Fokker 50 - Limitations GENERAL LIMITATIONS MASS LIMITATIONS. Page 1. Minimum crew. Maximum number of passenger seats.
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1 GENERAL LIMITATIONS Minimum crew Cockpit: Two pilots Maximum number of passenger seats Sixty-two (62) Maximum operating altitudes Maximum operating pressure altitude: Maximum take-off and landing pressure altitude: feet feet Maximum and minimum operating temperatures Maximum: Minimum: ISA +35ºC Minus 54ºC (all altitudes) Runway slope limits Take-off and landing: 2% up to 2% down Manoeuvring load limits Flaps up: Flaps down: +2.5 G to -1.0 G +2.0 G to 0.0 G The positive G limits the angle of bank in turns and the severity of pull up manoeuvres. Instrument colour markings Normal operating range: Caution range: Limit of operation: Green Amber Red MASS LIMITATIONS Maximum masses Maximum masses KG Ramp / taxi Take-off* Landing* Zero Fuel * May be reduced by performance requirements. Page 1
2 Center of gravity Page 2
3 SPEED LIMITATIONS All speed limitations in KIAS unless indicated otherwise. All altitudes mentioned in this section are pressure altitudes. Maximum operating limit speed (V mo ) Up to feet: Above feet: 224 KIAS V mo decreases linearly to reach 206 KIAS at feet The maximum operating speed shall not deliberately be exceeded in any regime of flight (climb, cruise or descent), except where a higher speed is specifically authorized for test flight purposes. Maximum design manoeuvring (V a ) V a : 175 KIAS Full application of rudder and/or aileron controls, as well as manoeuvres that involve an angle of attack near the stall should be confined to speeds below V a. Rough air speed (V r ) V r : 165 KIAS Maximum flap extend speed (V fe ) 5º: 180 KIAS 10º: 180 KIAS 15º: 180 KIAS 20º: 160 KIAS 25º: 160 KIAS 35º: 140 KIAS Prolonged use of flaps other than for take-off and landing is prohibited. Maximum landing gear operating speeds (V lo = V le ) Extension (V le ): Operating (V lo ): 170 KIAS 170 KIAS Page 3
4 Minimum control speeds (upper limits) (V mca, V mcg, V mcl ) Minimum control speed Flap setting KIAS V mca 5º 87 V mca 10º 86 V mca 15º 85 V mcg 5º 80 V mcg 10º 84 V mcg 15º 84 V mcl 25º 90 V mcl 35º 90 Minimum manoeuvring speeds and flap setting Flap setting Minimum manoeuvring speed 0º 140 KIAS 10º 130 KIAS 20º 120 KIAS 25º 110 KIAS Bank angle limits Below minimum manoeuvring speed: 15º Maximum bank angle: 30 Manoeuvring speed after take-off Normal manoeuvring speed after take-off: Flaps extended: V KIAS Flaps retracted: V fr + 10 KIAS Climb speeds If climb speed is reduced to below 140 KIAS a rather pronounced propeller induced airframe vibration will occur. Window heat unserviceable speed limitation If the window heat is inoperative the speed must be restricted to maximum 180 KIAS at altitudes below ft and TAT below 18 C. Page 4
5 Stall speeds FAA stall speed The stall speed graph below provides FAA stall speeds for low altitudes and at various flapsettings. The stall speeds, which largely depend on the flight techniques used to enter the stall, are obtained under the following conditions: Aircraft correctly trimmed for straight and level flight at a steady speed 20-40% above the expected stall speed. No pre-stall-entry trim changes Speed reduced by elevator control at approximately 1 knot per second. Idle thrust Forward center of gravity position The FAA stall speed is used to set the legal minima for take-off manoeuvring and landing speeds. 1 G stall speed The 1 G stall speed is the speed corresponding to an angle of attack at which Cl max is reached. At lower speeds the lift becomes less than the aircraft weight and the aircraft commences to sink. The 1 G stall speeds are slightly higher than the FAA stall speeds. Page 5
6 WEATHER LIMITATIONS Maximum wind velocities (including gusts) Maximum wind velocities from any direction for which the flight control lock provides protection. Maximum demonstrated crosswind component for take-off and landing on a hard dry runway. Maximum tailwind component For CAT II operation the maximum demonstrated wind velocities are: Total wind Crosswind component Tailwind component 65 Kts 33 Kts 10 Kts 20 Kts 15 Kts 10 Kts Maximum crosswind and tailwind components, against braking action Coefficient Braking action Maximum crosswind component Maximum tailwind component 0.40 and above 5 / good / good/medium / medium / medium/poor and below 1 / poor 5 0 Operation from contaminated runway Maximum depth of precipitation on the runway for take-off. Take-off should not be attempted when more than 12.7 mm of standing water, or depth of slush or snow equivalent to more than 12.7 mm of water, covers a significant part of the required field length within the required width of the runway. Use Route Performance Manual to determine maximum allowed take-off mass and required take-off speeds. Crosswind limit with runway width less than 40 meters If the usable runway width is less than 40 m, the maximum allowed crosswind components must be reduced according to the table below: Usable runway width (m) Crosswind reduction (Kts) Page 6
