number of modes automatically, PROF mode can be identified when a mode is additionally boxed in FMA. When a altitude change is required you can change the FMP altitude and pull the alt knob to continue the PROF climb/descent. The descent mode need to be armed in cruise by pulling the ALT knob. It then captures the vertical profile.

LAND mode G/SG/SLAND2FLR

Pressing LAND2 button

This mode has a coupled lateral mode too. Anyway the glideslope only captures when lateral LOC capture is within 1 dot. At 1500ft RA it transits to LAND2 when all required conditions met and finally at 50FT RA it starts the FLARE mode.

TO takeoff mode

TO TOGA on ground

This mode holds 18° ANU after takeoff. A speed drop below V2+10 or Vliftoff (the higher on is used) is avoided by lowering the nose.

GA go around mode

GA TOGA in air This mode goes into a climb, and tries to maintain 200kt and +2000fpm.



ADDITIONAL TOOLS/FAETURES Caption 6

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6 ADDITIONAL TOOLS/FAETURES

6.1 CONTENTS

6.1 CONTENTS.................................................................................................................................111 6.2 CABINCALLS..............................................................................................................................111 6.3 VIRTUAL FIRST OFFICER ........................................................................................................112

6.2 CABINCALLS

Incoming Calls:

Cabin will may call you via the calls panel. A incoming call is announced with the normal call sound and the respective call button contains a blue CALL. You can reset the call by pressing on the button or by the reset all button. To accept the call press the CALL button on the audio control panel on the pedestal. The call is automatically reset when call is finished.

Outgoing Calls:

By pressing the “ALL ATTENDAND” button you can give a cabin call. This should be done before takeoff, and about 10 minutes before landing.

CALL panel on lower overhead

AUDIO Control panel on mid pedestal panel


(1) call all attended(2) forward cabin is calling(3) aft cabin is calling(4) ground horn(5) rest all pending calls(6) listen toa pending cabin call

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ADDITIONAL TOOLS/FAETURES Caption 6.2

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6.3 VIRTUAL FIRST OFFICER

Modes of operation:

A virtual First Officer is implemented to assist and call out some useful information. You can either select only call outs from F/O and no action, then all aircraft control is up to you. You can additionally select the F/O doing some actions normally done by the non flying pilot. These are

– monitor and call out the engine start procedure– prepare the aircraft for the taxi check while you are taxing– control lights on ground– call out the takeoff run– operate gear,flaps and lights when airborne, selects CLB power– calls out the transition level and altitude and sets his side of instruments– call out AFCAS arming and capturing– operate offside controls (QNH->STD)– assists in final approach (gear down at 1400ft RA and LIFTD arming)– assists in go around– cleans up the cockpit after runway turn off

The virtual partner follows the procedures as described for multi crew operation described in the MCM.

The virtual first officer is not available in Multi Crew operation of course. He can be disabled in the FMC MAINT2 page.

MAINT2 page F/O and cabin control

The sound files are stored in “Your Flight Sim Root\Digital Aviation\Fokker\Cabin_FO_Sounds\”You can replace them with your own records and in your language if you like too, just replace them.


Maintenance 2 Page:Access: [REF] -> MAINT> [LSK5R]->[NEXT PAGE]

LSK5L: CABIN call ON/OFF (chapter 9.2)LSK5R: F/O callouts onLSK5R: F/O action on

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THE PROJECT/TEAM Caption 7

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7 THE PROJECT/TEAM

FLORIAN PRAXMARER (Austria / student pilot Austrian Arrows):

Team leader and project founder. I did the complete programming work and a lot documentation stuff.

ALEXANDER METZGER (Switzerland, project manager):

Flight dynamic expert and extensive precise tester.

MARCEL FELDE (Germany, free designer):

2D cockpit desin

MJPP DESIGN (Mexico, students of mechanics):

3D outside models and textures

ROUVEN FRAIFER (Austria, F70/F100 captain Austrian Arrows):

real world input, Documentation/Support

DANIEL MANCHINI (Brazil, student of mathematic)

chief tester and documentation

SYLVAIN COLSEAT (Beglium, F100/767/737 first officer Jetairfly)

real world input, tester

TON VAN DE LAAR and his freeware project Fokker team (http://www.avsim.com/fokker)RMCO KAPERT Fokker F/O KLMNICK SCHREGER SoundsJENS A. SCHENK payware tutorial and testerHANS HARTMANN Digital Aviation ChiefALL BETA TESTERS INVOLVED

MANY THANKS TO ALL OF YOU FOR YOURGREAT WORK

Additionally i want to thank my girlfriend supporting me in these hard 4 years of work!



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