7 Maximum door operation limit Doors The maximum wind speed, including gusts, for operation of any door is 64 KIAS. NOTE: Service doors (3): Above 22 KIAS (incl. gusts) take extreme care, not to release the door before the completely closed- or open position has been reached. Page 7
8 POWER PLANT LIMITATIONS Engine and propeller type Engine: Pratt & Whitney PW 125 B Propeller: Dowty Rotol R352/ F/1 Dowty Rotol R352/ F/2 Engine and propeller limitations CONDITION TIME TORQUE ITT RPM (%) (%) (2) ( C) N h N l N p (1) MAX. TO/GA 10 min NORMAL TO 10 min 92 See graph MAX. CONT Unlimited MAX. CLIMB Unlimited MIN. GND IDLE STARTING 5 sec TRANSIENT 20 sec For operation with PROP EC fault (overspeed governor): CONDITION TIME TORQUE ITT RPM (%) (%) ( C) N h N l N p (1) MAX. TO/GA 10 min MAX. CONTINOUS Unlimited NOTE: N p fluctuations of +/- 0.5% are allowed relative to 85% and 100%. Torque fluctuations +/- 2% during take-off roll (at 60KIAS) and climb are considered acceptable. Torque fluctuations +/- 1% during cruise are considered acceptable. Torque split of 6% during cruise is considered acceptable. Page 8
9 Propeller operating limits WARNING: Do not attempt to select ground idle in flight. In case of failure of the flight idle stop, this would lead to loss of control from which recovery may not be possible. To avoid high propeller stresses, stabilised ground operation in the propeller RPM range of 65% to 90% N P is not permitted with the airplane static. Excluded from this limitation is the use of reverse during ground manoeuvring in engine EC operating mode. Manual propeller control When the propeller is manually controlled the speed must be restricted to max. 220 KTAS. NOTE: This specific speed limit is expressed in Knots True Air Speed (KTAS) instead of the usual KIAS! Oil pressure Minimum Normal operating range Transient Minimum Maximum 40 Psi Psi 40 Psi 100 Psi Oil temperature For starting Minimum (without preheat) - 54 C GND IDLE Minimum Maximum - 54 C +115 C Operation above GND IDLE Minimum 0 C Minimum in icing conditions +45 C, on both engines for more than 3 minutes before take-off. (The 3 minute period starts when the oil temperature of both engines is above 45 C) Maximum, continuous +115 C Maximum, 20 minutes +125 C Page 9
10 Approved oils Mobil Jet on II Mobil Jet on 254 Castrol 5000 Esso Turbo on 2380 Exxon Turbo on 2380 Aeroshell Turbine Auxiliary Power Unit (APU) The Auxiliary Power Unit (APU) may be used on the ground only. Page 10
11 FUEL SYSTEM LIMITATIONS Approved fuels Normal Fuels Kerosene type High flash point Alternate Fuels* Wide-cut fuel Type Jet A, Jet A-1 and military equivalent JP-5 Type Jet B and military equivalent NOTE: * If 'alternate' fuel is used, take-off is not allowed when one or more fuel pumps are inoperative. Mixing of fuels If the fuel consists of a mixture of 'normal' and any amount of alternate fuel, the tanks must be considered to contain 'alternate' fuel. Usable fuel tank capacity Main tank (including collector tank) 5136 Litres 4160 Kilograms (at 15 C and 0.81 kg/litre) Maximum fuel asymmetry Aircraft mass (kg) Maximum fuel asymmetry 20820* 150 kg and below 500 kg *Linear interpolation may be applied between and kg. Page 11
12 AUTOPILOT LIMITATIONS En route operation The minimum altitude with the autopilot engaged shall be deducted from data on altitude lost during malfunction test as presented in section 3 Emergency Procedures. Approaches When using an instrument approach facility, the minimum height to which the autopilot may be used is 50 feet when coupled to an ILS. Use of the AP and FD is limited to glide slope elevation angles ranging from 2º up to and including 4º for approaches with CAT 1 weather limits. CAT II operations are limited to glideslope elevation angles ranging from 2.5 degrees up to and including 3 degrees. Use of touch-control steering When Touch-Control Steering (TCS) is used the bank angle is limited to 40º. Page 12
13 MISCELLANEOUS LIMITATIONS Cabin differential pressure Maximum differential pressure: (relief valve setting). In case of cracked cabin window: 5.7 Psi 4.0 Psi Maximum bank angle below 500 feet If a turn is required below 500 feet AGL limit bank angle to 15. Communications During flight below feet all communications should be accomplished with headset and boommike type equipment. Flap position in icing conditions In icing conditions flap 35 shall not be selected above 300 feet AAL. Noise limitations Compliance with the ICAO Annex 18 Chapter 3 limits has been shown for the following configurations: Take-off with flaps 5 Approach flaps 25 ; two engines Approach flaps 35 ; two engines Electrical limitations Display selector LH electric display RH electric display GENERATOR LOAD (%) GEN 1 GEN 2 Continuous minutes seconds 150 LOAD (5) TRU TRU 1 TRU 2 Continuous minutes seconds 300 Page 13
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